HomeMy WebLinkAboutO-2008-008 Transportation Element ORDINANCE NO. 2008-008
AN ORDINANCE OF THE CITY OF DANIA BEACH, FLORIDA,
AMENDING THE TRANSPORTATION ELEMENT OF THE CITY OF
DANIA BEACH COMPREHENSIVE PLAN; PROVIDING FOR ADOPTION
PURSUANT TO SECTION 163.3184, FLORIDA STATUTES; FURTHER,
PROVIDING FOR AN EFFECTIVE DATE.
WHEREAS, the City of Dania Beach ("City") desires to amend the Transportation
Element of its Comprehensive Plan (the "amendment"); and
WHEREAS, the City's Planning and Zoning Board, sitting as the Local Planning
Agency, held a duly advertised public hearing and determined that the amendment is consistent
with the goals and objectives of the City's Comprehensive Plan and, therefore, recommended
approval of the amendment; and
WHEREAS, the City Commission held a duly noticed public hearing regarding the
amendment, and determined that the amendment is in the best interest of the City's public health,
safety and welfare and should be adopted pursuant to Chapter 163, Florida Statutes; and
WHEREAS, the amendment was transmitted to the Department of Community Affairs
on July 20, 2001; and
WHEREAS, the Florida Department of Community Affairs ("DCA") provided an
Objections, Recommendations and Comments report on the amendment on October 4, 2001; and
WHEREAS, the City revised the amendment to address the Objections,
Recommendations and Comments report and additional DCA issues; and
WHEREAS, the City submitted the amendment to DCA for a courtesy review on August
10, 2004; and
WHEREAS, DCA rejected the amendment on July 13, 2005 and directed the City to
revise the amendment to incorporate 2005 legislative directives; and
WHEREAS, the City has worked extensively with DCA to address their issues and
concerns; and
WHEREAS, in December, 2006, DCA confirmed that the City had incorporated all
required revisions into the amendment; and
WHEREAS, the City therefore adopted the amendment on February 14, 2007 and
transmitted it to DCA for compliance review; and
WHEREAS, DCA returned the amendment, directed that the City re-submit the
amendment to the Florida Department of Transportation ("FDOT") for review, and re-adopt the
Element after the City's Evaluation and Appraisal Report ("EAR") was deemed sufficient; and
WHEREAS, on approximately April 30, 2007, DCA found the City's EAR to be
sufficient; and
WHEREAS, the City, at the request of DCA, sought FDOT's review of the amendment
again; and
WHEREAS, FDOT, on January 18, 2008, determined that the City had adequately
addressed its comments.
NOW THEREFORE, BE IT ORDAINED BY THE CITY COMMISSION OF THE
CITY OF DANIA BEACH, FLORIDA:
Section 1. That the amendments to the Transportation Element of the City of Dania
Beach Comprehensive Plan are adopted, and a copy of the Element is attached and incorporated
by this reference.
Section 2. That if any section, clause, sentence or phrase of this Ordinance is for any
reason held invalid or unconstitutional by a court of competent jurisdiction, the holding shall not
affect the validity of the remaining portions of this Ordinance.
2 ORDINANCE#2008-008
Section 3. That all ordinances or parts of ordinances in conflict with the provisions of
this Ordinance are repealed.
Section 4. That the effective date of this amendment shall be after the second reading
and adoption of the amendment by the City Commission and, subsequently, the date a final order
is issued by the Florida Department of Community Affairs finding the amendment to be in
compliance in accordance with Chapter 163, Florida Statutes; or the date a final order is issued
by the Administration Commission finding the amendment to be in compliance in accordance
with Chapter 163, Florida Statutes, whichever occurs first.
PASSED on first reading on February 26, 2008.
PASSED and ADOPTED on second reading March 11, 2008.
, � -- �,
ALBERT C. JO
MAYOR—COMMISSIONER
ATTEST:,
LOUISE STILSON, CMC
CITY CLERK
APPROVED AS TO FORM ND CORRECTNESS:
BY:
THOM S J. N
CITY ATT EY
3 ORDINANCE 42008-008
DRAFT DOCUMENT
September 2006 August 2W February 2008
TRANSPORTATION ELEMENT
OF THE
DANIA BEACH COMPREHENSIVE PLAN
Community Development Department
City of Dania Beach
2211 DRAFT 8 -987Rev. 02.2008
TABLE OF CONTENTS
CHAPTER I HISTORICAL SUMMARY OF COUNTY-WIDE MODELING ANALYSIS 1-1
Introduction 1-1
A. Intergovernmental Coordination 1-2
B. Selecting the Land Use Pattern 1-2
C. Land Use Intensities 1-5
D. Travel Demand Forecasting Model 1-6
E. Preliminary Modeling Results 1-8
F. Final Modeling Results 1-11
G. Future Land Use Implications and Recommendations 1-13
CHAPTER II DATA REQUIREMENTS 11-1
A The Transportation System II-1
1. Roadway Network II-1
2. Public Transit Network 11-9
3. Bicycle Network 11-15
4. Airports and Related Facility Services II-16
5. Intermodal Terminals and Access to Intermodal Facilities II-17
B. Transportation Level of Service Standard II-18
1. Roadway LOS Standards 11-18
2. Concurrency Management System 11-19
CHAPTER III DATA ANALYSIS REQUIREMENTS 111-1
A. Land Use and Transportation Interaction 111-1
1. Growth Trends and Travel Patterns III-1
2. Establishment of Community Redevelopment Area and Local Activity Center Land Use 111-2
Designation
3. Availability of Transportation Facilities and Modes To Serve Existing Land Use 111-2
4. Adequacy of Transportation System for Evacuation 111-4
5. Compatibility of Fort Lauderdale/Hollywood International Airport with Adjacent I11-5
Development in the City of Dania Beach
B. Existing Transportation System Level of Service and System Needs
1. Roadway Network I11-6
2. Public Transit Network 111-7
C. Projected Transportation System Levels of Service and System Needs III-71
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TABLE OF CONTENTS
1. Roadway Network III-78
2. Public Transit Network III-11
3. Bikeways Network III-112
4. Pedestrian Network 111-12-
5. Railways Network III-12-3
6. Intermodal Facilities 111-123
D. Maintaining the Adopted Level of Service Standards 111-134
1. Concurrency Management System. 111-14
2. Transportation System Management 111-14-5
3. Transportation Demand Management 111-156
4. The Florida Intrastate Highway System III-167-
5. Transportation Concurrency Exception Areas 111-179
6. Transit Oriented Concurrency 111-18
E. Consistency Between the Future Transportation Element with Future Land Use Element and 111-189
Other Plans
1. The Future Land Use Element III-189
2. Broward County Land Use Plan 111-1929
3. Long Range Transportation Plan 111-1929
4. Year 2030 Cost Feasible Plan III-20'
5. Florida Department of Transportation Adopted Work Program 111-202
6. Transportation Improvement Program 111-202
7. Port Everglades Master Plan 111-212
8. Tri-County Rail Transit Development Plan 111-212
9. Broward County Bicycle Facilities Network Plan 111-212
10. Broward County Five-Year Pedestrian Facilities Development Program 111-212
11. Fort Lauderdale-Hollywood International Airport 111-213
CHAPTER IV COALS, OBJECTIVES, AND POLICIES IV-1-1
IVA
Objective I IV-10
Objective 11 IV-11
Objective III IV-12
Objective IV IV-14
Objective V IV-14
Objective VI IV-16
Objective VI IV-17
Objective VIII
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TABLE OF CONTENTS
Objective IX IV-17
CHAPTER V V-1
Definitions V-1
Acronyms and Abbreviations V-g
LIST OF TABLES
Table 1-1 PreliminaryResults
suits of 2015 Model Runs
I-9
Table 1-2 Final Results of 2015 Model Runs 1-2
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 11-4
Table 2-4 Strategic Intermodal System / Florida Intrastate Highway System II-5
Table 2-5 Hurricane Evacuation Routes and Other Pertinent Information 11-8
Table 2-6 Bridges Critical to Hurricane Evacuation II-9
Table 2-7 Bus Stop Inventory II-10
Table 2-8 Fixed Public Transit Routes Exceeding the Load Factor One 11-11
