HomeMy WebLinkAboutR-2001-092 RESOLUTION NO. 2001-092
A RESOLUTION PERTAINING TO THE SUBJECT OF COMPREHENSIVE
PLANNING; APPROVING A PROPOSED EAR BASED AMENDMENT TO
THE CITY OF DANIA BEACH COMPREHENSIVE PLAN RELATING TO
THE ADOPTION OF A TRANSPORTATION ELEMENT FOR THE CITY OF
DANIA BEACH; AUTHORIZING THE TRANSMITTAL OF SUCH
AMENDMENT TO THE APPROPRIATE GOVERNMENTAL AGENCIES;
REQUESTING INTERGOVERNMENTAL REVIEW OF SUCH PROPOSED
COMPREHENSIVE PLAN AMENDMENT;AUTHORIZING THE DIRECTOR
OF GROWTH MANAGEMENT TO PROCESS SUCH PROPOSED PLAN
AMENDMENTS; AND PROVIDING AN EFFECTIVE DATE THEREFORE.
WHEREAS, the City of Dania Beach, pursuant to the Local Government
Comprehensive Planning and Land Development Regulation Act, and in accordance with
all of its terms and provisions, has prepared and adopted a Comprehensive Plan; and
WHEREAS, the City of Dania Beach Comprehensive Plan has been found in
compliance by the Florida Department of Community Affairs; and
WHEREAS, the City of Dania Beach Comprehensive Plan has been certified by the
Broward County Planning Council as being consistent with the Broward County
Comprehensive Plan; and
WHEREAS, the City Growth Management Department has prepared a proposed
"EAR Based" amendment to the Comprehensive Plan; and
WHEREAS, the proposed amendment relates to the adoption of an entirely new
Transportation Element for the City of Dania Beach; and
WHEREAS, the City Planning and Zoning Board, which is the designated City Local
Planning Agency, has held an advertised public hearing on the proposed EAR Based
amendment and has approved same; and
WHEREAS, the City Commission of the City of Dania Beach has, as the governing
body of Dania Beach, held an advertised public hearing pursuant to Section 163.3184(3)(a)
to consider the EAR Based proposed amendment; and
WHEREAS, the City of Dania Beach governing body finds and determines that the
proposed EAR Based amendment is internally consistent with the City of Dania Beach
Comprehensive Plan, and is beneficial and desirable to serve the public health, safety and
welfare and therefore approves same as a proposed plan amendment; and
1 RESOLUTION NO. 2001-092
WHEREAS, the City of Dania Beach governing body now wishes to transmit the
Isproposed plan amendment to the appropriate regulatory agencies for requested
intergovernmental review;
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COMMISSION OF THE
CITY OF DANIA BEACH, FLORIDA, THAT:
Section 1. The foregoing recitals are approved and are incorporated by reference.
Section 2. The proposed EAR Based Comprehensive Plan Amendment attached
as Exhibit "A" is approved. The Director of Growth Management is authorized to take the
necessary steps to transmit the proposed comprehensive plan amendment to the State
Land Planning Agency, the Florida Department of Community Affairs, the South Florida
Regional Planning Council, the South Florida Water Management District, the Florida
Department of Transportation, the Broward County Planning Council, and to such other
regulatory agencies as deemed appropriate by the Director of Growth Management.
Section 3. The City of Dania Beach requests intergovernmental review of the
proposed EAR Based comprehensive plan amendment.
Section 4. The Director of Growth Management is authorized to take all actions
needed to process the proposed EAR Based plan amendment through the required
governmental and agency reviews with the objective that same be appropriately and duly
incorporated into the Dania Beach Comprehensive Plan after all required, advertised
hearings.
Section 5. This Resolution shall become effective upon adoption by the City of
Dania Beach after passage by the City Commission.
PASSED AND ADOPTED THIS 22ND DAY OF �001;!� .
MAYOR-COW ISSIONER
ATTEST: ROLL CALL:
COMMISSIONER BERTINO-YES
COMMISSIONER McELYEA-YES
CHARLENE JOHNsbN COMMISSIONER MIKES - YES
ACTING CITY CLERK VICE-MAYOR CHUNN - YES
MAYOR FLURY — YES
APPROVED AS T O M AND CORRECTNESS:
BY:
THOMA J. NSBRO
CITY ATTORNEY
2 RESOLUTION NO. 2001-092
TRANSPORTATION ELEMENT
OF THE
DANIA BEACH COMPREHENSIVE PLAN
CITY OF DANIA BEACH
GROWTH MANAGEMENT DEPARTMENT
Table of Contents
Chapter I INTRODUCTION
A. Intergovernmental Coordination.........................................................I-2
B. Selecting the Land Use Pattern..................................................................1-2
C. Land Use Intensities...........................................`............... ........................I-6
D. Travel Demand Forecasting Model...........................................................I-6
E. Preliminary Modeling Results...................................................................I-8
F. Final Modeling Results..........................................................................I-12
G. Future Land Use Implications and Recommendations...........................I-13
Chapter II DATA REQUIREMENTS
A. THE TRANSPORTATION SYSTEM......................... ...........................1I-1
1. Roadway Network....................................................................................II-1
2. Public Transit Network............................................................................11-8
3. Bicycle Network......................................................................................II-13
Chapter III DATA ANALYSIS
A. LAND USE AND TRANSPORTATION
INTERACTION.....................................................................................III-1
1. Growth Trends and Travel Patterns.......................................................III-1
2. Availability of Transportation Facilities and Modes
To Serve Existing Land Use...................................................................III-2
3. Adequacy of Transportation System for Evacuation.............................III-4
4. Compatibility Around Airports..............................................................1I1-5
B. EXISTING TRANSPORTATION SYSTEM LEVEL
SERVICE AND SYSTEM NEEDS........................................................III-6
1. Roadway Network...................................................................................III-6
2. Public Transit Network............................ .............................................III-7
C. PROJECTED TRANSPORTATION SYSTEM LEVELS
OF SERVICE AND SYSTEM NEEDS................................................III-7
1. Roadway Network.................................................................................III-7
2. Public Transit Network..........................................................................I11-8
3. Bikeways Network..................................................................................I11-9
4. Pedestrian Network.................................................................................III-9
5. Waterways Network...............................................................................III-9
6. Railways Network..................................................................................III-10
7. Intermodal Facilities...............................................................................III-11
•
D. MAINTAINING THE ADOPTED LEVEL OF
SERVICE STANDARDS.....................................................................III-11
1. Concurrency Management System...................... .................................III-12
2. Transportation System Management.....................................................I1I-12
3. Transportation Demand Management...................................................III-12
4. The Florida Intrastate Highway System................................................III-13
5. Transportation Concurrency Exception Areas.....................................III-14
E. CONSISTENCY BETWEEN THE FUTURE
TRANSPORTATION ELEMENT WITH FUTURE
LAND USE ELEMENT AND OTHER PLANS..................................III-14
1. The Future Land Use Element.................................. ............................III-14
2. Broward County Land Use Plan............................... ............................III-15
3. Long Range Transportation Plan........................ ..................................III-15
4. Year 2015 Cost Feasible Plan...............................................................III-16
5. Florida Department of Transportation Adopted
WorkProgram.......................................................................................III-16
6. Transportation Improvement Program..................................................1II-17
7. Port Everglades Master Plan Update, 1995-2005................................III-17
8. Tri-County Rail Transit Development Plan..........................................III-17
9. Broward County Bicycle Facilities Network Plan................................III-17
10. Broward County Five-Year Pedestrian Facilities
Development Plan, FY 1992/93-FY 1996/97.....................................III-17
11. Fort Lauderdale-Hollywood International Airport........................III-17
Chapter IV GOAL, OBJECTIVES AND POLICIES
ObjectiveI.............................................................................................. IV-I
ObjectiveII............................................... ..............................................IV-4
ObjectiveIII............................................................................................IV-5
ObjectiveIV............................................................................................IV-6
ObjectiveV.................................. ..........................................................IV-7
ChapterV Appendix..............................................................................................V-1
Definitions.....................................................................V-1
Acronyms and Abbreviations................................................V-10
Maps.............................................................................V-12
List of Tables
Table 1-1 Preliminary Results of 2015 Model Runs...................................I-9
Table 1-2 Final Results of 2015 Model Runs.............................................I-12
Table 2-1 Federal Functional Classification System....................................11-2
Table 2-2 Functional Classification by Trip Purpose...................................II-3
Table 2-3 Functional Classification of Major Dania Beach
Roadways.................................................................... .............. II-4
Table 2-4 Florida Intrastate Highway System..............................................11-5
Table 2-5 Hurricane Evacuation Routes and Other
Pertinent Information.................................. ................................II-7
Table 2-6 Bridges Critical to Hurricane Evacuation.......................... ..........11-8
Table 2-7 Fixed Public Transit Routes Exceeding the
LoadFactor One.........................................................................II-10
Table 2-8 Tri-Rail Feeder Bus Service.......................................................II-11
Table 2-9 Local Bus Service.....................................................II-11
Table 3-1 Broward County's Overcapacity Roads 2015..........................III-7
Table 3-2 2015 Peak-Hour Public Transit Residential
Functional Area Coverage..........................................................I11-8
Table 3-3 2015 Peak-Hour Public Transit Employment
Functional Area Coverage...................................................III-8
Table 3-4 Year 2015 Cost Feasible Transportation Plan...........................III-18
List of Maps (Located at end of Transportation Element)
Map 2-1 Existing Road and Parking Facilities
Map 2-2 Existing Public Transit, Railway and
Intermodal Facilities
Map 2-3 Existing Major Public Transit Generators
And Attractors
Map 2-4 Significant Bikeways
Map 3-1 Over-Capacity Roadways and Affected
Areas of Development
Map 3-2 Future Public Transit, Railway and
Intermodal Facilities Map
Map 3-3 Future Major Public Transit Generators
And Attractors
Map 3-4 2015 Significant Bikeways
INTRODUCTION
This Transportation Element is one portion of the Comprehensive Plan for the City of Dania Beach.
It includes the planning for all forms of transportation with emphasis upon public transportation.
Dania Beach is located within the geographic boundaries of the Broward County Metropolitan
Planning Organization. Because of this location,the Transportation Element includes planning and
analysis in the following areas: traffic circulation; mass transit; ports; airports; bicycle facilities;
provisions for pedestrian movement and provisions for hurricane evacuation. This Element is
comprised of two primary parts: Data and Analysis (Sections Il and III), which in turn supports the
second part which is composed of Goals, Objectives and Policies (Section IV).
The final chapter(Section V)is a listing of definitions intended to assist the reader in understanding
the technical terminology used within this Element.
There is also, within this Element, a series of maps that support the data and analysis. These maps
will aid the reader in further understanding the location, inter-relationships and complexities of the
various modes of transportation utilized within Dania Beach.
• Another important aspect of this Element is that it be consistent with the rest of the City's
Comprehensive Plan Elements. Within the other Elements of the Comprehensive Plan are policies
that relate to transportation. These policies have been identified and repeated within this Element to
ensure that issues raised elsewhere in the Comprehensive Plan are addressed in a consistent manner.
The minimum requirements of what is to be contained within the Transportation Element are
outlined in Rule 9J-5 of the Florida Administrative Code.
These standards are very broad, yet provide for very complex analysis. Addressing these
requirements would be financially burdensome upon Dania Beach,if the City was required to under-
go the required transportation modeling on its own.
As such, several cities have joined with the County in cooperatively modeling the transportation
system. It is the results of this joint effort that forms the basis of the data and analysis within this
Transportation Element. The following is a discussion of how that process was conducted and the
results that were produced.
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A. INTERGOVERNMENTAL COORDINATION. On March 24 and July 29 1997> the
Department of Community Affairs(DCA)met with the Broward County League of Cities Technical
Advisory Committee (TAC), of which Dania Beach is a member. The TAC noted that it was not
practical for each of Broward County's 29 municipalities to independently model changes to land
use intensities and that a coordinated county wide effort would be preferred, with Broward County
taking the lead. The TAC further noted that the Evaluation and Appraisal Report amendment
schedule did not promote a coordinated approach. As a consequence, the DCA, Broward County,
and the TAC negotiated an agreement that would allow the municipalities to adopt their
Transportation Element subsequent to Broward County's adoption of its Transportation Element,
thereby allowing each municipality to consider the impacts an increase in land use intensities would
have on public transportation.
The TAC also established a Transportation Element subcommittee to assist it in implementing
Subsection 163.3177(6)0) 8., FS. The following TAC members were appointed to the
subcommittee:
Jerry Ferguson, City of Deerfield Beach
• Mark Kutney, City of Hallandale Beach
Laurence Leeds, City of Hollywood
Mike Woolsey, City of Cooper City
Jeff Katims, Town of Davie
Marcia Berkley, City of Plantation
Henry Sniezek, Broward County Planning Council
Robert Daniels, South Florida Regional Planning Council
B. SELECTING THE LAND USE PATTERN. Monday, August 25, 1997, the Transportation
Element subcommittee("TE subcommittee")met to consider the selection of alternative future land
use scenarios for modeling.purposes. Seven (7) future land use scenarios were provided for their
consideration and members were encouraged to develop additional scenarios. The seven(7) initial
scenarios provided for discussion included:
Scenario 1: The 2015 long-range. This approach would apply the future land uses as
shown on the Broward County Land Use Plan to the 2015 roadway network in order
to determine the impacts to the roadway and public transportation network.
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-" This scenario is pp g equivalent to the "do nothing" approach and could serve as the
baseline for comparison with other scenarios.
Scenario 2: The Florida Department of Transportation's (FDOT) designated public
transportation corridors. The MOT designated and proposed for designation various
corridors as public transportation corridors. This approach would raise densities and
intensities along those corridors designated or proposed for designation by the
FDOT. The criteria for MOT designation is primarily whether a public transit route
has a ridership of 5,000 persons daily along a corridor.
Scenario 3: Municipal designated public transportation corridors. This approach
would require every municipality to review their future land use maps and determine
which corridors are appropriate for higher densities and intensities.
Scenario 4: Modified municipal designated public transportation corridors. This
approach would require every municipality to review their future land use maps and
determine which corridors are appropriate for higher densities and intensities. This
• map would then be modified by vote of the TAC, or some other entity, to assure
continuity of corridors.
Scenario 5: Exclusive public transportation corridor mixed use nodes. The only
exclusive public transportation corridor is Tri-Rail. This approach would increase
densities and intensities within a quarter mile radius of a Tri-Rail terminal.
Scenario 6: Regional Activity Center. This "node" approach would increase
densities and intensities within Broward County's Regional Activity Centers(RACs).
Scenario 7: Criteria based corridors. This approach would require that criteria be
established that would be used in identifying a public transportation corridor(similar
to the FDOT), and then applying these criteria to see which corridors would be
affected. Densities and intensities along these corridors would be increased.
At the meeting, the subcommittee members present, proposed five additional scenarios for
consideration. These scenarios included:
I-3
Scenario 8: Scenario 2 plus or minus Scenario 3. This approach would raise
P pP
densities and intensities along those corridors designated by the FDOT as modified
by the municipalities. A municipality could either add corridors to those already
designated by the FDOT or delete portions of the designated FDOT corridors.
Scenario 9: Scenarios 5 plus 6. This approach would increase densities and
intensities within a `/4 mile radius of a Tri-Rail terminal and increase densities and
intensities within Broward County's RACs.
Scenario 10: Broward County Thoroughfare Plan Buildout Model. This approach
would apply the future land uses as shown on the Broward County Land Use Plan to
the buildout roadway network as shown on the Thoroughfare Plan and determine the
impacts to the roadway and public transportation network. This scenario also is
equivalent to a"do nothing" approach and could serve as an alternative baseline to
Scenario 1.