Table 2-9 Tri-Rail Feeder Bus Service 11-12
Table 2-10 Local Bus Service 11-13
Table 2-11 Generalized Two-Way Peak Hour Volumes for LOS D 11-19
Table 3-1 2004 Peak Hour Conditions I11-6
Table 3-2 Projected 2015 Peak-Hour Traffic Volume and Capacity III-8
Table 3-3 2030 Peak Hour Conditions 111-99
Table 3-4 Broward County Transportation Improvement Program (FY 2006107 — 111-109
FY 20010/11)
Table 3-5 BCt Transit Service Coverage II!-11
iii
LEST OF HEAPS
Map 2-1 Existing Road and PaFkiRg F' it
n rt C +' Publip T '+ D 'Iv�ayand 'RtePmG421 FaGilities
Map 2-2.1 Broward County Transit Route Map - Existing Routes
Map 2-2.2 Transit Route Coverage Map
Map 2-2.3 Community Bus Route Map
Map 2-3 Existing Major Public Transit Generators And Attractors
Map 2-4 Significant Bikeways
Map 2-5 Ccmmunity Redevelopment Agencv and Local Activity Center
(;apacity
Map 3 2 Future D I-,1' T '+ D 'I r1 I +PPF nr'o1 G +' ssk4aP
_ F
GFS
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Transportation Element
I. HISTORICAL SUMMARY OF COUNTY-WIDE MODELING ANALYSIS
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 a Historical Analysis of County-Wide Transportation Modeling (Section
1), Data and Analysis (Sections II and III), and 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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Transportation Element
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) B., FS. The following TAC subcommittee
consists of representatives from the following cities:
• City of Deerfield Beach
• City of Hallandale Beach
• City of Hollywood
• City of Cooper City
Town of Davie
• City of Plantation
• Broward County Planning Council
• 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. This
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Transportation Element
scenario is 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 FDOT 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 FDOT 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.
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Transportation Element
At the meeting, the subcommittee members present proposed five additional
scenarios for consideration. These scenarios included:
• Scenario 87 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. A municipality
could either add corridors to those already designated by the FDOT or
delete portions of the designated FDOT corridors.
• Scenario 97 Scenarios 5 plus 6
This approach would increase densities and intensities within a '/a 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:
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Transportation Element
• 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 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 '/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.
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.
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Transportation Element
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
Policv, 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
'A 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 '/<
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-
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Transportation Element
stage gravity model. At the most basic level, the typical forecasting model is
structured around the following four sequential steps:
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.
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Transportation Element
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.
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 person trips per day over the
baseline scenario, a 5 percent increase. The corridor intensification scenario of 8
du/ac produced 2,530,863 additional person 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.
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Transportation Element
Table 1:-9
Prelimina Results of 2015 Model Runs
Cltaracteristic Baseline Nodes Corridors
Total Person Trips/Day 5,212,253 5,474,005 7,743,116
Intrazonal Person Trips/day 153,888 163,702 274,462
Mode Split (includes Tri-Rail) 1.51 1.41 1.26
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, 199B.
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.
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.
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Transportation Element
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 '/4
mile of a bus stop. The '/4 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,
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
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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. The sixth run mode split for the corridor scenario after
adjusting population total was 1.62, 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
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Transportation Element
intensification scenario produced 1,926,219 total person trips per day over the
baseline scenario, a 37 percent increase over baseline.
Table 9-2
Final Results of 2015 Model € uns
Character'sstic Baseline Nodes Corrldors
Total Person Trips/Day 5,212,253 5,565,885 7,138,472
Intrazonal Person Trips/day 153,888 167.252 249,678
Mode Split (includes Tri-Rail) 1.51 1.61 1.63
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 Gounty I ransporidion planning Division,i e9
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.
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
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Transportation Element
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.
• 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:
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Transportation Element
• 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.
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.
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Transportation Element
11. 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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Transportation Element
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. A map depicting the roadways within the City that are
utilized to achieve the mobility goals for the community and the number of
lanes on each facility is provided as Map 2-1.
Functional classification and maintenance responsibilities 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. Table 2-1 depicts the federal functional
classification system for urban roadways. These classifications are
defined in Section V of this Element.
Table 2-'I
Federal Functional Classification System'
Urban
Principal Arterial
Minor Arterial
Collector
Local
Source: Highway Functional Classification COnce is Criteria and
Procedures, Federal Hi hway Administration.
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. All limited access
highways and roads that connect urbanized areas are considered to serve
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Transportation Element
several trip purposes, and thus are classified as principal arterial roads. 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.
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 Arterial
intermodal facilities
Access to major public facilities Arterial
Interconnection of ma or 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 Local
destinations and nearest road on the primary network
composed of arterial and collector roads
Source: Highway Functional Classifcation Concepts criteria and Procedures, Federal Highway Administration.
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Transportation Element
The functional classification and maintenance responsibility as major
roadways in the City of Dania Beach is provided in Table 2-3.