Scenario 11: Scenario 6 plus the proposed Davie RAC plus the Fort Lauderdale-
Hollywood International Airport,and Port Everglades. This approach would increase
densities and intensities within Broward County's RACs, the proposed Town of
Davie RAC, the Airport and Port Everglades.
Scenario 12: Scenario 5 plus Scenario 11. This would add the Tri-Rail corridor to
Scenario 11.
After a brief presentation of each scenario and discussion among the subcommittee members of the
merits of each scenario, members were asked to select four alternatives from the list of 12.
The preferred or first alternative would receive 4 points, the second alternative 3 points, the third
alternative 2 points, and the final alternative 1-point. The top three scenarios would be taken to the
TAC as the subcommittee's recommendation. The top three scenarios each received a total of 20
points. These three scenarios were:
I-4
Scenario 10: Broward County Thoroughfare Plan Buildout Model. This approach
would apply the future land uses as shown on the Broward County Land Use Plan to
the buildout roadway network as shown on the Thoroughfare Plan and determine the
impacts to the roadway and public transportation network. This scenario also is
equivalent to a"do nothing" approach and could serve as an alternative baseline to
Scenario 1.
Scenario 8: Scenario 2 plus or minus Scenario 3. This approach would raise densities
and intensities along those corridors designated by the FDOT as modified by the
municipalities. The FDOT public transportation roadway corridors are shown in
Map 13-A and include three (3) previously designated roadway corridors (i.e.,
Hollywood Boulevard/SR 820,Broward Boulevard/SR 842,and University Drive/SR
817), three (3) proposed roadway corridors (US 441/SR 7, Oakland Park
Boulevard/SR 816,and Sample Road/SR 834),and the Tri-Rail Commuter Corridor.
The subcommittee did not recommend modifying these corridors, with the
consequence that Scenario 8 was equivalent to Scenario 2.
Scenario 12: Scenario 5 (Tri-Rail)plus Scenario 11. This approach would increase
densities and intensities within Broward County's RACs, the proposed Town of
Davie RAC,the Fort Lauderdale-Hollywood International Airport,Port Everglades,
and within t/4 mile radius of a Tri-Rail terminal.
The TAC at their September 8, 1997 meeting, with one exception, ratified the TE subcommittee's
three (3) preferred scenarios. The Fort Lauderdale Beach RAC was excluded from Scenario 8
because increased densities in this area are inconsistent with state planning law.
Subsequently, the Broward County Transportation Planning Division, which serves as staff to the
Metropolitan Planning Organization ("MPO"), notified the TAC that Scenario 10 (i.e., Buildout)
could not be used as a baseline because the travel demand-forecasting model does not provide
buildout public transit data. Consequently, Scenario 1, the 2015 Long-Range Plan, was chosen as
the baseline to replace Scenario 10.
I-5
C. LAND USE INTENSITIES. The Transportation Element subcommittee met to consider the
appropriate land use intensities to be used for Scenario 8,the corridor approach,and Scenario 11,the
"node" approach. A literature search was conducted to find the minimum land use intensities that
would support public transit for the corridor and node approach.
The literature revealed that average residential densities of at least seven dwelling units per acre (7
du/ac)within the service area of a route are considered the minimum level to justify the use of local
bus routes with 30 minute headways,whereas densities of 15 dwelling units per acre are needed for
10 minute headways (See E. Kadesh, Encouraging Public Transportation Through Effective Land
Use Actions,Municipality of Seattle,U.S.Department of Transportation, 1987;and B.S.Pushkarev
and J. M. Zupan, Public Transportation and Land Use Policy, Indiana University Press,
Bloomington, 1977). Broward County Transit(BCt)operates many routes on 30-minute headways
and, as a consequence, a density of eight (8) dwelling units per acre was chosen as the land use
intensity for the corridor approach. To implement this land use intensity,densities were increased in
all those traffic analysis zones (TAZs) with 1/4 mile of the identified transit corridor.
The literature was sparse for minimum land use intensities in nodes needed to support public
transportation. The sole source found was Robert Cervero's Transit Villages in the Twenty First
Century. Mr. Cervero found that minimum densities of 12 dwelling units per acre(as well as 40,000
square feet of commercial space and a regional attraction)were necessary to support a transit village.
Consequently, a density of 12 dwelling units per acre was chosen as the land use intensity for the
node approach. To implement this land use intensity, densities were increased in all those TAZs
located within a RAC and within `/4 mile of a Tri-Rail station. For Port Everglades and Fort
Lauderdale-Hollywood International Airport, nodes that have no populations, residential densities
were assumed to be zero. In these nodes, only non-residential intensities were increased.
To address non-residential land use intensities, the subcommittee recommended a housing jobs
balance methodology be used.
D. TRAVEL DEMAND FORECASTING MODEL. The Florida Standard Urban Transportation
Model Structure ("FSUTMS"), maintained by the Broward County MPO, was the travel demand
forecast model used to model alternative land use intensities. The FSUTMS model is a four-stage
gravity model. At the most basic level, the typical forecasting model is structured around the
following four sequential steps:
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O Trip Generation - Estimation of number of trips produced by and attracted to each
"traffic analysis"zone.
O Trip Distribution- Determination of the origin and destination zone for each trip.
O Modal Choice - Calculation of number of trips using the different modes of
transportation such as auto, transit, pedestrian and other.
O Assignment-"Loading"of auto trips onto the highway network or person trips onto
the transit network.
1. Land Use Inputs. Land use inputs are addressed in the model by dividing the County
into a number of traffic analysis zones ("TAZs"). A TAZ is a compact geographic area that
coincides with census track boundaries and usually bounded by roadways, and physical
barriers such as expressways, rivers, canals, or other physical structures that limits the
crossing of motorized vehicles. Broward County has 892 TAZs. Two databases are
associated with each TAZ. Database 1 includes population and housing information,
depicting the production side of the trip generation step. Database 2 comprises employment
and school data, displaying the attraction side of the trip generation step. In addition, the
model includes information on special generators (i.e., major ports, parks, and shopping
malls), internal-external trips for travel across the county lines either south to Miami-Dade
County or north to Palm Beach County,and external-external trips for trips passing through
Broward County.
2. Transportation System Inputs.The transportation system inputs include information on
roadway geometry (such as number of lanes, facility type, area type etc.). The transit
network uses mainly the highway network, and other transit system information such as
headway, bus travel,speed, bus stops, and bus capacity.
The FSUTMS model generates trips at each traffic analysis zone (TAZ) from land use
variables (population and employment). Trips are distributed between zones using gravity
concept and friction factors. Trips are then split between highway, transit and other modes
using mode choice concept. Highway trips are converted to auto trips using an appropriate
auto occupancy rate. Auto trips are assigned to the highway network according to
equilibrium concept based on speed and capacity of each highway facility in the network.
• 1-7
Before using the model in traffic projection, it should be validated for the most recent year
in which travel and census data are available. In Broward County, the model was validated
for the year 1990. Transit coefficients are developed based on current transit market shares.
Model runs are made until simulated model output matches the ground count for the year
being validated. Then,the validated model coefficients and parameters are applied to future
years. In this case,the year 1990 validated model coefficients and parameters were applied.
For the purpose of this analysis,the main variable that was modified in the year 2015 model
was the land use data and transit connectivity to affected TAZ's.
E. PRELIMINARY MODELING RESULTS. The preliminary results for the first model run
using baseline, node, and corridor scenarios are depicted in Table 1-1. Under Broward County's
adopted year 2015 Long Range Transportation Plan,the total number of person trips was estimated
at 5.2 million trips per day in the baseline scenario. The node intensification scenario of 12 du/ac
produced 261,752 additional persons trips per day over the baseline scenario, a 5 percent increase.
The corridor intensification scenario of 8 du/ac produced 2,530,863 additional persons trips per day
over the baseline scenario, a 48.6 percent increase.
It was observed by the MPO staff that the increase in land use density(population and employment)
in each zone was accompanied by an increase in intrazonal trips. Intrazonal trips are those trips that
are attracted to developments within a TAZ and are not loaded onto the highway network.Intrazonal
trips increased by 9,814 in the nodes scenario and by 120,574 in the corridor scenario over the
baseline scenario. This increase in intrazonal trips reduces total trips loaded on the highway
network, meaning fewer trips for public transit.
I-8
Table 1-1
Preliminary Results of 2015 Model Runs
Characteristic Baseline Nodes Corridors
Total Person Trips/Day 5,212,253 5,474,005 7,743,116
Intrazonal Person 153,888 163,702 274,462
Trips/day
Mode Split (includes Tri- 1.51 1.41 1.26
Rail)
Total VMT 36,482,580 37,748,840 47,676,784
Total VHT 1,536,529 1,594,888 2,254,994
Congested Speed (mph) 25.2 25.6 22.4
Daily Transit Ridership 78,855 78,327 97,584
(Includes P&R and Tri-
Rail)
Source: Broward County Transportation Planning Division, 1998.
Vehicle miles traveled("VMT")is used as a performance tool to measure the overall use of a
road segment. VMT is a measurement derived by multiplying the traffic volume on a
roadway segment times the length of that segment in miles. The node intensification
scenario produced 1,266,260 VMT per day over the baseline scenario,a 3.5 percent increase.
The corridor intensification scenario produced 11,194,204 VMT per day over the baseline
scenario, a 30.7 percent increase.
The two most significant characteristics for public transit on Table 1-1 are mode split and
daily transit ridership. Mode split is the term used to describe the percent of total trips
attributed to public transit that,for this analysis,would include regular buses, express buses
and Tri-Rail.
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• The initial FSUTMS model runs showed a decline in mode split for both the node
intensification and corridor intensification scenarios as compared with the baseline scenario.
Under the node intensification scenario, daily transit ridership declined by 528 trips as
compared with the baseline scenario. The corridor intensification scenario, however,
produced 18,729 additional person trips in daily transit ridership,a 23.8 percent increase over
the baseline scenario.
The preliminary FSUTMS model results were distributed to the TAC, the FDOT District 4,
and the DCA. The model results were presented to the TAC and discussed at their January
16, 1998 meeting. The TAC agreed with MPO staff that mode split and daily transit
ridership should be reexamined because the results, which represented only local bus
ridership, were inconsistent with the increased intensities that should have improved mode
split and increased daily transit ridership. The MPO staff noted that the preliminary model
run for the node and corridor intensification scenarios did not include any attempts to check
zonal connections to transit and availability of existing routes to absorb additional transit
riders. Further,data adjustments were not made where a TAZ had existing intensity that was
greater than the intensity proposed under the node and corridor scenarios. Finally, total
populations under the node and corridor intensification scenarios were not reviewed for
consistency with the projected 2015 high range population estimates. The MPO staff noted
that land use intensity increase in one area should be accompanied by a decrease in other area
to maintain a realistic population control total. The MPO staff requested the TAC to provide
direction on these issues before making additional FSUTMS runs.
The TAC requested the MPO staff to make the following modifications to the model before a
second run:
O Check zonal connections to transit routes,
O Check the availability of adequate transit vehicles to absorb additional ridership,
O Make any appropriate changes in land use density to maintain consistency and stay
within the high-range population control total for year 2015,
O Zonal connections should be formulated such that they are within 'A mile of a bus
stop. The 'A mile distance is equivalent to a 5-minute walk, the generally accepted
maximum walking time for public transit,
O Public transit headway should be decreased where appropriate to accommodate
potential increase in ridership,
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O Use existing intensities in a TAZ where such exceeded the intensities under the node
and corridor intensification scenarios, and
O Make necessary correction to zonal data.
With this direction, the MPO staff agreed to make additional model runs. The MPO staff
made corrections/adjustments to the data and zonal connections as recommended by the
TAC,and ran the model a second time for both the corridor and nodes scenarios. The second
model run produced higher mode split than observed in the first run. Mode split for the
corridor scenario was estimated at 1.37,which was still lower than the base year. Therefore,
no further adjustments were made to the node scenario.
Further adjustments were made to the corridor scenario including zonal adjustments
(additional walk connectors)were made to those TAZs projected to experience a huge growth
in both population and employment densities. A third model run was made for the corridor
scenario. In this run, mode split increased from 1.37 to 1.43 but was still lower than the
baseline.
A fourth run was made after correcting zonal data associated with TAZ 830. The fourth run
model split for the corridor scenario was estimated at 1.4, still lower that base year.
Since daily transit ridership was not increasing proportional to that of population density,
existing transit on routes servicing targeted corridors (Route 2, 7, 18, 22, 72, and 83) were
enhanced to attract additional riders. The model was using hard coded headway based on
existing condition ranging from 30 to 60 minutes. Further, the model that recommended
headway was usually lower than the hard coded headway, therefore a fifth model run was
made with transit headway adjusted between the model recommended headway and the hard
coded headway for the heavily used transit routes. Mode split after the fifth run was 1.70
higher than the baseline scenario.
At this point no further runs were anticipated for the corridor scenario. However, total
population estimated by the model was higher than the higher range as reported in the
Florida Statistical Abstract. Therefore, a sixth and final run was made after decreasing the
population density from 8 units/per acres to 6/units per acre. The purpose for modifying
acres/units was to reduce the permanent population projections for Year 2015 from
2,514,130 to below the population control total of 2,232,300.
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The sixth run modes lit for the corridor scenario after adjusting population total was 1.62
p J gP P
which is still higher than the baseline scenario.
F. FINAL MODELING RESULTS. The final modeling results using the FSUTMS are
depicted in Table 1-2. The baseline characteristics are the same for the preliminary and final
model runs. The node intensification scenario produced 353,632 person trips per day over
the baseline scenario, a 6.8 percent increase over baseline. The corridor intensification
scenario produced 1,926,219 total persons trips per day over the baseline scenario, a 37
percent increase over baseline.
Table 1-2
Final Results of 2015 Model Runs
Characteristic Baseline Nodes Corridors
Total Person Trips/Day 5,212,253 5,565,885 7,138,472
Intrazonal Person 153,888 167,252 249,678
Trips/day
Mode Split (includes Tri- 1.51 1.61 1.63
Rail)
Total VMT 36,482,580 38,141,252 44,653,860
Total VHT 1,536,529 1,615,902 2,017,919
Congested Speed (mph) 25.2 25.5 23.5
Daily Transit Ridership 78,855 89,655 116,040
(Includes P&R and Tri-
Rail)
Source: Broward County Transportation Planning Division, 1998.
For intrazonal person trips, trips occurring between different land uses inside a TAZ, the
node intensification scenario produced 13,364 person trips and the corridor intensification
scenario produced 95,790 person trips per day over the baseline scenario. This increase in
intrazonal person trip making is attributed to the increase in both productions and attractions
within the'modified TAZs.
I-12
•
The increase in land use density,after the sixth model run,showed an increase in mode spilt
under both node and corridor scenarios. Mode split increased from 1.51 under the baseline
scenario to 1.61 under the node intensification scenario and to 1.63 under the corridor
intensification scenario. Daily transit ridership also improved under both scenarios. The
node intensification scenario produced 89,655 daily transit riders per day and the corridor
intensification scenario produced 116,040 daily transit riders per day.
The node intensification scenario produced 1,658,672 VMT per day over baseline,while the
corridor intensification scenario produced 8,171,280 VMT per day over the baseline. The
increase in VMT is always accompanied by an increase in congestion and air pollution. This
impact should be weighed against the increase in transit ridership and the improvement in
modal split demonstrated by both the node and corridor scenarios.