TABLE 2-3:
Functional Classification and Maintenance Responsibility of Major
Dania each Roadways
Roadway Classification Maintenance Responsibility
1-95 Principal Arterial Florida Department of Transportation
1-595 Principal Arterial Florida Department of Transportation
S.R. 84 Principal Minor Florida Department of Transportation
Arterial
Griffin Road Principal Arterial Florida Department of Transportation
U.S. 1 Principal Arterial Florida Department of Transportation
Stirling Road PPiae{pal Minor Florida Department of Transportation
Arterial
Sheridan Street Minor Arterial Florida Department of Transportation
Dania Beach Blvd. Minor Arterial Florida Department of Transportation
Dixie Highway Collector Broward County
Ravenswood/Anglers Collector Broward County
Avenue
Old Griffin Road Collector Broward County
Bryan Road Collector Broward County
S.E. 5th Avenue Collector Broward County
22nd 27th Avenue Collector Broward County
S.W. 40th Avenue I Collector City of Dania Beach
Source:Broward County Highway Functional Classifications, Broward County Department of Transportation Planning
The maintenance responsibility of the roadway system is shared by Federal,
State, County, and municipal governments.
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Transportation Element
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, Existing Roads and Pi;Pkiinig Fa 'tss, shouts the existing
maintenance responsibility for roadways located within Dania
Beach.
Florida Intrastate Highway System. Section 334.03, FS, defines the "Florida
Intrastate Highway System" (FINS) 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.
State legislation
enacted in 2004 has created a Strategic Intermodal System (SIS) that is a
re ional network of transportation facilities including the FIHS roadway
component SIS/FIHS 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 (FINS) that are located
within Dania Beach.
Table-2-4
Strategic Intermodal System (SM
Florida Intrastate Highway System (FIHS)
SIS f FENS Roadway Segments Centerline
Footage
Roadways
Interstate95 Hollywood (north city limits) to vicinity 10,000+feet
of the airport
Interstate 595 1-95 west to Dania Beach city limits 3,600+ feet
Total 13,500+ feet
Source: Florida Department of Transportation,
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/1-95 Interchange, all of the Griffin Road/1-95 Interchange and
a portion of the 1-595/1-95 Interchange are located within Dania Beach.
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Transportation Element
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.
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. This dedication can also be obtained during site plan other
development permit processes. Objective VIII and related implementing
policies address right-of-way protection and preservation.
Current
ly 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 84 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.
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Transportation Element
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. 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 parking facilities 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. Parking facilities that meet these
definitions are depicted on Map 2-1. The closest facility to Dania Beach
that meets these definitions is Fort Lauderdale Hollywood International
Airport which has over 8,000 spaces for long and short term parking. The
Sportsman Park Tri-Rail station also provides long and short term parking
for approximately 180 vehicles. The Dania Jai Alai fronton on Dania Beach
parking facility in close proximity to the
r significant g tY
Boulevard is another P
Bou 9
downtown area. Parking policies at these facilities are determined by the
respective owners. Two centrally located city-owned facilities with
significant parking include city hall (100 spaces) and Frost Park (130
spaces). In addition, approximately 100 on-street parking spaces exist in
the downtown area. The City maintains and implements land development
regulations that require new development and redevelopment to provide
adequate on-site parking for all uses.
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.
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Transportation Element
Crash Indicators
The City Police Department (Broward Sheriffs Office) supplies the Florida
Department of Highway Safety (FDHS) with accident data collected in the
City. Accident data is also compiled by the State Highway Patrol and other
municipal police departments. The City supports legislation which
establishes a consistent statewide road safety database that would be
readily available to municipalities and the public so that the appropriate
agencies could be better prepared to correct safety problems.
The City continues to support efforts by FDOT and Broward County to
identify, fund and construct improvements to reduce the number of
accidents.
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
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. Persons east of Federal Highway that are to be evacuated during a
Hurricane need not cross bridges to the mainland. The designated
roadway facilities utilized to evacuate the coastal populations 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. All bridges crossing the
Intracoastal Waterway are moveable bascule bridges as identified on
Table 2-6.
Table 2-5
Hurricane Evacuation Routes and Other Pertinent Information
Route „ General Area Served for Evacuation Lanes: SR A1A to US 1
Dania Beach Blvd. Dania Beach Blvd. to Sheridan Street 4 & 6 lanes
Sheridan Street Dania Beach Blvd. To Hollywood Blvd. 4 lanes
Source:South Florida Regional Hu-ricane Evacuation Study,South Florida Regional Planning Council.
II - 8
Transportation Element
In addition to routes identified in the SFRPC Study, huo other existing roadways
also provide access from Dania Beach Boulevard to 1-95. These are "Dania
Beach Boulevard to Stirling Road" and "Dania Beach Boulevard to Griffin Road."
Both Griffin / Stirling Roads are six lane arterials located closer to Dania Beach
Boulevard than Sheridan Street.
Table 2-6
Bridges Critical to Hurricane Evacuation
Bridge Name Length and Deck Width C 'osed Clearance
Mn Feet in Feet
Dania Beach Blvd. Bridge
495/59 18
Sheridan Street Bridge 354i57 22
Source:Broward Comry Emergency Management Division,Transportation Planning Division,FDOT,and US Chart Series.
2. Public Transit Network
Map 2-2.1, the 2007-i-9- 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. There are no
terminals or transfer stations in the City of Dania Beach.
Ri h s-Of-Wav 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 bus bays. 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 bus bays is
also obtained through the platting process.
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 currently the only exclusive
public transportation corridor in Dania Beach and all of Broward County.
The City of Dania Beach, in conjunction with the SFRPC and other
11 - 9
Transportation Element
eastern cities, are studying the feasibility of introducing
passenger/commuter rail traffic on the Florida East Coast railway.
Public Transit Vehicles. Broward County Transit's (`BCt") 1997 2005
vehicle inventory consists of 2-Q 275 full-size transit coaches, each with
seating capacities of 44 48 40-42persons. 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 BCt 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.
Table 24
Bus Stop Inventory
Stops Benches Shefters Bays Trash
141 49 I5 12 21
Source: Broward County Transit Development Master Plan 2005-21no
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,
If - 10
Transportation Element
intercounty service, and other services. Map 2-2.1, Broward County
Transit Routes, shows the existing fixed public transit routes.
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 40 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 City of Dania Beach is currently served by several BCt fixed routes
including Routes 1, 3, 4, 6, 12, 15, and 17. These routes, in conjunction
with the Community Shuttle, provide transit coverage to over 80% of the
area in the City as reflected in Map 2-2.2, Transit Route Coverage Map.