G. FUTURE LAND USE IMPLICATIONS AND RECOMMENDATIONS. The
modeling results are consistent with the weight of data that shows that intensifying land uses
along public transit corridors can improve transit ridership. The modeling results also
indicate that land use intensification must include some form of transit enhancements as
• needed in order to attract and absorb additional riders generated by land use intensification
such as headway reduction. The modeling exercise, however, has several important
constraints that militate against wholesale future land use map amendments along the
identified corridors:
• Inadequacy of FSUTMS: The FSUTMS model was not intended to be used for land
use analysis although it is used for this purpose throughout Florida. The existing
problem with using FSUTMS for this purpose is not the land use data but the
connectivity to the highway network and the relationship between the land uses
within a TAZ. Existing connections are sometimes not representative of existing
conditions and the same connector used by residential development connects
commercial development.
Commercial development occurs primarily along the perimeter of a TAZ while
residential development occurs primarily within a TAZ. These factors must be
weighted before accepting the results of this analysis.
1-13
• Macro not microanalysis: The model runs assumed the TAZ at densities higher than
those existing. Higher densities are practical when a TAZ is primarily undeveloped,
but are unlikely when they are more fully developed.
• Political constraints: The governing bodies for Broward County and its
municipalities are not likely to accept future land use map amendments based upon
the results of a modeling exercise.
Based on the model results,and consistent with an incremental approach,the following two
(2) recommendations are offered and have been incorporated into the TE:
• Broward County, in conjunction with the affected municipalities, the MPO, the
FDOT, and the DCA, should select at least one of the six (6) identified roadway
corridors for a demonstration project on transit oriented design and development.
The corridor selection should be based upon such factors as:
O The degree of municipal interest in the corridor.
• O The amount of undeveloped land and the potential for redevelopment of
existing land.
O The potential for implementation.
• The demonstration project should include the following components:
O Preparation of an overlay transit oriented corridor(TOC)zoning district that
would be adopted by each municipality along the corridor. There already is
some precedent for identical zoning provisions among adjoining
municipalities. For example, although Port Everglades is owned and
operated by Broward County, it is located within the Cities of Dania Beach,
Hollywood and Fort Lauderdale.
These municipalities have a zoning district within their land development
regulations that is identical, thereby facilitating development within Port
Everglades.
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O Development of incentives for transit-oriented development (TOD) located
within a TOC zoning district. These incentives could include such things as:
reduced parking requirements; waiver or partial waiver of impact fees and
other development related costs; public funding of transit-oriented
development improvements (such as bus bays, bus benches and shelters,
pedestrian facilities and connections to bus stop, etc.).
O Development of a long-term roadway and public transit monitoring system.
The monitoring system should measure, at least on an annual basis, the
roadway and transit impacts along the corridor, the roadway and transit
impacts of TODs versus auto-oriented developments along the corridor.
O Grant funding for the demonstration project, including the hiring of a full
time transit corridor coordinator by Broward County.
O Improving public transit access along the corridor.
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II. DATA REQUIREMENTS
The Transportation Element is based upon identification of the following information:
• General location of the transportation networks;
• Functional classification of roadways;
• Maintenance Responsibilities;
• Transit trip generators and attractors;
• Designated transportation facilities for hurricane evacuation;
• Peak direction of level of service for roads, public transit facilities,and corridors or routes;
and,
• Capacity of significant parking facilities and duration limitations.
The information required to be included in the Transportation Element is spelled out in Rule 9J-5 of
the Florida Administrative Code.
A. THE TRANSPORTATION SYSTEM. The transportation system encompasses the
following networks: roadways, public transit, bikeways, pedestrian ways, waterways, airports,
railways, recreational traffic, and intermodal facilities.
1. Roadway Network. The roadway network includes the following features:roadway
segments or links,road intersections,bridges,rights-of-way,signalization,signage,roadway
amenities, and significant parking facilities. This subsection also presents safety-related
roadway network data.
a. Segments. A roadway segment or link is a portion of a roadway defined for the
purpose of traffic analysis. The segment origination and termination points are typically
signalized intersections or the point where the number of lanes on a roadway changes.
Segments can be classified by lanes and functions.
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• Number of lanes. Rule 9J-5.019(2)(a) 9., FAC, requires the number of through lanes for
each roadway be identified on an existing transportation map or map series.
Rule 9J-5.019(2)(a) 8, FAC, also requires the existing functional classification and
maintenance responsibilities for all roads be shown on the existing transportation map series.
Functional classification was developed for transportation planning purposes and is the
grouping of roadways by the character of service they provide.
Functional classification and maintenance responsibilities. Table 2-1 depicts the federal
functional classification system for urban roadways.
Table 2-1
Federal Functional Classification System
Urban
Principal Arterial
Minor Arterial
Collector
Local
Source: Highway Functional Classification Concepts, Criteria and Procedures,
Federal Highway Administration(March 1989).
The designation of federal functional classification is made following the publication of the
decennial U.S. Census or whenever required by federal regulation. When evaluating the
function of a road,the U.S. Department of Transportation(US DOT)considers a road's trip
purposes in relation to the total public roadway network. A road is classified based upon its
most significant trip purpose; however, a road may serve more than one significant trip
purpose.
The federal functional classification system recognizes twelve(12)significant trip purposes.
Table 2-2 lists the significant trip purposes related to each functional classification. Arterial
roadways are classified as either principal or minor. A roadway serving only one of the
arterial road defined purposes is classified as a minor arterial,while one serving more than a
single defined purpose is classified as a principal arterial road.
II-2
is several
limited access highways and roads that connect urbanized areas are considered to serve
several trip purposes, and thus are classified as principal arterial roads.
Table 2-2
Functional Classification by Trip Purpose
Trip Purpose Functional Classification
Travel to and through urbanized areas Arterial
Travel to and through small urban areas Arterial
National defense Arterial
Interstate and regional commerce Arterial
Access to airports,seaports,and major rail terminals or intermodal facilities Arterial
Access to major public facilities Arterial
Interconnection of major thoroughfares Collector
Access to minor public facilities Collector
Interconnection of minor thoroughfares Collector
Access to concentrated land use areas Collector
Access to diffuse land use areas Collector
Travel between home,work,entertainment,and shopping destinations and Local
nearest road on the primary network composed of arterial and collector
roads
Source: Highway Functional Classification Concepts, Criteria and Procedures, Federal
Highway Administration (March 1989).
A collector road's purpose is to provide access to minor public facilities, cross-connection
between roads, access to concentrated land use areas, and access to diffuse land use areas.
• II-3
TABLE 2-3
Functional Classification of Major
Dania Beach Roadways
',Roadway Classification
I-95 Principal Arterial
I-595 Principal Arterial
S.R. 84 Principal Arterial
Griffin Road Principal Arterial
U.S. 1 Principal Arterial
Stirling Road Principal Arterial
Sheridan Street Minor Arterial
® Dania Beach Blvd. Minor Arterial
Dixie Highway Collector
Anglers Avenue Collector
Old Griffin Road Collector
Bryan Road Collector
22nd Avenue Collector
Source: Hughes Hall Inc. December 1999.
The maintenance responsibility of the roadway system is shared by Federal, State, County,
and municipal governments. In general,Broward County is responsible for the maintenance
of all County roads and the State is responsible for maintaining principal arterial roads.
Map 2-1 shows the existing maintenance responsibility for roadways located within Broward
County.
II-4
Florida Intrastate Highway System. Section 334.03, FS, defines the "Florida Intrastate
Highway System"(FIRS)as a system of limited access and controlled access facilities on the
State Highway System, which have the capacity to provide high-speed and high-volume
traffic movements in an efficient and safe manner. FIHS roadways must be identified for
two reasons. Firstly,Rule 9J-5.019,FAC,requires the FDOT level of service standard to be
applied to FIHS roads. Secondly, Rule 9J-5.019, FAC, requires the establishment of
strategies to facilitate local traffic use of alternatives to the FIHS. Table 2-4 lists those
roadway segments on the Florida Intrastate Highway System(FIHS)that are located within
Dania Beach.
Table 2-4
Florida Intrastate Highway System (FIHS)
FIHS Roadways Roadway Segments Centerline
Footage
Interstate 95 Hollywood (north city limits)to vicinity
of the airport 10,000+feet
Interstate 595 I-95 west to Dania city limits 3,800+feet
Total 13,800+feet
Source: Hughes Hall Inc., January 2000.
b. Intersections and interchanges. An intersection is defined as the general area where
two or more roadways join or cross at grade, including the roadway and roadside facilities
for traffic movements within the intersection. An intersection is an important part of the
roadway network because its design influences the efficiency, safety, speed, cost of
operation, and capacity of roadways. Interchanges are designed to permit traffic to move
freely from one road to another without crossing another line of traffic. The north half of the
Stirling Road/I-95 Interchange,all of the Griffin Road/I-95 Interchange and a portion of the
I-595/I-95 Interchange are located within Dania Beach.
C. Right-of-way. Right-of-way often is the major cost for transportation improvement
projects;therefore,the acquisition of the needed land should be planned far in advance of the
scheduled construction time. The Broward County Trafficways Plan, administered by the
Broward County Planning Council, is a roadway right-of-way preservation plan. To
accommodate the impacts of new development, right-of-way is dedicated by developing
parcels to provide for an adequate regional roadway network.
II-5
• A dedication for at least half of the roadway width that the Trafficways Plan calls for is
normally required to be dedicated to the public at the platting stage.
Currently there are four main classifications designated in the Trafficways Plan: limited
access/controlled freeways;arterial;collector; and one-way pair. The right-of-way width for
the limited access and controlled freeways is 325 feet; for arterial roadways, it varies from
100 to 200 feet; for collector roads, it ranges from 70 to 94 feet; and for one-way pairs, the
range is from 42 to 54 feet.
d. Signalization. Signalization is an important part of the roadway system. It controls
the flow of traffic, therefore, it affects the traffic volume passing through a particular
intersection. For isolated (that is, non-system or uncoordinated) operation, the signal type
indicates the degree to which a traffic signal's cycle length,phase plan, and phase times are
preset or actuated. There are currently two types of signals in use:actuated signals and semi-
actuated signals. Intersections that have actuated signals will have vehicle detectors for all
approaches. Each phase is subject to a minimum and maximum green time and some phases
may be "skipped" if no vehicle demand is detected. Intersections installed with semi-
actuated signals only have detectors located on the minor street. The signal is set such that
the green is always on the major street unless a vehicle is detected on the minor street. The
® pre-timed signal has a preset sequence of phases in repetitive order. Each phase has a fixed
green time and change interval that is repeated in each cycle. The Broward County Traffic
Engineering Division is responsible for installing and maintaining all signal systems in the
County. The purpose of traffic signal computerization is to optimize signal operation,
thereby, providing a more efficient transportation system. Coordination of traffic signals
through computerization has been recognized as one of most effective ways to improve the
traffic flows.
e. Signage. Signing and markings are features of traffic control and operation that must
be considered in the geometric layout of each facility. The FDOT,Broward County,and the
municipalities create and maintain signage on their functionally assigned roadways.
f. Amenities. Landscaping is the primary highway amenity. Landscape design of
completed highways serves functional, as well as aesthetic purposes. Plants can aid with
glare reduction,acoustical control,erosion control,and traffic control,if they are well chosen
and judiciously placed.
® II-6
® Plants also can create and define spaces,by complementing and improving the attractiveness
of certain sites, while masking undesirable views. Landscape design can influence speed
through control of road focal points.
g. Significant parkingfacilities and durational limits. Significant public parking facilities in
Broward County are defined as greater than 500 parking spaces. Long-term parking facilities are
defined as more than a day parking duration.
h. Safety. A safe roadway network enhances the protection of life and property. Safety
concerns are monitored by tracking measures such as crash indicators, access management
standards, and hurricane evacuation.
Access management. Transportation Element Policy 3.4 provides for Dania Beach to
prepare land development regulations to control the connection of access points of driveways
and roads to roadways.
Hurricane evacuation. Another roadway safety concern is the evacuation of the Coastal High
Hazard Area,generally defined as the areas east of the Intracoastal Waterway,prior to an on-
coming hurricane. The designated roadway facilities critical to the evacuation of the coastal
® population prior to an impending natural disaster are shown on Map 2-1. Table 2-5 shows
the two east-west evacuation routes leading from and into the Coastal High Hazard Area.
Since all bridges, crossing the Intracoastal Waterway, are moveable bascule bridges, their
heights are critical for the timing in the event of evacuation,and are identified on Table 2-6.
Table 2-5
Hurricane Evacuation Routes and Other Pertinent Information
Route General Area Served for Evacuation Lanes: SR AlA to US l
Dania Beach Blvd. Dania Beach Blvd.to Sheridan Street 4&6 lanes
Sheridan Street Dania Beach Blvd. To Hollywood Boulevard 4 lanes
Source: South Florida Regional Hurricane Evacuation Study, South Florida Regional
Planning Council, 1995.
II-7
The South Florida Regional Evacuation Study fails to identify two other existing routes that
also provide access from Dania Beach Boulevard to I-95. These are"Dania Beach Boulevard
to Stirling Road" and "Dania Beach Boulevard to Griffin Road." Both Griffin and Stirling
Roads are six lane arterials located closer to Dania Beach Boulevard than Sheridan Street.
Of the four-east/west roadways identified as evacuation routes within Dania Beach, Sheridan
Street provides the most direct path to I-95. It is also experiencing level of service problems
along the segment between U.S. 1 and Dixie Highway. This segment of Sheridan Street is
currently a four lane divided highway. This segment should be upgraded to a six lane cross
section to provide the necessary capacity by matching the existing cross section west of Dixie
Highway.
Table 2-6
Bridges Critical to Hurricane Evacuation
Bridge Name Length and Deck Closed Clearance
Width in Feet in Feet
Dania Beach Blvd. Bridge 495/59 18
Sheridan Street Bridge 354/57 22
Source: Broward County Emergency Management Division, Transportation Planning
Division, FDOT, and US Chart Series, 1997.
2. Public Transit Network. Map 2-2, the 1996 Broward County Public Transit
Network,shows Broward County Transit public transit routes,terminals and transfer
stations.
a. Public transit facilities. Public transit facilities include bus terminals, transfer
stations, rights-of-way, motorized vehicles (buses and vans), transit bus stops, transit
Amenities, And Other Facilities.
Rights-Of-Way And Exclusive Public Transit Corridors. Additional right-of-way is acquired
along major arterial roadways during the roadway widening process for bus pullout bays,
also called busbays. Bus pullout bays are specialized bus stop auxiliary lanes, independent
of the through traffic travel lane. The bus bays are designed to minimize traffic obstruction
and maximize passenger safety. Right of way for busbays is also obtained through the
platting process.
II-8
Exclusive public transit corridors are roadways or railways exclusively designated by the
FDOT or a local government for public transit,which are physically separated from general
use corridors and to which access is highly restricted. The South Florida Rail Corridor,
previously known as the CSX Transportation railway corridor, is the only exclusive public
transportation corridor in Dania Beach or all of Broward County.
Public Transit Vehicles. Broward County Transit's("BCt") 1997 vehicle inventory consists
of 202 full-size transit coaches, each with seating capacities of 44-48 persons. All vehicles
are air-conditioned and have kneeling mechanisms, which lower the steps of a bus to
accommodate persons who have mobility impairments.
All buses are equipped with wheelchair lifts for facilitating boarding and disembarking,
which extend from the bus to the at-grade level of the bus stop(either sidewalk or roadway).
The average age of the B.Ct fleet is 5 years.
Public Transit Bus Stops. BCt maintains, monitors, and updates its' Bus Stop Inventory.