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 2-8 shows there is one transit route that achieves the load factor of
one (1) during peak hours within Dania Beach. With only one of many
transit routes that serve operating at capacity, there is generally adequate
capacity in the current BCt system to accommodate additional riders who
live and work in Dania Beach. With respect to Route No. 1 (US 1), the City
supports BCt efforts to expand capacity, increase operating hours, and
reduce headways.
Table 2-3
Fixed Public Transit Routes Exceeding the Load.Factor One
Roadway Segment Route No.
US 1 from Broward Terminal (Ft. Laud) to Aventura Mall 1
Source: Broward County Congestion Management System: Performance Evalua`.i�n and IJonitoring, Broward
County Transportation Planning Division.
II - 11
Transportation Element
Express Bus Services There is not any express bus service currently
serving the City of Dania Beach.
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 2-9.
Table 2-9 -
Tri-Rail Feeder Bus Service
Station Name Route's Main Roadwa s Vehieles
Ft. Lauderdale Airport Griffin Road and Ravenswood Road 3
Source:Train Schedule and System Information,Tri-County Commuter Rail Authority.
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. Under this contract, the
City leases ADA accessible minibuses from BCt for $10 per year. BCt
pays an annual stipend to assist in the maintenance and operation of the
vehicles. The mini buses have a capacity of 16 passenger vehicles and all
are wheel chair accessible. The City staff work closely with BCt and
citizens to design route alignments and operating characteristics. The
Community Bus Service, while a fixed route facility, can be modified by the
City based on citizen user demand and capacity. The City periodically
evaluates the Community Bus System in conjunction with BCt to assess
ridership rates and identify system improvements.
The City currently operates tu,P) three community bus service routes.
These routes are identified on Map 2-2.3, Community Bus route Map.
While the service is designed to provide local bus service, another
function is to provide access to the regional transit system as�dell;
including Tri-Rail
The routes are designed to provide links with BCt Routes. These links
provide those who live and work in the City who are not served by BCt
fixed route service with access to the regional transit system. Hours of
operation are Monday through Friday from 9 am to 5 pm. The community
bus service operates on 40 minute headways.
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Transportation Element
Total transit coverage area in the City is over 80% including the BCt and
the Community Bus service. See Map 2-2.2.
Table 2-10
Local Community Bus Service
Average Route's Main Roadways Vehicles
Headway
4 60 Minutes East Route: City Beach, SR A1A, 2
4 60 Minutes Dania Beach Boulevard, SE 3Id Avenue, S.E. 5'h
Avenue
60 Minutes West Route: Dania Beach Boulevard, NW 2ntl
Street, Bryan Road, Oakwood Boulevard. West of I-
95 between Griffin Rd and Stirling Rd along Anoler's
Ave Park Rd, SW 53 St. and SW 31 Ave.
6'idanh�&V it�c�EB&MCI i-C19A
Source:City of-Dania Beach,Community Bus Sawicz.
Demand ResDonsive 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. 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.
Intercounty Services. BCt fixed routes provide intercounty service to Miami
Dade and Palm Beach Counties. Route 1 which runs from the Broward
Downtown terminal to the Aventura Mall travels through the City of Dania
Beach along US1. BCt routes also connect with Palm Beach County's
transit system at the Boca Town Center and Mizner Park Developments in
the City of Boca Raton.
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 pubic transportation corridors
The purpose of corridor designation and subsequent planning is to relieve
congestion by increasing people carrying capacity through the use of high
II - 13
Transportation Element
occupancy vehicles. FDOT has identified seven designated public
transportation corridors in Broward County. The Tri-Rail corridor is the
only currently designated public transportation corridor in the City of Dania
Beach. Details about the corridor, including justifications are provided in
the public transportation corridor reports prepared by FDOT. The City of
Dania Beach, in conjunction with the SFRPC and other eastern cities, are
studying the feasibility of introducing passenger rail traffic on the Florida
East Coast railway.
The Tri-Rail corridor travels through the City of Dania Beach along the
west side of 1-95. The current and future land use plan designations along
the corridor are generally compatible with the transit corridor and include
nonresidential uses such as commercial, industrial and FLL. The Dania
Beach Tri-Rail station is located on Griffin Road and is an integral part of
the Sportsman Park retail and entertainment center. In order to further
enhance the attractiveness of the Tri-Rail system and improve the linkage
between land uses and transit service, residential uses should be
developed at and around the Tri-Rail stations, where appropriate, to
create an urban village development pattern.
In order to promote and protect this public transportation corridor, the City
will continue to coordinate with Broward County Planning Council, FDOT
and the MPO along with other municipalities to establish a transit oriented
corridor overlay zoning district as a means of promoting public transit use
and reducing the impact on the Florida Interstate Highway System.
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
II - 14
Transportation Element
five (5) percent of all TAZs within Broward County. The major public transit
generator and attractor TAZs are displayed in Map 2-3.
Other activity centers in and adjacent to the City are provided below:
AeUvity Center Activity Type.
I
y Hall Employment
nia Jai Alai Fronton Recreation
nia Beach Recreation
John U Lloyd State Park Recreation
Outdoor World/Sportsman Park Shopping Museum
All of these activity centers are served by BCt or Community Bus routes.
e. Safety
(Broward County Transit: BCt) 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".
Security detail and surveillance. BCt has a security detail composed of
Broward County Sheriff deputies. Additionally, all new buses purchased
are equipped with security cameras.
Hurricane evacuation. BCt provides 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.
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Transportation Element
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 &8 299 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 S.E. 5th Avenue, between
Sheridan Street and East Dania Beach Boulevard. There is a substandard
bike lane in Dania Beach Boulevard from S.E. 5th Avenue to the public
beach across the '�gtRI Intracoastal waterway. Upgrading this
facility is addressed in Objective 1, Policy 1-16.
Bicycle transport
rt racks. Bic cle transp
ort'art 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.
Repair. 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.
4. Airports and Related Facility Services
Civil aviation activities can be subdivided into passenger air carrier, air cargo,
and general aviation facilities. Broward County owns, operates and maintains
the Fort Lauderdale/Hollywood International Airport (FLL) which is located
immediately adjacent to the corporate limits of the City of Dania Beach. FLL is
a regional facility that serves international and domestic air carriers. It
occupies a site of 1,718 acres located south of 1-595 and north of Griffin
Road. The airport is accessible by roadway (from 1-95, 1-595, Griffin Road and
US-1), by Tri-Rail shuttle service and by a BCt bus route.