Each stop has a unique code for the bus route and a unique location code that that shows that
there are shared bus stops. A non-accessible bus stop is one that does not have a 5-foot by 8-
foot concrete pad, connected to a sidewalk with a curb cut.
Public Transit Amenities. The Bus Stop Inventory reports data regarding amenities,
including bus benches, shelters, pull-out bays, right turn lanes, and trashcans. Shelters
located in municipalities are coordinated with the municipalities in accordance with BCt
standards. The City of Dania Beach has contracts with private advertising companies to
provide bus benches and bus shelters where the City and the respective company mutually
agree to their placement.
Other facilities. A bus maintenance facility is located on Angler's Avenue south of Griffin
Road within Dania Beach. This site has the capacity to park and maintain up to 150 buses.
b. Public transit services. Public transit services are passenger services provided by
public,private or non-profit entities. They include the following surface transit modes:fixed
route bus service, express route bus service, feeder bus service, demand responsive service,
municipal transit service, intercounty service, and other services. Map 2-2 shows the
existing fixed public transit routes.
® 11-9
Fixed-Route Bus Service. The Broward County Mass Transit Division operates Broward
® County Transit (BCt), a fixed-route bus system servicing nearly all of Broward County's
developable area. It provides service on a repetitive, fixed-schedule basis. Each fixed-route
trip serves the same origins and designations. Currently, BCt operates 36 transit routes, 35
as regular open-door service and one as a park-and-ride service.
Fixed-route transit service is provided seven days a week, although at reduced levels on
Sundays and certain holidays. Regular routes operate from as early as 5:00 a.m. until 10:30
p.m. on weekdays and Saturday,and from 9:00 a.m.to 8:00 p.m. on Sundays. Park-and-ride
routes operate at the beginning and end of each weekday. Regular routes primarily operate
on 30-minute headways during the week and Saturday, 60 minutes on Sundays.
The transit route load factor is a capacity performance measure used in the Congestion
Management System (CMS). A bus route with a load factor of one (1) is operating at
capacity, meaning all seats are occupied. Table 2-7 shows there is one transit route that
achieves the load factor of one (1) during peak hours within Dania Beach.
Express Bus Services. There is not any express bus service currently serving the City of
Dania Beach.
® Table 2-7
Fixed Public Transit Routes Exceeding the Load Factor One
Roadway Segment Route
No.
US 1 from Broward Terminal to Aventura Mall 1
Source: Broward County Congestion Management System: Performance Evaluation and
Monitoring, Broward County Transportation Planning Division, (1995).
Feeder Bus Services. Feeder bus service routes are defined as local transit service that picks
up and delivers passengers to a rail transit terminal, express bus stop, transfer point, or
terminal. Feeder bus service is currently provided to Tri-Rail stations under a private
contract. Broward County, through a contract with the Tri-County Commuter Rail
Authority, supplies feeder services to the Tri-Rail terminal located in Dania Beach and
identified in Table 2-8.
II-10
Table 2-8
Tri-Rail Feeder Bus Service
Station Flame Route's Main Roadways Vehicles
Ft. Lauderdale Griffin Road and Ravenswood Road 3
Airport
Source: Train Schedule and System Information,Tri-County Commuter Rail
Authority, (1996).
Community Bus Service. Community Bus Service, operated by the City under a contract
with Broward County, provides intracity (local) bus service from neighborhoods to local
destinations, including shopping centers, medical facilities, community centers, parks, the
municipal beach, and Broward County Transit transfer locations. The Community Bus
Feeder Service, while a fixed route facility, can be modified by the City based on user
demand and capacity.
Table 2-9
Local Feeder Bus Service
Average Headway Route's Main Roadways Vehicles
East Route: Dania Beach Boulevard, SE 2
30 Minutes 3`d Avenue(Beach)
West Route: Dania Beach Boulevard,
NW 2"d Street, Bryan Road,Oakwood
Boulevard
Source: City of Dania Beach, City Managers Office.
Demand Responsive Service. Broward County funds and administers the Transportation
Options Program(TOPS), which provides door-to-door service, upon request, to residents
who are transportation or economically disadvantaged, for several specific trip purposes.
Presently, seven(7)transportation entities provide demand responsive service: AAA; Area
Agency on Aging in Pembroke Pines and Deerfield Beach; Comprehensive; Cruisin'
Community; Handi-Van; M&N; and Village Car Service.
II-11
The Mass Transit Division reports that in 1997 there were approximately 164 privately
® operated taxi and limousine companies registered in Broward County. These companies have
licensed vehicles with capacities of eight (8) passengers or less.
Other Transportation Services. Other transportation providers within Broward County that
provide service to Dania Beach include the Broward County School Board and various
private companies, as well as over 30 social service agencies.
C. FDOT designated public transportation corridors. The purpose of corridor
designation and subsequent planning is to relieve congestion by increasing people carrying
capacity through the use of high occupancy vehicles.
d. Major public transit trip generators and attractors. Major public transit generators
and attractors are concentrated areas of intense land use or activity that produce or attract a
significant number of local trip ends. Public transit generators are typified by residential
land uses. Public transit attractors include commercial, industrial, office, commercial
recreation, educational, institutional, and transportation land uses. Ideally, public transit
should connect major transit generators to major transit attractors.
Broward County defines a major public transit generator as one of the 40 Traffic Analysis
Zones(TAZs)with the highest population density. A major public transit attractor is one of
the 40 TAZs with the highest employment density. The number 40 was chosen because it
approximately represents five (5)percent of all TAZs within Broward County. The major
public transit generator and attractor TAZs are displayed in Map 2-3.
e. Safety. Public transit safety addresses such issues as the safety certification process,
transit fatalities and injuries, security surveillance at terminals and on buses, and hurricane
evacuation.
Safety certification. BCt is in full compliance with the safety requirements mandated by the
System Safety Program Plan (SSPP), Chapter 14-90, "Equipment and Operational Safety
Standards Governing Public Sector Bus Transit Systems".
This is reflected in the Quality Assurance Performance Evaluation performed in May 1997
by the Florida Commission for the Transportation Disadvantaged (FCTD). The safety
requirements are incorporated in every aspect of the operation including design and
construction, procurement activities, training and operation of the system.
• 11-12
Security detail and surveillance. BCt has a security detail composed of a Broward County
Sheriff Sergeant and three(3)deputies. Additionally,all new buses purchased are equipped
with security cameras and retrofitting older buses with security cameras is being considered.
Hurricane evacuation. BCt continues to provide bus service to the Coastal High Hazard
Area.
3. Bicycle Network. The bicycle network includes bicycle facilities and services
designed to enable and encourage the use of bicycles for recreational and utilitarian purposes.
Recreational trips include travel for leisure, enjoyment, or pleasure and utilitarian trips
include travel for work or errands.
a. Bicycle facilities. Bicycle facilities include bikeways, bicycle parking racks and
bicycle transport racks.
Bikeways. A bikeway is any road,path or way that is open to bicycle travel and from which
motor vehicles are excluded. Bikeways may be located within a roadway right-of-way,but
are usually within an independent right-of-way. Broward County bikeways include paths,
lanes, and wide curb lanes, which total almost 68 miles. The locations of bikeways are
displayed on Map 2-4, "Significant Bikeways". Bikeways predominantly follow state roads,
although scattered segments follow local roads.
A bike path is a bikeway that is physically separated by an open space or barrier. The bike
path follows the east side of SE 5"Avenue, between Sheridan Street and East Dania Beach
Boulevard. There are bike lanes in Dania Beach Boulevard from 5th to the public beach
across the Inter Coastal Waterway.
Bicycle transport racks. Bicycle transport racks are facilities provided on public transit
vehicles and allow a passenger to carry a bike from a point of origin to a destination. Public
transport racks enable the public transit user to reach destinations not served by the public
transit system,thereby increasing the service area. Currently transport racks are provided on
several BCt bus routes and are planned for all routes. Tri-Rail provides bicycle transport
racks on each car.
b. Bicycle services. Bicycle services include bicycle repair services and educational
programs.
• 11-13
iRepair. Bike repair and maintenance are integral to bike ownership. The private sector
provides bicycle repair services. There are numerous bicycle repair shops located throughout
the county.
•
II-14
III. DATA ANALYSIS
The Transportation Element is based upon the following series of analysis: land use and
transportation system interaction; existing and projected transportation level of service and system
needs, including existing and projected intermodal needs; maintaining the adopted transportation
level of service standards; consistency between future land use and transportation elements, and
consistency with other transportation plans; and promotion and support of public transportation
system in designated public transportation corridors. The minimum requirements for this analysis
are spelled out in Rule 9J-5.0199(3) of the Florida Administrative Code (FAC.).
A. LAND USE AND TRANSPORTATION SYSTEM INTERACTIONS. This section is
broken down into four parts: Subsection 1 addresses growth trends and travel patterns associated
with the transportation system, i.e.,the roadway and public transit networks(9J-5.019(3)(d),FAC).
Subsection 2 focuses on the adequacy of the transportation system for evacuation (W-5.019(3)(c),
FAC). Subsection 3 looks at the availability of the transportation system to serve existing land uses
(9J-5.019(3)(b), FAC). Subsection 4 addresses land use compatibility around airports (9J-
5.019(3)(d), FAC).
• 1. Growth Trends and Travel Patterns. No single force has had a greater impact on
the pattern of land development in American cities in this century than the construction of
roadways (See, The Transportation/Land Use Connection, Moore and Thorsnes, 1994).
Initially,better roadways decreased the cost(both time and money)of transportation within
and between urban areas. In recent years,roadway construction has gone hand in hand with
what has become known as urban sprawl.
Broward County's historic growth and development were primarily linked to the
construction of the Atlantic Intracoastal Waterway and Flagler's railroad. These
improvements allowed the movement of freight and passengers to and from Broward
County. It was the development of the railroad that specifically led to the development of
Dania Beach as an agricultural center. It became a City in 1904 not only making it the oldest
municipality in Broward County; it was a legal entity prior to the creation of Broward
County.
Construction of US 1 and then I-95 through Broward County provided Dania Beach with
greatly enhanced roadway access.
III-1
More recent growth in Broward Count has been westward following the opening of lands
Y g p g
for development through drainage projects and subsequent building of high volume
roadways. Broward County is now attempting to re-direct part of this growth that has been
going to the west through its participation in the Eastward Ho! Initiative. This initiative has
seen significant interest in development and redevelopment within the City of Dania Beach.
2. Availability of Transportation Facilities and Modes to Serve Existing Land Use.
Availability, as used here, refers to the extent to which the transportation system provides
access to serve existing land uses. Roadways,public transit,bikeways,and pedestrian ways
are transportation modes that require an extensive network of connections in order to serve
existing uses. Consequently, this section addresses availability of the roadway, public
transit, bikeways, and pedestrian way networks to serve existing land use.
a. Roadway network. Availability of the roadway network to serve existing land uses is
primarily a function of the existing local roadway system. New development in the City is
assured adequate access to local roadways by the Dania Beach City Code. Collector and
arterial roadways,as a secondary or tertiary function,often provided direct access to existing
land uses. This occurred more often prior to the implementation of current access
management standards.
b. Public transit network. Availability of public transit to service existing land uses is
based on the functional area coverage of the existing fixed-route bus network. Functional
area coverage is defined as a '/2 mile corridor surrounding a bus route, '/4 mile in each
direction. The '/4 mile radius is based upon studies showing a person would walk up to `/4
mile to access the public transit network.
The Americans with Disabilities Act(ADA)requires that BCt,as an operator of a fixed-route
bus system, offer complementary service to persons with disabilities who are unable to use
the fixed-route system. A complementary paratransit service should operate at the level of
service comparable to what is provided to persons without disabilities who use the fixed-
route system. Since 1996, Broward County Transit has been in full compliance with the
service criteria established by the ADA.
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• C. Bikeways Netivork. As previously described, the bikeway system in Dania Beach is
relatively limited. However, in 1998 the City went through a visioning process with the
assistance of a team of consultants. One of the recommendations of that effort was the
development of a series of greenways connecting various areas of the City. As these
greenways are established, the City will provide a very higher level of service to the
bicycling residents.
Where these greenways connect with bus routes, the bicycle functional area is merged with
the public transit functional area. As this union takes place, the ability of bicycles to serve
existing land uses increases substantially. This link between the bicycle and public transit is
possible because BCt and Tri-Rail are making provision to carry bicycles on their vehicles.
Lack of appropriate bicycle facilities at terminals, however, limits the effectiveness of the
connection between the bicycle and public transit. Where it has been provided, it has only
included low security bicycle storage facilities such as bike racks. Because of the length of
time the bicycles are left unattended at the terminals, this type of bicycle parking is
inappropriate. Bicycle parking that provides security for the entire bicycle would be more
• appropriate. Placing bicycle lockers at Tri-Rail stations and BCt transfer points would
increase security for parked bicycles, but requires administration over the locker rentals.
Providing this service would eliminate two (2) major disincentives to riding a bicycle to a
transit location: lack of parking and bicycle theft.
Allowing bicycles access on board commuter trains and buses has been successful in many
areas around the country. In 1995,Tri-Rail developed a policy that would allow bicycles to
be brought onto trains. Initially, this policy restricted the hours a bicycle could be brought
on board. In 1997,however,Tri-Rail changed its policy regarding bicycles and now allows
bicycles on all of its trains. Since this change in policy, Tri-Rail saw ridership in bicycle
commuters rise from 122 to 584 in an eight(8) month period. Also, in 1997, BCt received
Congestion Mitigation and Air Quality funds to equip the entire fleet of buses with bicycle
racks.
While bicycle commuters reduce traffic congestion b a small number, one segment of the
Y g Y � g
bicycling population, which contributes significantly to the reduction of the number of
vehicles on the road daily, is children.
11I-3
According to a 1990 Department of Strategic Planning and Growth Management tele
phone
survey of Broward County public schools, approximately 11 percent of elementary school
students (with lesser amounts of middle and high school students) ride their bicycles to
school.
For the majority of students, bicycling and walking are the only available forms of
independent transportation. Removing the barriers to bicycling for this segment of the
population has the potential for reducing peak hour traffic. If all children riding bicycles to
school had to be driven,assuming they are car-pooled with three(3)children per automobile,
an additional 3,480 cars would be added to the countywide roadway network during peak
morning traffic.
d. Pedestrian ways/Sidewalks. Availability of pedestrian ways to service existing land
uses is primarily a product of the functional area coverage of the existing pedestrian way. As
noted in the public transit availability discussion, the distance a person would be willing to
walk for transit is approximately '/4 mile. Since this distance is so small,the pedestrian way
network should be geared toward improving access to the public transit network and
improving connections within compact mixed use areas, such as downtowns and regional
activity centers. The City of Dania Beach requires construction of sidewalks along local,
collector, and arterial roadways as part of the City's site plan review process of new
residential and non-residential construction.
3. Adequacy of Transportation System for Evacuation. The existing and projected
transportation systems are adequate to evacuate, prior to a Category 1 or 2 hurricane, the
coastal population of approximately 30,000 persons prior to an impending natural disaster,
such as a hurricane. The Coastal Management Element's Natural Disaster Component
addresses evacuation under Category three (3), four (4), and five (5) hurricanes. Three
critical evacuation factors include the adequacy of evacuation routes, transportation and
hazard route constraints, and evacuation time.
a. Evacuation Routes. No residential development is located on the barrier island. That
portion of the City that is located on the barrier island is limited to the Florida Atlantic
University Sea Tech Research Facility,a public park,and the public beach. Those persons of
east Dania Beach that are to be evacuated during a Class 1 or 2 Hurricane need not cross
bridges to the mainland. Thus, evacuation for a Class 1 or Class 2 Hurricane event is
significantly less difficult for Dania Beach than it is for most coastal communities.