II - 16
Transportation Element
The aifeld consists of three active runways and supporting taxi ways and taxi
lanes. The southern runway is a utility runway, designed for use by general
aviation and commuter aircrafts. The other runways are designed to
accommodate air carrier aircraft.
The existing terminal complex includes three terminal building units with five
concourses. The terminals provide facilities to accommodate passengers and
their baggage including ticket counter; passenger waiting areas, baggage
claim, baggage handling, concessions, customs and immigration, as well as
airline operations base. The terminals combined exceed 900,000 square feet.
Parking structure and surface parking lots accommodate short and long term
parking for over 10,000 vehicles.
FLL has experienced significant growth in recent years and future growth is
projected. Due to the scale and activity at FLL, one of the City's biggest
challenges regarding transportation and land use planning is to ensure that
future expansion on the airport is consistent and compatible with established
30+ year old residential neighborhoods adjacent to the airport. To assure that
airport and airfield development is compatible with established residential
development abutting the airport, city staff and elected officials participate in
the planning processes related to FLL.
5. Intermodal Terminals and Access to Intermodal Facilities
An intermodal facility is a facility designed to relate to two or more modes of
transportation using single or closely related transportation facility and
service.
FDOT's Corridor Management Procedure defines it as the provision of
connections between different transportation 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. For
purposes of this Transportation Element only passenger intermodal facilities
are addressed.
Intermodal facilities include terminals, high-occupancy vehicle (HOV) lanes
and park-and-ride facilities. Intermodal facilities that serve Dania Beach
include the Sportsman Park Tri-Rail station and the Fort Lauderdale
Hollywood international Airport (FLL). FLL is served by roadways, rail and
transit service which makes it a primary intermodal facility in the region. The
Sportsman Park Tri-Rail station is the closest to FLL and shuttle service is
provided to connect Tri-Rail to FLL. Plans are currently being developed by
II - 17
Transportation Element
Broward County to expand the intermodal connections at FILL with a rail
facility that will link FLL with Port Everglades.
B. TRANSPORTATION LEVEL OF SERVICE STANDARD
Florida law requires transportation level of service standards be adopted for
roads and public transit facilities within the local government's jurisdiction.
1. Roadway LOS Standards
The roadwaylevel of service LOS(LOS) standard is a qualitative assessment of
the road user's
perception of the quality of flow of traffic. The L q ty OS standard is
represented by a letter scale "A" through "F," with "A" being the most
favorable conditions and "F" being the least favorable. The LOS is measured
by dividing the number of vehicle trips (i.e., volume) on the facility by the
capacity of that facility. While this is the most prevalent LOS standard, other
standards could be employed. This includes LOS standards based on the
number of person trips, vehicle miles traveled, vehicle hours traveled, or
average speed can be used.
a. Strategic Intermodal System (SiS) / Florida Intrastate Highway System.
Rule 9J-5.0055(2)(c), FAC, requires local governments to adopt the LOS
standards established by the Florida Department of Transportation by rule
for facilities on the Flopide + +^+e MighwaY SIS / kFIHS). The
only SIS/FINS roadways in Dania Beach are 1-95 and 1-595.
ROADWAY LINK TWO-WAY PEAK ° LANESr
HOUR-VOLUMES
I-95 Miami Dade Coun to 1-595 14,300 10
I-595 SR 7 to US 1 8,500 3
b. Roadway LOS standard exemptions. The Florida Statues allow local and
county governments to adopt a number of exceptions to the traffic
concurrency requirements. The exceptions apply to geographic areas
(e.g., transportation concurrency exception areas), to specific roadway
segments (e.g., constrained roadways), and to specific developments
(e.g., de minimis impacts).
The entire City was located within the Broward County Urban Infill
Transportation Concurrency Exception Area which allowed development
to proceed in infill areas without meeting the concurrency standards. The
TCEA (adopted in 1995) extends from the Atlantic Ocean to Florida's
Turnpike in the southern half of Broward County.
Broward County has replaced the TCEA with Transit Oriented
Concurrency (TOC). The City of Dania Beach is incorporating TOC into its
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Transportation Element
Comprehensive Plan.
c. Other non-local and non-municipal roadways. Rule 9J-5.0055(2) (c), FAC,
requires local governments to adopt LOS standards for county and state
roads. While the City of Dania Beach has adopted the generalized two-
way peak hour volumes for Florida's Urbanized Areas at the LOS `Y
standard as shown in Table 2-11, the City of Dania Beach addresses and
establishes the LOS within Transit Oriented Concurrency.
Table 2-11
Generalized Two-Way Peak Flour Vol uiimes for LOS D
Lanes 2-lane 44ane 64ana Vane 10 Div. 12
Undiv. Div. Diva Div. lanes
State 2-way Arterials 1,720 5,870 8,810
Uninterrupted Flow
Interrupted Flow 1,560 3,390 5,080 6,440
Class 1 (0 to1.99)
Interrupted Flow 1,460 3,110 4,680 6,060
Class 11 (2.0 to 4.5)
Interrupted Flow 1,200 2,750 4,240 5,580
Class III
Freeways, Group 1 --- 6,510 10,050 13,600 17,160 20,710
Freeways, Group 2 --- 6,250 9,640 13,420 16,980 20,560
Non-State Roadvdays 1,390 2,950 4,450 --- --- ---
Ma or Cit /Count Rd
Other Signalized Rds. 950 2,070 --- -
1 Source: Level of Service Handbook,Table 4�, Fbrida Department of Transportation.
2. Concurrency Management System
The Community Development Department implements the Concurrency
Management System (CMS) as it relates to municipal roadways. The Broward
County Department of Environmental Protection implements the CMS for
County and State roadways. The CMS provides a development order or
permit shall be issued when a roadway exceeds the applicable adopted LOS
standard provided one or more of the following mitigation measures apply:
1). The proposed development does not place any trips on, or create any,
overcapacity links within the impact area. The impact area consists of all
property within the impact distance of the boundary of the proposed
development site, where the impact distance is defined below:
11 - 19
Transportation Element
Pro "osed Use: im; act Distance dies};
Church 1
Commercial less tha n 200,000 square feet GFA
1
Commercial, between 200,000 & 1 million sq ft GFA 2
Commercial, reater than 1 million square feet GFA 3
Commercial recreation 1
r
munity Facilityaretrial /Warehouse 1 2
ftResiidentia
2
1
2
ajourism Facility 3
1 5
1
Proposed developments with mixed use wiil be assigned the impact
distance from the above table that is closest to the weighted average of
impact distances of the individual uses in the proposed development, with
the weights based on trips generated. Traffic studies submitted by an
applicant shall be considered in reaching this determination.
2). The proposed development places trips on, or creates overcapacity links
within the impact area but one of the following conditions applies:
a. There is an approved action plan to accommodate the traffic impact
of the development; or
b. The necessary improvements to provide the applicable level of
service are either under construction or are the subject of a
executed contract for the immediate implementation of the
improvements at the time the permit is issued; or
c. The necessary improvements to provide the applicable level of
service have been included in the first two (2) years of the adopted
municipal, state or county schedule of transportation improvements
and the applicable government entity makes a determination that a
binding contract for the implementation of said improvements will
be executed no later than the final day of the second fiscal year of
the original schedule; provided, however, that for an improvement
to a FINS facility, inclusion in the third year of the adopted state
program may also be acceptable; or
II - 20
Transportation Element
d. The necessary improvements for the applicable LOS are provided
for in an enforceable development agreement and will be available
prior to certificates of occupancy that require those facilities. An
enforceable development agreement may include, but is not limited
to, development agreements pursuant to section 163.3220, Florida
Statutes; or
e. The development permit will be issued in accordance with, and as
authorized by, an approved Florida Quality Development (FQD) or
Development of Regional Impact (DRI) development order which
development order was either issued prior to the adoption of the
1989 Broward County Comprehensive Plan or was issued after
being reviewed for concurrency; or
f. The proposed development is found to have vested rights with
regard to any affected road segment in accordance with the
provisions of Chapter 163, Part II, Florida Statutes, or a common
law vested rights determination made as to that road segment in
accordance with Section 5-181(I) of this Article. The proposed
development must meet concurrency for any road segment for
which a vested rights determination has not been made; or
g. The proposed development meets the de minimis criteria.
h. The proposed development is within an area designated on the
Broward County Land Use Plan for urban infill, urban
redevelopment or downtown revitalization transportation
concurrency area.
i. The proposed development would promote public transportation.
Specifically, the proposed development is either:
(ii) a public transit capital facility, including transit terminals,
lines, shelters and stations; or
(iii) an office building or office project that includes fixed-rail
or transit terminals as part of the building
This cMS was modified from the one that was adopted in the City's
previous Traffic Circulation Element. The revisions will be
incorporated in the City's Land Development Code by—Pe�,
2PCRas stated in Policy 1.29. Policy 1.254 addresses coordination
with Broward County concerning overcapacity roadways segments
and roadway segments approaching capacity.
11 - 21
Transportation Element
III. DATA ANALYSIS REQUIREMENTS
The Transportation Element is based upon the following series of analysis: land use
and transportation system interaction;
P Y n, existing and projected transportation level P 1 p of
service ands stem needs including existing
Y g and projected intermodal 9 P 1 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 INTERACTION
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 1-95 through Broward County provided Dania Beach with greatly
enhanced roadway access. More recent growth in Broward County has been
westward following the opening of lands 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
Ill -
1
Transportation Element
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. Establishment of Community Redevelopment Area and Local Activity
Center Land Use Designation
In April 2004, the Broward County Commission approved the City of Dania
Beach Community Redevelopment Area ("CRA") Plan for a 500 acre CPA to
include commercial properties along the US 1 corridor, the Dania Beach
Boulevard Corridor, as well as the central business district surrounding city
hall. Also in 2004, both Broward County and DCA approved the City's 150
acre "Local Activity Center" land use plan amendment designation within the
urban core of the CRA (See Map 3-4 22=5). Both the CRA and LAC land use
designations are intended to foster redevelopment of Dania Beach's 100 year
old business district as a mixed-use pedestrian friendly urban village
incorporating Transit-Oriented-Design (TOD) to increase transit usage and
reduce reliance on single occupancy vehicle usage.
3. 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
111 - 2
Transportation Element
studies showing a person would walk up to %< mile to access the public
transit network. The level of service standard adopted by Broward County
for public transit is to maintain a 70 percent peak hour functional coverage
for residential and employment areas. Data provided in Section C below
indicates that these standards are met and there are no transit
concurrency deficiencies in the County-wide transit system. Route
coverage maps provided as Map 2-2.2 indicate that over 80 percent of the
City is currently served by the Broward County transit system and the
Community Bus Service, The City continues to coordinate with the MPO
and BCt to expand and enhance transit service in the City. The City is
committed to providing the Community Bus Service in conjunction with
Broward County to serve these areas of the City that are not within the
BCt fixed route service coverage area.
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.
c. Bikeways Network
As previously described, the bikeway system in Dania Beach is limited
and deficient, especially along state roads. The City continues to work with
FDOT (who has sole jurisdiction over state roads) to obtain funding for
bike lane improvements, particularly along Dania Beach Boulevard
between Downtown and the Beach. The City also requires the addition of
bike paths and bike lanes along all state roads scheduled for resurfacing
or reconstruction.
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.
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.
III - 3
Transportation Element
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. Also, in 1997, BCt began receiving Congestion
Mitigation and Air Quality funds to equip the entire fleet of buses with
bicycle racks.
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 '/< mile or 1,320 feet.
While this distance is the industry standard, 95% of the Local Activity
Center and 75% of the CPA is located within 500 feet of a transit stop.
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. The City
requests the addition of bike paths and bike lanes along all state roads
scheduled for resurfacing or reconstruction.
4. Adequacy of Transportation System for Evacuation
p y
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 of Federal Highway that are to be
evacuated during a Hurricane need not cross bridges to the mainland.
Thus, evacuation for a Hurricane event is significantly less difficult for
Dania Beach than it is for most coastal communities.
b. Transportation and Hazard Constraints on Routes
Again, due to the fact that Dania Beach residents are not required to cross
bridges to the mainland in order to evacuate there are not the constraints
faced by other communities.
c. Evacuation Time
The Hurricane Evacuation Study conducted by the South Florida Regional
Planning Council estimates that residents having to evacuate from the
III - 4
Transportation Element
barrier islands using Dania Beach Boulevard could do so in about 3.5
hours. Dania Beach residents will be able to evacuate in significantly less
time. Again, the Dania Beach hurricane evacuation time is significantly
less as a result of not having to deal with the bridge constraint issue.
5. 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 industrial
land, car rental facilities, manufacturing and warehouses. Properties to the
south and west of the airport are made up of established single-family,
residential neighborhoods. In the case of Dania Beach:
1) Airport development has been relatively recent in the City's history,
2) Airport development has occurred subsequent to development of nearby
residential properties, and
3) Airport development is often is incompatible with adjacent uses.