• III-4
b. Transportation and Hazard Constraints on Routes. Again,due to the fact that Dania
P g
Beach residents are not required to cross bridges to the mainland in order to evacuate there
are not the constraints faced by other communities.
One of the four Dania Beach east/west evacuation routes identified in "Section II: Data
Requirements", is experiencing level of service problems. Specifically, the segment of
Sheridan Street located between U.S. 1 and Dixie Highway has operational problems that
potentially could cause difficulties during periods of evacuation clearance time. Currently,
the Florida Department of Transportation is planning to increase the capacity of this section
of roadway by reconstructing it as a six-lane facility. This enhanced cross section will equal
that which currently exists along Sheridan Street west of Dixie Highway.
C. Evacuation Time. The Hurricane Evacuation Study conducted by the South Florida
Regional Planning Council estimates that residents having to evacuate from the barrier
islands using Dania Beach Boulevard could do so in about 3.5 hours. Dania Beach residents
not having to cross from the barrier island will be able to evacuate in significantly less time.
In a Class 3 or higher storm the estimate is about 4 hours and 40 minutes. Again the Dania
Beach hurricane evacuation time will be significantly less as a result of not having to deal
with the bridge constraint issue.
4. Compatibility of Fort Lauderdale/Hollywood International Airport with
Adjacent Development in the City of Dania Beach. Fort Lauderdale/Hollywood
International Airport is a 1,718-acre facility that abuts the City of Dania Beach to the west,
south, and east..
Properties to the east of the airport are made up of petroleum tank farms; vacant parcels
zoned for industrial uses, a car rental facility, manufacturing and warehouse facilities.
Properties to the south are made up of established,single-family,residential neighborhoods.
Properties to the west of the airport consist of:
1) Developed and undeveloped industrial lands near the flight path of the northern
runway, and
2) Established,predominantly single-family,residential land uses under the flight path
of the south runway (approaching the airport from the west), and,
III-5
3) Commercial and industrial uses located directly west of the airport.
In the case of Dania Beach:
a) Airport development has been relatively recent in the City's history,
b) Airport development has occurred subsequent to development of nearby
residential properties, and
c) Airport development is often is incompatible with adjacent uses.
Accessibility. By definition, the airport is a transportation center for air service, providing
connections to international and domestic cities. Local access to the airport is primarily by
road from U.S. Route 1,which has east west connections via I-595 and Griffin Road. These
two roads in turn provide connections to Interstate 95 and the Florida Turnpike. Broward
County Transit Route 1 serves the airport. A Tri-Rail connection at Sportsman's Park in
Dania Beach was recently completed. A shuttle bus will be able to bring passengers to the
airport terminals from the Tri-Rail Depot at Sportsman's Park.
B. EXISTING TRANSPORTATION SYSTEM LEVEL OF SERVICE AND SYSTEM
• NEEDS. Analysis of the existing transportation levels of service(LOS)and system needs are based
on the following data(W-5.019(3)(a),FAC): existing design and operating capacities;most recently
available estimates for average daily and peak hour vehicle trips; existing modal split and vehicle
occupancy rates; existing public transit facilities; population characteristics; and the existing
characteristics of the major trip generators and attractors within the community.
1. Roadways Network. Map 3-1 depicts the existing roadway network segments that
are approaching capacity, that is, those roads with a V/C ratio between 0.90 and 0.99, and
those segments that are overcapacity. The AADT figures, including committed trips are
derived from the Traffic Review and Impact Planning System (TRIPS) model, which is
operated and maintained by Broward County. Information developed through the model is
provided to the City. The City has identified a roadway need not currently identified in the
Broward County Plan. A segment of Sheridan Street, an evacuation route, is not meeting
adequate levels of service. The portion of Sheridan Street from U.S. 1 to Dixie Highway
should be expanded from the current four lane cross section to six lanes. It is a necessary
improvement,that has however,been identified as a need by the MPO. Currently the FDOT
is considering reconstructing this facility as a six lane cross section.
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2. Public Transit Network. The public transit level of service standard is to maintain a
70 percent peak-hour functional area coverage for residential and employment location.
Functional area coverage is an access standard and a residential or employment area is
considered to be accessible if it is within '/4 mile of a fixed bus route. Map 3-2 depicts the
existing and proposed coverage areas. As a result of the route coverage enjoyed by Dania
Beach, the City meets and actually exceeds the standard of coverage.
Map 3-2 displays the coverage currently provided to the City by BCt. It is estimated that the
City actually enjoys Functional Coverage rate of 76.6 percent, which means that more than
13,500 residents are served by BCt pursuant to this standard.
C. PROJECTED TRANSPORTATION SYSTEM LEVELS OF SERVICE AND SYSTEM
NEEDS. Rule 9J-5.019(3)(f), FAC, requires an analysis on the projected transportation LOS and
system needs based on the future land uses shown on the future land use map. Rule 9-J-5.019(3)(e),
FAC, requires an analysis of projected intermodal needs. This section addresses the above
requirements.
1. Roadways Network. The data and analysis included herein is based on the MPO's
Year 2015 Long Range Plan Needs Assessment. Table 3-1 shows that 198.8 centerline miles
• or 20.9 percent of the Broward County's 2015 centerline roadway network is projected to be
overcapacity and that 452.6 lane miles or 10.5 percent of total lane mileage is projected to be
overcapacity.
Table 3-1: Overcapacity Roads 2015
Roadway Centerline Lane Overcapacity Percent Overcapacity
Type' Miles Miles
Centerline Lane Centerline Lane
Miles Miles Miles Miles
Freeway 114.9 757.0 35.2 72.4 30.6% 9.6%
Arterial 387.0 2,031.0 67.2 143.8 17.4% 7.1%
Collector 450.2 1,514.9 96.4 236.4 21.4% 15.6%
Total 952.1 4,302.9 198.8 452.6 20.9% 10.5%
Note: ' = Per Map 3-6, Broward County Road and Parking Facilities Map
Source: Map 3-6, Broward County Transportation Planning Division, 1997.
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2. Public Transit Network. Public transit network needs can be divided into two (2)
categories: concurrency associated needs and non-concurrency needs. To project public
transit concurrency needs, the future bus route system was superimposed over the database
associated with the 2015 TAZ Map 3-3, which is based on the intensities identified on the
Broward County Land Use Plan. Tables 3-2 and 3-3 demonstrate that the future public
transit network would meet the adopted public transit level of service standard.
Table 3-2
2015 Peak-Hour
Public Transit Residential Functional Area Coverage
Total 70% Actual Percent
Population Functional Functional Functional
Coverage Coverage Coverage
1,718,780 1,203,146 1,301,043 75.70%
Source: Broward County TAZ database; Transportation Element Map Series, Map 3-2,
Public Transit Routes; Transportation Planning Division GIS calculations (June 1998)
Table 3-3
2015 Peak-Hour
Public Transit Employment Functional Area Coverage
Total 70% Actual Percent
Employment Functional Functional Functional
Coverage Coverage Coverage
941,145 658,801 748,588 79.54%
Source: Broward County TAZ database; Transportation Element Map Series, Map 3-2,
Public Transit Routes; Transportation Planning Division GIS calculations (June 1998).
Non-concurrency needs are based on the MPO's Year 2015 Long Range Plan Needs
Assessment.
lIl-8
Through the Technical Coordinating Committee and by direct contact,the Broward County
MPO has involved various agencies in the development and review process for all applicable
transportation plans, in order to ensure compatibility regarding the establishment of locally
desired level of service standards.
Another important area of public transit service is to accommodate the special needs of the
transportation disadvantaged. These needs are documented in A Plan for Complementary
Paratransit Mass Transit Service for Persons with Disabilities for Broward County, Florida
and in Broward County Transportation Disadvantaged Service Plan, 1996.
3. Bikeways Network. The summary of projected needs included in this subsection is
based upon the Broward County Bicycle Facilities Network Plan. The primary need is to
develop a bicycle facility network that will provide access to the majority of trip generators.
In recent years the consideration of bikeways as part of the roadway design,like landscaping,
has gradually become part of the roadway's design process. However,because bicycle lanes
were rare in all of Broward County and immediate connectivity between the few existing
facilities was not financially feasible,a construction by opportunity approach was utilized to
begin development of the county's on-road bicycle facility network. As new roads are being
constructed, on-road bicycle facilities are included. Map 3-4 shows the proposed 2015
bicycle network.
4. Pedestrian Network. The City requires all new development to include provisions
for sidewalks. As new construction takes place sidewalks are installed. In addition,the City
has allocated its' CDBG Funds to providing sidewalks in neighborhoods that presently do
not have them. Also the City has initiated a program to construct or reconstruct sidewalks in
residential areas. Property owners can participate in the program by paying for the cost of
materials and the labor is provided through a Sheriff's work crew.
5. Waterways Network. A significant trend in the marine industry has been the
increase in the number of ships using the navigable waterways. The projected increase in
boat traffic is resulting in proposed Corp of Engineers ("COE") regulations that would
prohibit the construction, reconstruction, and substantial rehabilitation of any structure
within 62'/2 feet of the main channel. The increase in setback from 25 feet to 62'/2 feet is
intended to provide a wider area for boats to navigate along the Intracoastal Waterway
("ICWW") and to create a safer passage for smaller boats needing to get around large
vessels, as well as to create enough space for barges to pass side by side.
III-9
Another significant trend in the marine industry is that ships are getting larger and larger. In
the next five (5) years, 25 new large capacity cruise ships will be coming on line. To
accommodate these large capacity cruise ships efficiently,the essential portside requirements
are deeper water, larger terminals, and increased parking. Container ships also are getting
larger. Some of the largest now carry 4,000 to 5,000 TEUs, and even larger ships are
planned. To accommodate these ships efficiently, the essential portside requirements are
deeper water and faster-moving container cargo cranes with a longer reach along births that
can support them.
These ships also impose significant landside access requirements. If the containers they
carry are to be moved by truck,then uncongested roadway connections must be provided; if
they are to be moved by rail,unimpeded rail connections are required. In the latter case,this
means as few as possible grade crossings and, increasingly, provisions for double-stack
trains. Efficient intermodal container transfer yards also are required to maximize port
throughput. Port Everglades maintains five-year and ten-year capital improvements
programs through the Year 2005,which identify the infrastructure improvements necessary
to meet the Port's projected needs.
In order to continue accommodating the largest ships, Port Everglades will need to widen
and deepen the channel. Port Everglades will be seeking permission from the COE to widen
the ICWW within the Port Everglades Jurisdictional Area("PJA")to accommodate the larger
cruise and cargo ships that are expected to be berthing in Port Everglades. Petroleum cargo,
which is the most significant landside activity in Dania Beach, is projected to increase from
99.4 million barrels per year in 1995 to 114.3 million barrels per year in 2005.
SE 14th Avenue,between Eller Drive and SE 26th Street, is a 2-lane roadway that serves as
the primary access way to the Port's petroleum terminals. SE 14th Avenue also accesses the
FPL Port Everglades Plant and privately owned industrial land uses. This roadway has been
placed on the Metropolitan Planning Organization's Unfunded Priority List for widening to a
4-lane roadway.
6. Railways Network. Projected railway network needs is based on the Tri-County
Rail Master Plan, the Transit Development Plan, Fiscal Year 1997 Update, and the 1996
Florida Rail System Plan. Planning for the railway network is somewhat different than other
transportation modes as the majority of the network is owned and operated by the private
sector.
. III-10
• Consequently, the state, county and city all have limited input regarding railroad decisions.
The FDOT's role is limited to the"proper maintenance,safety,revitalization,and expansion
of the rail system to assure its continued and increased availability to respond to statewide
mobility needs."
7. Intermodal Facilities. The summary of projected needs included in this subsection
is based on the Transit Needs Assessment(1996),prepared by Carr Smith Corradino for the
Broward County Mass Transit Division, and the Transit Development Plan (TDP), Fiscal
Year 1997 Update, prepared by the Tri-County Commuter Rail Authority in 1996. The
following analysis of the projected deficiencies and needs are focused on terminals,
connections, high occupancy vehicle lanes, and park-and-ride lots.
a. Intermodal facilities of state. Port Everglades and Fort Lauderdale-Hollywood
International Airport needs are respectively addressed in waterway network and airport
network needs. There is a continuing need for federal subsidies to keep CSX,the FEC, and
other rail related facilities operational.
b. Terminals. Tri-Rail has completed construction of a train depot in the Sportsman's
• Park Development in Dania Beach. This facility will serve the City as well as the airport and
the port. It will be a significant enhancement over existing facilities helping to make the use
of Tri-Rail a more desirable transportation option.
C. Connections. A Major Investment Study (MIS) funded by the FDOT is currently
underway to develop alternatives for an intermodal connection between the Port and the
Airport. Additionally, the Major Investment Study should identify the most appropriate
technology, anticipating that potential technologies range from fixed-guideway systems to
"special" public transit buses operating primarily in mixed traffic with some priority
treatment.
D. MAINTAINING THE ADOPTED LEVEL OF SERVICE STANDARDS. Prior to
discussing how Dania Beach can maintain the adopted transportation LOS standards,several caveats
are in order. The transportation system is a function of the previously made land use decisions.
These previously made land use decisions include: the location and intensity of built development
and constructed roadways; the location and intensity of approved but unbuilt (i.e., vested)
development; and public transit investments., Many of these decisions cannot be retracted without
great expense.
III-11
The availability of transportation funding,especially at the federal level,can greatly influence local
governments ability to maintain the adopted LOS standard. The City works closely through the
Technical Advisory Committee with the County and the MPO on maintaining level of service.
1. Concurrency Management System (CMS). Dania Beach has adopted LOS
standard"D"for the purpose of issuing development permits for all affected road segments.
The City is currently included in a Transportation Concurrency Exception Area that allows
infill development even when the road network does not currently maintain LOS.
The City has identified a roadway need not currently identified in the Broward County Plan.
A segment of Sheridan Street,an evacuation route, is not meeting adequate levels of service.
The portion of Sheridan Street from U.S. 1 to Dixie Highway should be expanded from the
current four lane cross section to six lanes. It is a necessary improvement,that has however,
been identified as a need by the MPO. Currently the FDOT is considering reconstructing this
facility as a six lane cross section.
2. Transportation System Management (TSM). TSM means improving roads,
. intersections, and other related facilities to make the existing transportation system operate
more efficiently. TSM techniques include demand management strategies, incident
management strategies,and other actions that increase the operating efficiency of the existing
system.
3. Transportation Demand Management (TDM). TDM means strategies and
techniques that can be used to increase the efficiency of the transportation system. Demand
management focuses on ways of influencing the amount and demand for transportation by
encouraging alternatives to the single-occupant automobile and by altering peak hour travel
demand. These strategies and techniques include:ridesharing programs,flexible work hours,
telecommuting, shuttle services, and parking management.
The report entitled Proposed Transportation Demand Management Options prepared by the
Broward County Transportation Planning Division in cooperation with the FDOT in 1996
addresses TDM programs. A summary of its findings is addressed below.
a. Rddesharing programs. Car pool and vanpool programs need to be implemented
more consistently.
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b. Flexible work hours. Broward County still needs to establish more viable TDM
programs to modify peak hour travel demand and reduce the number of vehicle miles
traveled per capita within the community and region. Flexible working hours' policy needs
to be promoted more widely.
C. Telecommuting. It is used in many offices, but is still needed to be more widely
publicized to encourage greater use.
d. Shuttle services. This strategy needs to be implemented not only to the airports but
also to daily commuting demands.
e. Congestion Management Plan(CMP). Broward County has completed a Congestion
Management Plan (CMP). The strategies developed within the Congestion Management
Plan, 1995-1996 give priority to corridors serving the urban infill area. The CMP includes
the following:
O Establishment of measures and standards to assess mobility patterns and the
performance of roadways and transit systems;
O Identification of congested corridors and areas;
O Identification of short and long range transportation strategies;
O Establishment of a monitoring process to assess the effectiveness of the
congestion management strategies.
4. The Florida Intrastate Highway System ("FIHS"). The FIHS is designed for
interregional and intrastate functions. Even though most of the traffic on the FIHS today is
local traffic making trips less than 25 miles in length, it is still vital for FDOT and Broward
County to establish methods of monitoring the impacts on the system and strategies to
facilitate local traffic to use alternatives to the system to protect its interregional function.
• III-13
a. FIHS impacts monitoring report. The average annual daily traffic and volume to
capacity ratios for the two FIHS segments within Dania Beach for 1991 had a volume to
capacity ratio of less than 1.0. By 1997,this had changed and the volume to capacity ratio's
were 1.69 for I-95 and 1.27 for I-595. Four(4)additional strategies relate to public transit.
These include enhancing feeder bus service to Tri-Rail,expanding community/municipal bus
service, improving access to transit, and public education.
5. Transportation Concurrency Exception Areas ("TCEAs"). The purpose of a
TCEA is to reduce the adverse impact transportation concurrency may have on urban infill
development and redevelopment as well as the achievement of other goals and policies of the
state comprehensive plan, such as promoting the development of public transportation.
Under limited circumstances, it allows exceptions to the transportation concurrency
requirement in specifically defined urban areas of a jurisdiction.
Dania Beach is included within the Broward County TCEA. The TCEA, of which Dania
Beach is a part, is an approximately 109-square mile area east of Florida's Turnpike and
south of Commercial Boulevard and east of I-95 and north of Commercial Boulevard.
Overall, 61 percent of the land use within this Urban Infill Development ("UID") TCEA is
residential,with an average residential density of 7.1 dwelling units per acre and with vacant
lands representing nearly seven (7) percent of the total. Many roadways within the UID
TCEA are constrained facilities, that is, there is no right-of-way available to make major
transportation improvements or transportation operational improvements,such as additional
turning lanes.
E. CONSISTENCY BETWEEN THE FUTURE LAND USE ELEMENT AND
TRANSPORTATION SYSTEM AND WITH OTHER PLANS. This section addresses Rule 9J-
5.019(3)(d),FAC,which requires an analysis of the compatibility/consistency of the future land use
and transportation elements; Rule 9J-5.019(3)(g),FAC,which requires an analysis that considers the
compatibility/consistency of the Transportation Element with the policies and guidelines of other
transportation plans; and Rule 9J-5.019(3)(h) and (I), FAC, which requires an analysis of
compatibility/consistency with other elements of the Comprehensive Plan.
I. The Future Land Use Element. Internal consistency between the Future Land Use
Element (FLUE) and the Transportation Element is maintained through objectives and
policies in both the FLUE and the Transportation Element.
S III-14
2. Broward County Land Use Plan. The Broward County Charter establishes the
Broward County Planning Council. The Planning Council is responsible for preparing a
countywide land use plan, known as the Broward County Land Use Plan (BCLUP), for
adoption by the Board of County Commissioners. The City future land use element and map
as well as any amendments must be consistent with the BCLUP.
Through certification of future land use elements subsequent to a determination of
compliance by the Florida Department of Community Affairs, consistency between future
land use elements and the transportation system are assured.
The Broward County Planning Council, and not the Board of County Commissioners, has
exclusive jurisdiction over the Trafficways Plan, a right-of-way identification map. To
accommodate the impacts of new development, right-of-way is required from developing
parcels to provide for an adequate regional roadway network. A dedication for at least half
of the roadway width that the Trafficways Plan calls for is normally required at the platting
stage. No plat of lands lying within Broward County, either in the incorporated or
unincorporated areas, may be recorded in the Official Records prior to approval by the
County Commission.
3. Long Range Transportation Plan. The'Long Range Transportation Plan("LRTP")
is the primary source for identifying priority projects for inclusion in the countywide
Transportation Improvement Program(TIP)and guides the expenditure of federal,state,and
local transportation funds. It provides a coordinated planning effort to mitigate traffic
congestion,minimize reconstruction of existing facilities,and allow for adjustment of growth
management policies and transportation strategies. The LRTP consists of five major
sections: Goals, Objectives, and Evaluation Criteria; Financial Resources; Needs
Assessment; Cost Feasible Plan; and Public Involvement. The Broward Urban Area
Transportation Study Year 2020 Transportation Plan("TP")represents the currently adopted
LRTP. The Year 2020 TP's objectives and policies are consistent with the provisions of the
Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA),under which 15 specific
factors were identified.
One of its goals is to provide a balanced multi-modal transportation system with a mixture of
roadways and transit services that provides for the local and regional movement of people
and goods, which is consistent with the purpose of the TE.
I1I-15
The Year 2015 TP as well as the Year 2020 TP served as the basis for some of the data and
analysis used in the development of this Element. Further,the Year 2020 TP was reviewed
for consistency with this Transportation Element.
4. Year 2015 Cost Feasible Plan ("CFP"). The Year 2015 CFP, which was adopted
by the MPO on November 9, 1995, is a transportation plan that identifies major capacity-
enhancing improvements recommended for implementation based on projected fund
availability. The CFP serves as the basis for funding of the county's roadway and transit
programs,bicycle plan,pedestrian plan,and seaport and airport master plans. The allocation
of the total funds projected to be available is summarized below:
Table 3-4
Year 2015 Cost Feasible Transportation Plan
Cost Item Cost in $millions
Roadway Improvements $ 943
0 Maintain Existing Transit Service $ 912
Additional Transit Improvements $ 137
Major Intersection Improvements $ 46
Congestion Management System $ 32
Improvements
Total $ 2,070
Source: Broward Urban Area Transportation Study, Year 2015 Transportation Plan, Final
Report, 1995.
5. Florida Department of Transportation's Adopted Work Program. Dania Beach
is in the jurisdiction of the FDOT's District 4; therefore, the FDOT District 4's Work
Program for Fiscal Year 1999/00 through 2003/04 contains Dania Beach's projects.
Priorities in the 5-year Adopted Work Program are determined by the MPO and are the direct
result of the long range planning process.
0 111-16
Projects on a priority list submitted to FDOT for inclusion in the Work Program must appear
in the Long Range Plan. The Long Range Plan, in turn, is formulated with the goals and
objectives consistent with the Transportation Element and ISTEA's 15 suggested planning
factors. The Work Program, once adopted, forms the basis of the new TIP.
6. Transportation Improvement Program(TIP). The TIP is a comprehensive listing
of transportation projects in Broward County scheduled for funding in the next five years. It
represents the cooperative integration of plans by municipalities, the FDOT, the MPO and
implementing agencies. Projects are initially identified as part of the Long Range Planning
Process. This is a prerequisite for inclusion on an MPO priority list. Priority Lists are then
submitted to FDO. Each year in the Annual Work Program, FDOT funds these priorities
identified by the MPO to the extent possible. The Annual Work Program in turn forms the
state and federal component of the TIP. The priority list is then updated to reflect these
funding actions and a new list is submitted each year to FDOT.
7. Port Everglades Master Plan Update, 1995-2005. The Master Plan provided the
• data and analysis included herein on Port Everglades as well as the objectives and policies
included in the TE.
8. Tri-County Rail Transit Development Plan. This Plan provided the data and
analysis included herein on Tri-Rail as well as the objectives and policies included in the TE.
9. Broward County Bicycle Facilities Network Plan ("BFNP"). The data and
analysis included herein, and the TE objectives and policies are based on the BFNP. This
assures consistency between the plans.
10. Broward County Five-Year Pedestrian Facilities Development Program, FY
1992/93 - FY 1996/97 ("PFDP"). The data and analysis included herein, and the TE
objectives and policies are based on the PFDP. This assures consistency between the plans.
11. Fort Lauderdale/Hollywood International Airport. Consistency between the
Future Land Use Element and Transportation Element, and consistency between the Future
Land Use Element and port and airport facilities development is addressed Objective VI and
Policies 6.1 though 6.11 of the Transportation Element.
lII-17
IV. GOAL, OBJECTIVES, AND POLICIES
The goal of the Transportation Element is to protect,maintain and where feasible,improve the multi-
modal transportation system in a manner that enhances safety,convenience and efficiency,providing
for the needs of present and future populations while supporting the City's orderly growth,
development, redevelopment and sustainability of the environment.
Objective I
The City through planning, land use regulation and capital improvement budgeting shall protect,
maintain and improve a multi-modal transportation system that is convenient to all of its residents.
Policy 1.1 -Continue to require that all properties being platted have direct roadway access and that
they provide for the dedication of necessary right of way pursuant to the Broward County
Trafficways Plan.
Policy 1.2 - Continue to provide for a functional hierarchy of roadways.
Policy 1.3 -Continue to implement transportation system management strategies designed to make
the existing transportation system operate more efficiently.
Policy 1.4-Pursue coordination and improvement of transit services to better provide for convenient
travel within, through and from the City, by working with the MPO, Technical Coordinating
Committee to the MPO, the Broward County Transportation Planning Division, and the Broward
County Division of Mass Transit.
Policy 1.5 - Work directly with Broward County Transit in developing local supplemental transit
systems that are coordinated with the County's public transit system by connecting unserved or
under-served areas to the existing system.
Policy 1.6 - Continue to support County strategies making transit a convenient alternative to the
Florida Intrastate Highway System in order to protect it's interregional and intrastate functions.
Policy 1.7-Continue to support County strategies relating to public transit service that help maintain
that at least 70 percent of all residences and employment locations continue to be served during the
peak hour.
IV-1
Policy 1.8 - Support Broward County efforts to provide door-to-door public transit service to the
transportation disadvantaged.
Policy 1.9 - Assist Broward County Transit in the provision of bus shelters, benches and stops at
appropriate locations.
Policy 1.10—Support Broward County Transit's efforts to provide increased bus service connecting
the Tri-Rail Station with the rest of the City, the Port and the Airport.
Policy 1.11 - Support Broward County Transit's efforts to encourage improved access to public
transit through the provision of bicycle facilities, such as storage lockers, at appropriate locations.
Policy 1.12 -Continue to maintain and,where feasible, improve the functional area coverage of the
bicycle facility network through inclusion of bikeways and or greenways in road construction
projects.
Policy 1.13 — Work with the Florida Department of Transportation, the Broward County
® Metropolitan Planning Organization,and the Broward County Transportation Planning Division to
address missing path links and/or other facility deficiencies within the City's current and proposed
bicycle networks,including potential funding sources and coordination with Broward County plans
for such facilities.
Policy 1.14 — Work with the Florida Department of Transportation, the Broward County
Metropolitan Planning Organization,and the Broward County Transportation Planning Division to
encourage and support the development of a bikeway network serving significant commercial,
employment and recreational centers.
Policy 1.15 —Work with the Florida Department of Transportation, the Broward County
Metropolitan Planning Organization, the Broward County Transportation Planning Division, and
adjacent cities to address deficiencies within the City's existing and proposed bicycle network,
including potential funding sources and coordination with Broward County MPO plans for such
facilities.
is IV-2
Policy 1.16 —The City's bicycle network priorities shall include the following:
Y p g
1) Investigate the feasibility(in terms of both design and availability of funds)of constructing a
functional bicycle path along Dania Beach Boulevard. In the alternative, identify funding
sources or assistance to reconstruct the existing non-functional bicycle lane to meet
minimum FDOT requirements with respect to size(width),location,construction materials,
and quality of pavement surface.
2) Identify constrained rights-of-way where bicycle lanes are the most feasible alternative (in
terms of both design and availability of funds) to bicycle paths.
Policy 1.17 — Maintain and provide convenient access to water related recreational facilities by
constructing adequate access roads, parking facilities and boat ramps.
Policy 1.18 - Encourage and support the location of water dependent uses at appropriate locations.
Policy 1.19 - Encourage and support private sector initiatives in developing water related facilities
and services for the use and enjoyment of the community such as marinas,boat ramps, restaurants,
water taxi stops, and marine retail.
Policy 1.20—The City of Dania Beach shall adopt the following standards for generalized two-way
peak-hour roadway level of service (LOS)per Policy 3.4.1 of the Broward County Comprehensive
Plan,Transportation Element,Volume 2(Goals,Objectives,and Policies),incorporated by reference
as the Broward County Transportation Element.
a) Florida Intrastate Highway System (FIHS) Roadways—"D"
1. Interstate I-95.
2. Interstate I-595.
b) Non-FIHS Roadways and Roadways Functionally Classified as Collector Roads
or Higher—"D"
c) Transportation Facilities designated as 110%percent maintain in the 1989 Broward County
Transportation Element — The LOS standard shall be calculated by use of a KIN factor,
which shall be applied to the 110% maintain volumes.
IV-3
Policy 1.21 —The City incorporates the Urban Infill Development Transportation Concurrency
Exception Area(UID TCEA) as per the Broward County Transportation Element Policy 3.4.3.
Development and redevelopment within the UID TCEA (includes the entire City of Dania
Beach) shall be exempt from concurrency regulations as defined in the City's Zoning and Land
Development Regulations.
Objective II
Enhance the safety,convenience and efficiency of the multi-modal transportation system serving the
City of Dania Beach by working with the Florida Department of Transportation,the Broward County
Metropolitan Planning Organization, Broward County Transit, and the Broward County
Transportation Planning Division towards:
a) Reducing the annual rate or ratio of traffic related crash indicators,
b) Improving the functional coverage or access to transportation facilities, and
c) Improving energy efficiency through an increase in mode split and vehicle occupancy rates.
Policy 2.1 - Continue to support the County's efforts in the installation and maintenance of a fully
computerized signal system throughout the County.
Policy 2.2 - Support the Florida Department of Transportation ("FDOT") and Broward County
efforts in the development of the Intelligent Transportation System to maximize the use of existing
capacity in all modes of travel by completing a freeway operations center for I-95 by 2001 and by
completing a variable message center for 1-595 by 2002.
Policy 2.3 — Continue to evaluate roadway and intersection safety and efficiency conditions by
assigning a high priority to improvements to roadway segments and intersections that are operating
below or projected to operate below the adopted peak-hour Level of Service "D" standard.
Policy 2.4 - Encourage joint use of driveways and parking areas, and encourage the use of cross
access easements among adjoining property owners to allow circulation between sites and reduce the
number of vehicular access points along roadways.
Policy 2.5 - Continue to examine opportunities for traffic calming and construct them where found
to be appropriate.
IV-4
Objective III
Support and encourage multi jurisdictional efforts that help ensure that the multi-modal
transportation system is properly designed to support the development and redevelopment of the City
while it experiences orderly growth and sustains the environment.
Policy 3.1 -The City shall continue to work with the State and the County to insure that the Florida
Department of Transportation Five-Year work programs and long-range transportation plans meet
the needs of Dania Beach.
Policy 3.2 - Continue to construct local roadways and roadway improvements that meet or
exceed safe design standards and encourage and support the construction of State and County
roads that meet or exceed safe design standards.
Policy 3.3 - Future industrial development shall be located with access to major transportation
facilities including highways, airports, railroads and seaports.
Policy 3.4-The City shall support and encourage Broward County's access management efforts
during the platting process to protect the regional roadway network as identified in the Broward
County Trafficways Plan.