While acknowledging the airports presence as a major transportation facility,
the City's first concern is too assure that airport expansion and development
does not adversely affect existing residential development or the city's fiscal
ability to provide municipal services.
Accessibility. Residents of the City and the Tri-County area can access the
airport through a number of modes of transportation.
Local access to the airport is primarily by road from U.S. Route 1, which has
east west connections via 1-595 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. With the convergence of these modes of transportation,
the airport is a primary multi-modal transportation facility.
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
III - 5
Transportation Element
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—Table 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 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. ?3
Table 3-14 depicts the existing levels of service based on p.m. peak hour
traffic counts derived from the TRIPS model. TI-iis d "'
Table 3'-1
2004— Peak Hour Conditions
Road INo Lanes Volume Capacity LOS
SHERIDAN STREET 2 534 3,110 D
East of Dixie Highway 4
East of US 1 4 2,748 3,390 B
STIRLI�AD East of SR 7 6 4,272 4,680 D
East of Park Road 6 4,254 4,680 D
East of 1-95 6 3,937 4,680 D
DANIA BEACH BLVD
East of US 1 4 1,991 3,390 B
East of NE 2"d Avenue 6 1,592 5,080 B1,193 3,390 B
East of Gulfstream Road 4
GRIFFIN AD 3,756 4,680 C
East of SR 7 6 4,680 C
East of 1-95 6 2,489
RAV of Stirling o
ENSWOOD ROAD 1,066 1,390 D
North R ad 2 1,047 1,390 D
North of Griffin Road 2
i-595 inn 5n 1^^ 3n_ S F
East of I-95 8
14,238 13.420
i-95 F
North of Sheridan Street 10 21,038 16,980 F
North of Stirling Road 10 20,808 16,980 F
North of Griffin Road 10
IN - 6
Transportation Element
US 1 19,890 16,980
North of Sheridan Street 4 F
North of Stirling Road 4 3,526 3,110 F
North of Griffin Road 6 4,096 3,110 F
6,015 5,080
Source:MP0 Roadway Level of Service Analysis for Years 20D4 and 2030
2. Public Transit Network
The City;'s Plan shall establish the following transportation level of service
(LOS) standards:
• Within transit oriented concurrency districts, the
transportation LOS standards, for the purpose of issuing
development orders and permits, are to achieve and maintain
the following by FY 2009:
Southeast District —Achieve headways of 30 minutes or less
on 80% of routes. Establish at least one neighborhood
transit center. Establish at least one additional bus route.
Establish at least one additional community bus route.
Overall — Increase number of bus stop shelters by 3011/o.
Map 2-2.2 displays the coverage currently provided to the City by BCt and the
Community Bus Service. It is estimated that the City actually enjoys
Functional Coverage rate of greater than 802 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 and
2030 Long Range Plan Needs Assessment.
III - 7
Transportation Element
Table 3-2 below documents the projected peak hour level of service for 2015.
The volumes in Table 3-2 are based on the Broward County Land Use Plan
which establishes a future land use map designation for all properties within
Broward County. Because of this land use coordination process, the data in
Table 3-2 also reflects the current City Dania Land Use Plan.
Table 3-2
Projected 2015 Peak Hour Traffic Volume and Capacity
'p
t J 2015 Peak Hour 'I 2015 Peak Hour
Roadway Link Volume Ca`aci 2015 LOS
Sheridan Street E of Dixie Hwy 2,416 2,620 D
E of US 1 1,392 3,320 B
Stirling Rd E of SR 7 j 3,473 4,420 D
E of Park Rd 5,372 4,420 F
E of 1-95 6,798 3,750 F
Dania Bch Blvd E of US 1 1,949 3,320 B
E of NE 2 Ave 1,621 3,320 B
E of Gulfstream Rd 1,234 31320 D
Tigertall Blvd E of Ravenswood Rd 872 930
Griffin Rd E of SR 7 5,379 5,000 F
E of 1-95 5,771 4,420 D
Taylor Rd E of US 1 541 930 F
Ravenswood Rd N of Stirling Rd 2,290 2,060
N of Griffin Rd 2,131 2,060 E
1-595 East of 1-95 N/A N/A NIA
N of Sheridan St 24,512 14,300 F
1-95 F
N of Stirling Rd 23,385 14,300 i
N of Griffin Rd 23,832 14,300 F
US 1 N or Sheridan St 4,261 3,320 F
N of Stirling Rd 7,358 1 2,690 F
N of Griffin Rd 5 000 i 5,000 F
Source: Broward County Department of Planning and Environmental Protection,
Metropolitan Planning organization.
III - 8
Transportation Element
Table 3-3 below reflects the projected peak hour conditions for level of service for
2030.
Table 3-3
2030-Peak Hoar Conditions
Road No. Volume Capacity LOS
Lanes
SHERIDAN STREET
East of Dixie Highway 6 3,506 3,107 C
East of US 1 4 2,946 3,107 C
STIRLING ROAD
East of SR 7 6 5,365 4,674 F
East of Park Road 6 4,871 4,674 E
East of 1-95 6 4,341 4,674 D
DANIA BEACH BLVD
East of US 1 4 2,757 3,392 B
East of NE 2"d Avenue 6 2,196 3,392 B
East of Gulfstream Road 4 1,756 3,392 B
GRIFFIN ROAD
East of SR 7 6 4,995 4.674 F
East of 1-95 6 4,889 4.674 E
RAVENSWOOD ROAD
North of Stirling Road 4 2,524 2,955 D
North of Griffin Road 4 1,374 2,955 C
1-595
East of 1-95 8 47-r '^T^,309 13.600 E
14.480
t-95
North of Sheridan Street 17,347 F
North of Stirling Road 10 33,336 17,347 F
North of Griffin Road 10 33,601 17,347 F
10 30,202
us 1
North of Sheridan Street 3,107 F
North of Stirling Road 4 3,946 3,107 F
North of Griffin Road 4 3,806 5,083 F
6 5,516
Source: MPO Roadway Level of Service Analysis for Years 2004 and 2030
111 - 9
Transportation Element
Table 3-4 below reflects the improvements in the Broward County
Transportation Improvement Program FY 2007 — FY 2011 that benefit the
City of Dania Beach.
Table 3-4
Broward County Transportation Improvement Program
Protect Limits Type of Work I Schedule
Ravenswood Rd Griffin Rd. to Stirling Rd Add 2L (4LD)
2007
US 1 NW 3 St. to City Limit Bike Path 2008
I
Source:Broward County Transportation Improvement Program FY 20D7 - FY 2011, Broward County
Department of Planning and Environmental Protection, Metropolitan Planning Organization.