Policy 3.5 -The City shall consider and analyze the individual and cumulative impacts of land
use plan amendments on existing and planned transportation facilities.
Policy 3.6 - The City shall coordinate transportation and land use-planning activities with
Broward County to ensure compliance with the regional roadway network levels of service
standards established by the Broward County Comprehensive Plan.
Policy 3.7 - The City shall work with the Florida Department of Transportation, the Broward
County MPO, Broward County, and the City of Hollywood to ensure that Sheridan Street is
improved from U.S. 1 to Dixie Highway from four lanes to six lanes to enhance the level of
service and provide improved hurricane evacuation capacity.
® IV-5
Objective IV
Actively coordinate the plans,protections and provisions for transportation systems within the
Transportation Element with the plans and programs of other entities.
Policy 4.1 -Support the Broward County Transportation Planning Division(who in coordination
with FDOT and the municipalities) in its efforts to conduct a study on constrained roadway
facilities. It is the intent of this policy to help assure that the study, which shall:
a) Identify constrained facilities,
b) Propose adequate LOS standards for those identified constrained facilities, and
c) Recommend that appropriate actions to improve mobility on the constrained roadways be
completed by December 2002.
Policy 4.2 - Coordinate with the efforts of the MPO in preparing the Year 2020 Cost Feasible
Plan and amendments thereto as well as the Transportation Improvement Program and
amendments thereto.
•
Policy 4.3 -Coordinate,monitor and comment on the preparation and amendment of the Florida
Department of Transportation's Adopted Work Program.
Policy 4.4 - Monitor and coordinate with the County regarding preparation of the
Hollywood/Fort Lauderdale International Airport Master Plan including recommending
amendments that reflect the needs and concerns of the City.
Policy 4.5 - Maintain an open dialogue with airport officials regarding airport development
activities.
Policy 4.6-All applications for development submitted to the City within the boundaries of Port
Everglades shall be provided to the Port for their review and comment.
Policy 4.7-Within the Downtown Dania Beach Central Business District,work with FDOT,the
Broward County MPO, and the Broward County Transportation Planning Division to create a
pedestrian-friendly environment through the use of landscaping, decorative street paving,
lighting, street furnishings as well as by extending walking paths and bicycle routes/greenways.
IV-6
Policy 4.8 — Work with the Florida Department of Transportation, the Broward County
Metropolitan Planning Organization, the Army Corp of Engineers, the South Florida Water
Management District,and other related county,state and federal agencies towards improving and
expanding the boat carrying capacity (height, width, and safety) of the Dania Cut-off Canal
though the F.E.C. and U.S.1/Federal Highway Bridges.
Objective V
The City through planning, land use regulation, intergovernmental coordination, or land
accuisition, shall assure that transportation improvements are located so as to not disrupt or
adversely impact the City's residential communities or adjacent environmentally sensitive lands.
Policy 5.1 — The City shall maintain SE 5" Avenue as a local street, utilizing abutting vacant
properties to meet the recreation and drainage needs of adjoining residential communities,
including the acquisition of excess right-of-way as a passive linear park and storm water
retention area. The City shall investigate the availability of grant funds(to acquire properties)or
the use of zoning and land use regulations to implement this policy.
Policy 5.2 — The City shall work with the South Florida Water Management District, the
Broward County Department of Planning and Environmental Protection, and the Florida
Department of Environmental Protection to preserve and protect vacant lands located between
SE 51" Avenue and the adjacent West Lake Park Ecosystem.
Objective VI
The City of Dania Beach shall ensure that any projected port,airport,and aviation development
and facilities are compatible with existing and future land uses surrounding the airport in the City
of Dania Beach.
Policy 6.1 - The City of Dania Beach shall review and evaluate all port and airport related
development activities to ensure they are consistent with the goals,objectives and policies of the
Land Use Element and Transportation Element of the Comprehensive Plan, as well as any
neighborhood plans.
Policy 6.2 - The City of Dania Beach shall evaluate all port and airport related development
activities to ensure there is no negative economic impact (due to a loss in tax base) resulting
from incompatible airport development.
® IV-7
• Policy 6.3 - The City of Dania Beach shall work with applicable governmental agencies to
ensure that the expansion of any port or airport facilities are consistent with the Future Land Use,
Transportation, Coastal Management, and Conservation Elements of the Dania Beach
Comprehensive Plan.
Policy 6.4 - The City of Dania Beach shall review all transportation related development plans
(port,airport,trafficways,mass transit,and fixed rail)and proposals to ensure they are consistent
with the goals, objectives, and policies of the Future Land Use, Coastal Management, and
Conservation Elements.
Policy 6.5-The City of Dania Beach shall continue to evaluate development proposals related to
the Port Everglades and Fort Lauderdale-Hollywood International Airport, including the
monitoring and evaluation of the existing Development of Regional Impact agreement.
Policy 6.6 -The City of Dania Beach shall coordinate the surface transportation access to ports,
airports, and related facilities with the traffic circulation system shown on the traffic circulation
maps or map series.
Policy 6.7-The City of Dania Beach shall coordinate port and airport related development with
the applicable port and airport agencies, as well as with the United States Army Corps of
Engineers, Federal Aviation Administration, Metropolitan Planning Organization, and
Environmental Protection Agency.
Policy 6.8 - The City of Dania Beach shall ensure mitigation of adverse structural and non-
structural impacts from port, airport, and related facility development upon adjacent natural
resources and land uses.
Policy 6.9 - The City of Dania Beach shall ensure the protection and conservation of natural
resources within and adjacent to ports, airports and related facilities that impact or adjoin the
City.
Policy 6.10 - The City of Dania Beach shall ensure that all transportation projects affecting the
citizens of the City take into consideration the character, integrity, and quality of life in the
City's residential neighborhoods.
Policy 6.11 - The City of Dania Beach shall protect properties adjacent to the airport from
incompatible uses on airport property by public notice and through representation n the Dania
Beach Advisory Board.
IV-8
• V. DEFINITIONS
For the purposes of this Element, the following terms shall be defined as shown below unless the
context dictates otherwise. This listing is fairly comprehensive and was developed by Broward
County as a part of their Transportation Element. It may be that there are terms that are not
necessarily utilized within the text of the element. Due to the comprehensive nature of the listing it
was utilized intact. Sources of the definitions, where available, are given in parentheses.
Action Plan. A program of transportation improvements designed to maintain and improve the
capacity or reduce demand of roadway links in heavily congested areas (Guidelines for the
Development of Action Plans, Broward County, 1992).
Airport clear zone. This means a designated area of land which is subject to peak aircraft noise and
on which there is the highest potential of danger from aircraft operations (Rule 9J-5, FAC).
Airport facility. Any area of land or water improved, maintained or operated by a governmental
agency for the arrival and departure of aircraft, or privately owned paved runway of 4,000 or more
feet in length,and any appurtenant area which is used for airport facilities or right-of-way(Rule,9J-5
FAC).
Airport obstruction. Any structure, object of natural growth, existing condition or use of land
which obstructs the airspace required for the flight of aircraft in arrivals or departures at an airport or
which otherwise increases the risk of danger to aircraft operations (Rule 9J-5 FAC).
Annual average daily traffic (AADT). The volume passing a point or segment of a highway in
both directions for one year divided by the number of days in the year (Level of Service Manual,
Florida DOT, 1995).
Backlogged roadways. Those roads that are operating at a level of service below the minimum
level of service standards, not programmed for construction in the first three years of FDOT's
adopted work program or the five-year schedule of improvements contained in a local government's
capital improvement element, and not constrained (Level of Service Manual, Florida DOT, 1995).
Bicycle and pedestrian ways. Any road, path or way which is open to bicycle travel and traffic
afoot and from which motor vehicles are excluded (Rule 9J-5 FAC).
•
V-1
Bicycle lane. A portion of a roadway that has been designed by striping, signage, and pavement
markings for the preferential or exclusive use of bicyclists(Transportation Expressions,U.S. DOT,
1996).
Bicycle path. A bikeway physically separated from motorized vehicular traffic by an open space or
barrier and located either within the highway right-of-way or within an independent right-of-way
(Transportation Expressions, U.S. DOT, 1996).
Bicycle route. A segment of a system of bikeways designated by the jurisdiction having authority
with appropriate directional and information markers, with or without a specific bicycle route
number(Broward County Bicycle Facilities Network Plan, 1996).
Blueway. A waterway which has been designated for conservation, recreation, or both and which
may be connected with greenway hubs, sites, and linkages. (CNPD)
Broward County Trafficways Plan. The plan promulgated by the Broward County Planning
Council pursuant to Chapter 59-1154, Laws of Florida, as amended, and the Broward County
Charter, which depicts a network of trafficways for Broward County ( Land Development Code).
The Broward County Trafficways Plan is a roadway right-of-way preservation plan. To
accommodate the impacts of new development, right-of-way is required of developing parcels to
provide for an adequate regional roadway network (Documentation of the Broward County
Trafficways Plan, Broward County Planning Council, 1995).
Carpool and vanpool. Carpool is an arrangement where two or more people share the use and cost
of privately owned automobiles in traveling to and from pre-arranged destinations together, and
vanpool is an arrangement in which a group of passengers share the use and cost of a van in traveling
to and from pre-arranged destinations together (Transportation Expressions, U.S. DOT, 1996).
Capacity. The maximum rate of flow at which persons or vehicles can be reasonably expected to
traverse a point or uniform segment of a lane or roadway during a specified period under prevailing
roadway,traffic,and control conditions;usually expressed as vehicles per hour or persons per hour.
(Highway Capacity Manual, Special Report 209, Transportation Research Board, 1994).
Committed trip. A trip generated within the Traffic Review and Impact Planning System(TRIPS)
model from an approved but not built development (Land Development Code, Broward County,
1997).
V-2
Compact Deferral Area. The geographic area which is a two (2) mile band having a centerline,
which is coincident with the centerline of the congested link, extends parallel to the congested link
for a distance of one-half('/2)mile beyond each end point of the congested link(Land Development
Code, Broward County, 1977).
Concurrency. The provision of insuring that the necessary public facilities and services to maintain
the adopted public transit level of service standards are available when the impacts of development
occur. Roads, sanitary sewer, solid waste, drainage,potable water,parks and recreation,and public
education are the only public facilities and services subject to the Broward County's concurrency
requirement. (Rule 9J-5 FAC).
Concurrency management system. The procedures or process that the local government will
utilize to assure that development orders and permits are not issued unless the necessary facilities
and services are available concurrent with the impacts of development (Rule 9J-5 FAC).
Constrained roadways. Roads that cannot be expanded by the addition of two or more through-
lanes because of physical, environmental or policy constraints (Level of Service Manual, Florida
DOT, 1995).
Demand flow rate. The traffic flow rate that now wants or at some future time is expected to want
to travel over a point on or section of a highway for a 15-minute period, expressed in vehicles per
hour (Level of Service Manual, Florida DOT, 1995).
Demand Response Transit Service. Non-fixed-route service utilizing vans or buses with
passengers boarding and alighting at pre-arranged times at any location within the systems service
area(Transit Fact Book, American Public Transit Association, 1996).
Facility availability. Whether or not a facility is available in a manner to satisfy the concurrency
management system (Rule 9J-5 FAC).
Feeder route. A transit route which has the characteristics of traveling on local streets,utilized for
shorter trip lengths and transfer connections (Transportation Expressions, U.S. DOT, 1996).
Fixed-route service. Transit service provided on a repetitive,fixed-scheduled basis along a specific
route, with vehicles stopping to pick-up and deliver passengers to specific locations; each fixed-
route trip serves the same origins and designations, unlike demand response and taxicabs
(Transportation Expressions, U.S. DOT, 1996).
V-3
iFlorida Intrastate Highway System. A statewide network of limited-access and controlled-access
highways designed with general-use and exclusive-use lanes to accommodate Florida's high speed
and high volume highway traffic (Level of Service Manual, Florida DOT, 1995).
Functional area coverage. A '/2 mile corridor surrounding a bus route, '/4 mile in each direction.
Greenway. A corridor of protected open space established for conservation, recreation or both
which may contain a pedestrian path or bikeway. (A Community Resource Guide for Greenway
Projects, Florida Department of Environmental Protection, Office of Greenways and Trails).
Headway. The time interval between transit revenue vehicles passing a specific location
(Transportation Expressions, U.S. DOT, 1996).
Intelligent Transportation System (ITS). Use of computer and communications technology to
facilitate the flow of information between travelers and system operators to improve mobility and
transportation productivity, enhance safety, maximize the use of existing transportation facilities,
conserve energy resources and reduce adverse environmental effects; including concepts such as
"freeway management systems," "automated fare corrections" and "transit information kiosks"
(Atlanta ITS, Georgia DOT, 1997).
Intermodal facility. An intermodal facility is a single or closely related transportation facility used
by two or more modes of transportation. Intermodal system is one providing connections between
different modes,such as adequate highways to ports or bus feeder services to rail transit; individual
modes working together to provide the user with the best choices of services(Corridor Management
Procedure, FDOT, 1996).
Level of service. An indicator of the extent or degree of service provided by, or proposed to be
provided by a facility based on and related to the operational characteristics of the facility. Level of
service shall indicate the capacity per unit of demand for each public facility (Rule 9J-5 FAC).
Limited access facility. A roadway especially designed for through traffic, and over, from, or to
which owners or occupants of abutting land or other persons have no greater than a limited right or
easement of access (Rule 9J-5 FAC).
• V-4
Linked trip. A trip from origin to destination on the transit system. Even if a passenger must make
several transfers during a journey,the trip is counted as one linked trip on the system(Transportation
Expressions, U.S. DOT, 1996).
Major public transit trip generators or attractors. Major trip generators or attractors are
concentrated areas of intense land use or activity that produce or attract a significant number of local
trip ends (Rule 9J-5 FAC). For public transit, a site which attracts a substantial number of person
trips per day. Defined here as meeting or exceeding the following thresholds: Office parks -
100,000 sq. ft. GLA; shopping centers- 500,000 sq. ft.; schools- 1000 students; major employers-
1000 employees; health facilities - 100 beds (Broward County Comprehensive Plan 1989).
Modal split. The proportion of total person trips that use each of various specified modes of
transportation (Transportation Expressions, U.S. DOT, 1996).
Multimodal system. A transportation system consisting of more than one mode of travel to serve
transportation needs in a given area(Corridor Management Procedure, FDOT, 1996).
Operating revenue. For public transit, revenue from various sources including the farebox, pass
sales, contracted service, advertising revenue, and other revenue generated through the activity of
operating the transit system; and the amount of money which a carrier receives from transportation
operations (Transportation Expressions, U.S. DOT, 1996).
Paratransit. Transit services which are characterized by their nonscheduled,non-fixed route nature
such as ride sharing, car or van pools, demand responsive buses, and other public transit services
(Rule 9J-5 FAC).
Planning analysis hour factors (K,00). The ratio of a highway section's volume in the year's 100`h
highest volume hour to its annual average traffic volume. In developed areas the year's 100`h highest
volume hour represents a typical weekday peak traffic hour during the area's peak travel season,i.e.,
that area's peak season"rush"hour,usually in the late afternoon. The K,00 factor refers to a demand
volume, not necessarily a measured volume.
Public transit. Passenger services provided by public, private or non-profit entities such as the
following surface transit modes: commuter rail; rail rapid transit; light rail transit; light guideway
transit; express bus; and local fixed route bus (Rule 9J-5 FAC).
V-5
Recreational trip. A trip for leisure, relaxation, or enjoyment purposes, as opposed to utilitarian
purposes. (1989 Broward County Comprehensive Plan, Broward County Comprehensive and
Neighborhood Planning Division).
Regional Activity Center. A compact, high intensity, high density multi-use area designated as
appropriate for intensive growth by the local governments, which may include: retail; office;
cultural, recreational and entertainment facilities; hotels and motels; or appropriate industrial
activities (Strategic Regional Policy Plan For South Florida, South Florida Regional Planning
Council, 1995).
Right-of-way. Land in which the state, a county, or a municipality owns the fee simple title or has
an easement dedicated or required for a transportation or utility use (Rule 9J-5 FAC).
Roadway functional classification. The assignment of roads into categories according to the
character of service they provide in relation to the total road network. Basic functional categories
include limited access facilities,arterial roads,and collector roads,which may be subcategorized into
principal, major or minor levels. Those levels may be further grouped into urban and rural
categories.
Arterial road. A roadway providing service which is relatively continuous and of relatively high
traffic volume, long trip length, and high operating speed. In addition, every United States
numbered highway is an arterial road (Rule 9J-5 FAC).
Principal arterial. A roadway which serves the major centers of activity of urbanized areas, the
highest traffic volume corridors. It carries most of the trips entering and leaving the urban area, as
well as most of the through movements bypassing the central city.
It could be stratified as follows: (1) interstate; (2) other freeways and expressways; and, (3) other
principal arterials (A Policy on Geometric Design of Highways and Streets, 1990, American
Association of State Highway and Transportation Officials).
Minor arterial. A roadway which interconnects with and augments the urban principal arterial
system (A Policy on Geometric Design of Highways and Streets, 1990, American Association of
State Highway and Transportation Officials).
Collector road. A roadway providing service which is of relatively moderate traffic volume,
moderate trip length, and moderate operating speed. Collector roads collect and distribute traffic
between local roads or arterial roads (Rule 9J-5 FAC).
V-6
• Local road. A roadway providing service which is of relatively low traffic volume, short average
trip length or minimal through traffic movements,and high volume land access for abutting property
(Rule 9J-5 FAC).
Terminal. Any location where passenger or freight either originates,terminates,or is handled in the
transportation process; or where commercial motor carriers maintain operating facilities
(Transportation Expressions, U.S. DOT, 1996).
Timed-transfer. Transit system design whereby buses are scheduled to meet at designated locations
to facilitate transferring (Transportation Expressions, U.S. DOT, 1996).
Traffic Review and Impact Planning System(TRIPS)Model. A computer model maintained in
the Broward County Development Management Division which accounts for the traffic from
approved but not built development. See Committed Trip (Land Development Code, Broward
County, 1997).
Transfer station. A fixed location where passengers interchange from one route or vehicle to
another (Transportation Expressions, 1996).
Transitway. A dedicated right-of-way, most commonly in a mall, that is used by transit units,
usually mixed with pedestrian traffic (Transportation Expressions, U.S. DOT, 1996).
Transit Oriented Development (TOD). Development reflecting a design philosophy that
encourages development from the ground up with transit in mind; emphasizing securing a high
density level, combining a mix of uses, utilizing a hierarchy of streets and designing at a human
scale to maximum the potential for transit use within a community(Strategic Regional Policy Plan
for South Florida, SFRPC, 1995).
Transportation Concurrency Exception Area (TCEA). A specific geographic area, or areas,
delineated in the local government comprehensive plan for urban infill development, for urban
redevelopment, and for downtown revitalization within the designated central business district that
could be excepted from the traffic circulation concurrency requirements (Rule 9J- 5.0055 FAC).
V-7
Transportation Concurrency Management Area (TCMA). A compact geographic area with
• existing or proposed multiple, viable alternative travel paths or modes for common trips. The
purpose of this optional alternative transportation concurrency approach is to promote infill
development or redevelopment within selected portions of urban areas in a manner that supports the
provision of more efficient mobility alternatives, including public transit (Rule 9J-5 FAC).
Transportation corridors. Major routes used for moving people and goods by one or more
transportation option (Strategic Regional Policy Plan for South Florida, SFRPC, 1995).
Transportation Demand Management (TDM). Strategies and techniques that can be used to
increase the efficiency of the transportation system. TDM focuses on ways of influencing the
amount and demand for transportation by encouraging alternatives to the single-occupant automobile
and by altering local peak hour travel demand. These strategies and techniques may,among others,
include: ridesharing programs; flexible work hours; telecommuting; shuttle services; and, parking
management (Rule 9J-5 FAC).
Transportation disadvantaged. Those individuals who because of physical or mental disability,
income status, or age are unable to transport themselves to or purchase transportation and are,
therefore,dependent upon others to obtain access to health care,employment,education, shopping,
social activities, or other life-sustaining activities (Rule 9J-5 FAC).
Transportation System Management (TSM). A range of improvement strategies that are non-
facility and low-capital oriented to make the existing transportation system operate more efficiently.
TSM techniques include demand management strategies,incident management strategies,and other
actions that increase the operating efficiency of the existing system in the short range (Rule 9J-5
FAC).
Trunk line. A transit route which travels longer distances,primarily along arterial roads,with few
deviations (Transportation Expressions, U.S. DOT, 1996).
Unlinked trip. The number of passengers who board public transportation vehicles. Transit trip
taken by both initial boarding and transfer passengers (Transportation Expressions, U.S. DOT,
1996).
V-8
Urban infill. For roadway concurrency purposes,development of vacant parcels in otherwise built-
up areas where public facilities such as sewer systems, roads, schools, and recreation areas are
already in place and the average residential density is at least five dwelling units per acre, the
average nonresidential intensity is at least a floor area ratio of 1.0 and vacant,developable land does
not constitute more than 10 percent of the area(Section 163.3164, F.S.).
Utilitarian trip. A trip for work or errand purposes, as opposed to recreational purposes. 1( 989
Broward County Comprehensive Plan,Broward County Comprehensive and Neighborhood Planning
Division).
Volume-to-capacity (V/Q ratio. The ratio of demand flow to capacity for a highway Level of
Service Manual, Florida DOT, 1995).
Wide curb lane. The outermost lane of a roadway, for vehicle travel, which is expanded from the
standard 12 feet width to at least 14 feet in order to accommodate bicycle travel. Wide curb lanes are
not designated by striping or pavement markings. (1989 Broward County Comprehensive Plan,
Broward County Comprehensive and Neighborhood Planning Division).
110% Maintain. It shall mean that the number of trips on a road segment shall not exceed 110%of
the number of actual trips in the road segment plus the number of committed trips in the TRIPS
model approved as of October 1, 1996.
V-9
Acronvms and Abbreviations.
The following acronyms and abbreviations are found within this Transportation Element. As is the
case with the definitions, this is a very comprehensive listing developed by Broward County in the
preparation of their Transportation Element. It is used within this report intact.
AADT Annual Average Daily Traffic
ADA Americans with Disabilities Act
ADT Average Daily Traffic
ASV Annual Service Volume
BCLDC Broward County Land Development Code
BCt Broward County Transit
CDA Compact Deferral Area
CMP Congestion Management Plan
CMS Concurrency Management System
COE United States Army Corps of Engineers
COFC Container-on-flatcar
CPTED Crime Prevention through Environmental Design
CSX Coastal Seaboard Railroad
DCA Florida Department of Community Affairs
DMT Broward County Division of Mass Transit
DPC/CME Deepwater Port Component of the Coastal Management Element
DRI Development of Regional Impact
EIS Environmental Impact Statement
FAA Federal Aviation Administration
FAC Florida Administrative Code
FAR Federal Aviation Regulation
FBO Fixed Base Operator
FCTD Florida Commission for the Transportation Disadvantaged
FDOT Florida Department of Transportation
FEC Florida East Coast Railroad
FIHS Florida Intrastate Highway System
FLL Fort Lauderdale/Hollywood International Airport
FOX Florida Overland Express
FRA Federal Railroad Administration
FS Florida Statutes
FSUTMS Florida Standard Urban Transportation Model Structure
® V-10
FTPK Florida Turnpike
FXE Fort Lauderdale Executive Airport
HOV High Occupancy Vehicle
ICW Intracoastal Waterway
ITS Intelligent Transportation System
LOS Level of Service
MIS Major Investment Study
MLW Mean Low Water
mph Miles per hour
MPO Metropolitan Planning Organization
NFNR North Fork New River
PAL Planning Activity Level (airport)
PJA Port Jurisdictional Area
SFNR South Fork New River
SFRC South Florida Rail Corridor
SFRPC South Florida Regional Planning Council
SSPP Safety System Program Plan
TAZ Traffic Analysis Zone
TCC Broward County Metropolitan Planning Organization's Technical Coordinating
Committee
TCEA Transportation Concurrency Exception Area
TCMA Transportation Concurrency Management Area
TCRA Tri-County Commuter Rail Authority
TDM Transportation Demand Management
TE Transportation Element
TEU Trailer Equivalency Unit
TIP Transportation Improvement Programs
TOD Transit Oriented Development
TOPS Transportation Options Program
TOFC Trailer-on-flatcar
TRIPS Traffic Review and Impact Planning System
TSM Transportation System Management
USDOT United States Department of Transportation
V/C Volume to Capacity ratio
V-11
MAPS
Map 2-1 Existing Road and Parking Facilities
Map 2-2 Existing Public Transit, Railway and
Intermodal Facilities
Map 2-3 Existing Major Public Transit Generators
And Attractors
Map 2-4 Significant Bikeways
Map 3-1 Over-Capacity Roadways and Affected
Areas of Development
Map 3-2 Future Public Transit, Railway and
Intermodal Facilities Map
Map 3-3 Future Major Public Transit Generators
Map 3-4 2015 Significant Bikeways
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720 ublic Hearing Notices 720-Public Hearing Notices
TH MA PROCEEDING IS In any of these proceed-
INCL D S TIHE TES MO- Ings should contact Sheryl
NY A EVIDENC PON ServChae Services ed",I,
i tratoo lv
WHIC THE_qpp AL IS Dania Beach Blvd, Dania
BASED. Beach, FL-33004,
ANY PE ON RE LIMING 924-3630, at : leaat(9 72
SERVICE
A Y AI AND hours prior to meeting.
SERVICE . F R THE
MEETING AY ALL THE An
ADA COO ATOR AT a y person who decides to
390-2122 A y th any decisi
EAST TWO on made
WORKING O by the City Cc any
TO THEM YS PRIOR with regard to any matter
ARE A G.
IF YOU any at this meeting
SPEECH PAIRED, recoOR or rd of the proceedings
PLEASE CONT CT THE and for such purpose may
FLORI REL SER- need to ensure that a ver-
VICE USING E FOL- batim record of the
LBIER OWI PH ON NUM- ceedings Is made, pro
(TD+ 1-800- 9 -8770 record Includes the testih
1-800-95 8771 mony and evidence upon
/S/ AROLD A.NOR which the-appeal is to
ba
CO MUNITY SERVI ES March 18 200
DI CTOR Svc...is
March 16,200t
NOTICE OF INTENT
CITY OF DANIA BEACH an Consider
nsider Enactm ntof
NOTICE OF PUBLIC HEAR- -
iPU N ICE Is hereby gl �b
® COMPREHENSIVE LAUSE -ND ml toners of u By m-
Puant
LANAMENDMENT Cc nty, Florida, ward
_ _ to action-125.68 IOrida
A Public Hearing will be at 8 tes, that sal Board
conducted by the Dania Mar hp27.1 on esday,
Beach City Commisslon to Gov nmental Ce te001 r,11S
amend the City of Dania Sout
Beach's Comprehensive Fort Andreae Avenue,
Plan by adopting an en- 33301 ROOM 42 Intends
al Florida
tfrely new-Transportation to co Ides ens tme t of
Element: = an or +Hance,
n; stance f whlC Is ashe afol.
Date:March 27,2001 lows:
Time:7:30 p.m„or as soon An Ordi rice _
thereafter. as. .possible of Coun the Board
Place: City. Commission Of Brow Cc missioners
Room d C unty, Florl-
Danie Beach Administra- Uvltiese a ti e Ing Rapier
ac-
tive Center a 1 _Artlole g Rapter
100 West Dania: Beach ward of the 8ro—
BWd. 1_,.r_,.,.,t Coun Code ofOrdl
Dania Beach nances;a riding Section
33004 —FIO..lrlda 1-260, pr ding for title
and expa g Intent and
Purposes: a 9Intent
For Information about,the tion 1-26 ending Sec-
For Element,-modifyln a d Iding for,
contact the Clty's"Growth deflnitlo deleting
Management Department, Section amending
100 West Dania- Beach for tech ca a providing
Blvd., Dania Beach; Florl- Ing ch contorm-
da,•(954) 924-3645 be- gas lating .to
.tween the hours of 8:00 a. ofglatr Ion and tatement
m;and 4:00 p.m.,Monday Sect ex enses- epealing
-Friday,Interested parties in 263;readopt
ealgnal_i
may appear at the public tips a d readop g g
hearing and be heard with Sectl �61-crest+ anew
res ct to the public hear- for 284,
enaltfes; P ea Ing
Sect n 1-266,Pro bitln
In accordance with 'the call nn types of Co
Americana Wlth DIsa'III- See ton.1-288n unig.
flea Act, g g a new
pereona needIn for record keeping resro poo
f assletance to perticipate sibilitles;providing for ad-
,.° NOTICE F�rrTsu�-
AGENDA REQUEST FORM
--- - CITY OF DANIA BEACH
AGENDA ITEM NO.
a_v
1. DATE OF COMMISSION MEETING: 05/22/01
2. DESCRIPTION OF AGENDA ITEM: TRANSMITTAL OF RESOLUTION ADOPTING THE
CITY OF DANIA BEACH'S TRANSPORTATION'ELEMENT -CONTINUED FROM MAY 8, 2001
REGULAR COMMISSION MEETING
3. COMMISSION ACTION BEING REQUESTED: ADOPTION OF RESOLUTION
4. SUMMARY EXPLANATION & BACKGROUND:
Amendment of the City of Dania Beach's Comprehensive Plan by adopting an entirely new
Transportation Element.
5. ATTACHED EXHIBITS AND ADDITIONAL BACKUP MATERIALS (PLEASE LIST):
STAFF MEMORANDUM
REVISED PAGES FROM TRANSPORTATION ELEMENT:
(III-5; III-6; III-17; IV-1;IV-2; IV-3;IV-4;IV-5; IV-6;IV-7; IV-8)
PUBLIC HEARING NOTICE
• 6. FOR PURCHASING REQUESTS ONLY: Dept: Amount: $
7. REVIEWED AND APPROVED FOR ADDITION ON AGENDA:
Planning and Zoning Advisory Board approved this request at their February 21, 2001 regular
meeting.
Submitted by:
Laurence G. Leeds,AICP, Director Date May 18, 2001
Growth Management Department
City Manager Date
GROWTH MANAGEMENT DEPARTMENT
STAFF REPORT
TO: Jason Nunemaker, City Manager
C. G
FROM: Laurence Leeds, AICP, Director
Growth Management Department
SUBJECT: Draft Transportation Element
DATE: May 22, 2001
The attached underlined lanquage reflects changes to the Transportation Element
recommended by the City's Airport Environmental Consultant. Changes are limited to
the following pages:
1) Data and Analysis (Pages 111-5 and 111-6).
2) Data and Analysis (Page III-17).
3) Goal, Objectives, and Policies: Objective VI and Policies 6.1 to 6.11
r (Pages IV-7 and IV-8).
"Article IV: Goals, Objectives, and Policies" are provided in its entirety.
STAFF RECOMMENDATION
Approval.