Even with these improvements, portions of Griffin, Stirling, and US 1 will operate
at an unacceptable LOS in the year 2030 due to the following reasons:
1). Griffin and Stirling Road, due to their proximity to 1-95, 1-595, and Fort
Lauderdale International Airport, serve primarily east/west commuter
traffic in south and central Broward that neither originates nor terminates
in Dania Beach. U.S. 1, due to it proximity to 1-595, Fort Lauderdale
International Airport, and the cities of Fort Lauderdale and Hollywood,
serves primarily north/south traffic that neither originates nor terminates in
Dania Beach. Because most of the traffic using U.S. 1, Griffin, and Stirling
are external to Dania Beach, the city has limited control over the projected
increases in traffic on these facilities.
22. Griffin, Stirling and U.S. 1 are constrained facilities. As such, additional
Fight-of-way can only be acquired though condemnation of commercial
properties abutting these roads. Neither FDOT nor the MPO has identified
any funding for this purpose in the current Long Range (20 year)
Transportation Plan. Even if funded, the acquisition of commercial land for
roadway expansion along U.S. 1 would result in an substantial loss of tax
base, render many properties unusable, and significantly reduce
redevelopment potential.
3). A previous FDOT proposal to create an alternate U.S. 1 by extending
Dixie Highway from Sheridan Street north to Old Griffin Road was rejected
by the City Commission in the mid-1990's due to neighborhood impact
concerns.
III - 10
Transportation Element
Due to these circumstances, the City is implementing Transit Oriented
Concurrency and works closely with the Broward County MPO and FDOT to
identify alternative transportation solutions to improve
P p the efficiency of the
existing roadway network and focus on transit improvements to
p alleviate
existing and potential congestion. The City cannot implement traffic or transit
related improvements without the support and funding assistance of these
agencies.
Policy 4.1 provides for the Citysupport Broward Co to ort PP unty's programs to
study constrained roadways so as to provide for an adequate level of service
and to improve mobility.
2. Public Transit Network
Map 2 2.2 2_2 reflects the BCt transit service coverage area in the City of
Dania Beach. Data provided in Table 3-5 demonstrate that 65 80% of the
total area of the City is served by BCt transit.
Table 3-5
BCt Transit Service Coverage
Population Square Mileage # of Bus Routes # of Bess Stoics % Area Served
27,000 7.8 7 141 82 80
Source: Broward County Transit Development Plan,2005-2009
The TOC LOS standards adopted with this Element will further enhance these
facilities.
Another important area of public transit service is to accommodate the special
needs of the transportation disadvantaged. These needs are documented in
the Broward County Transportation Disadvantaged Service Plan 2004. The
City of Dania Beach continues to work closely with the MPO and BCt to
maintain and improve the transit level of service in the City in order to improve
overall mobility.
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.
III - 11
Transportation Element
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.
Because most bikeway deficiencies are located within FDOT right-of-way (ie,
Dania Beach Boulevard to Beach), the City cannot implement bikeway
system improvements without the support and financial assistance of the
Florida Department of Transportation.
Policies 1-11 through 1.16 further the above initiatives as it relates to
improved bikeways.
4. Pedestrian Network
The City requires all new development to include provisions for sidewalks. As
new construction takes place sidewalks are installed.
5. Trailways Network
Projected railway network needs is based on the Tri-County Rail Master Plan,
the Transit Development Plan Fiscal Year 2004 update, and the Florida Rail
System Plan. Planning for the railway network is different than other
transportation modes as the most of the network is owned and operated by
the private sector. As such, the City has limited input regarding railroad
decisions. 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."
Tri-Rail has completed the Airport Station located at 1-95 and Griffin Road.
This facility is linked to the airport, Tri-Rail shuttle services, and the City
Community Bus.
6. Entermodal Facilities
The summary of projected needs included in this subsection is based on the
Transit heeds Assessment (1996), prepared by Carr Smith Corradino for the
Broward County Mass Transit Division, and the Transit Development Plan
(TDP) Fiscal Year 2004 Update, prepared by the Tri-County Commuter Rail
Authority. The following analysis of the projected deficiencies and needs are
focused on terminals, connections, high occupancy vehicle lanes, and park-
and-ride lots.
111 - 12
Transportation Elerrpcnt
a, lntermodal facilities of state.
Port Everglades and Fort Lauderdale-Hollywood International Airport
needs are respectively addressed in waterway network and airport
network needs. With regard to heavy rail, 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 serves the City as well as
the airport and the port. The City will encourage redevelopment in the area
to incorporate mixed uses which will enhance ridership.
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. Most of the historical land
use decisions impacting transportation LOS standards in Dania Beach t were
made by other cities, Broward County, and the State of Florida.
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.
Dania Beach and surrounding cities are infill communities with constrained
roadways. As such, with the exception of public transit investment, these
historical decisions cannot be retracted.
The availability of transportation funding, especially at the federal level, can
greatly influence local government's ability to maintain the adopted LOS
standard. The City works closely through the Broward County Transportation
Planning Technical Coordinating Committee and the Broward County toward
supporting level of service Standards.
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Transportation Element
1. Concurrency Management System (CMS)
Due to the amount of development that occurred in the City prior to the
adoption of CMS requirements and the lack of available right-of-way for
roadway improvements, constructing roadway improvements to meet the
adopted level of service on all roadways is cost prohibitive.
In order to balance mobility goals with the need for development and
redevelopment in the community, the entire City was previously included in a
Transportation Concurrency Exception Area that allows infill development
even when the road network does not currently maintain LOS. Broward
County adopted Transit Oriented Concurrency in 2005 and Dania Beach is
incorporating that program into the Transportation Element.
The City also supports FDOT and MPO efforts to improve Tri-Rail service to
create an attractive alternative for commuters in the region. The City supports
continued improvements in the system as well as shuttle service to the
stations to improve intermodal connections.
The Broward County MPO Long Range (20 year) Transportation Plan
recommends that Sheridan Street from U.S. 1 to Dixie Highway should be
expanded from four lane to six lanes. However, no funding for right-of-way or
construction has been identified, and none is expected to be available (if at
all) prior to 2010.
Policies 1.20 and 1.21 incorporate the City's LOS standards.
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.
In lieu of traditional widening and construction, the City cooperates with the
Broward County MPO and FDOT to identify alternative solutions to eliminate
traffic problems. The City also supports requiring new development to
construct turn lanes at intersection and driveways during the platting process.
Although these improvements do not add through lanes, they do improve the
operating conditions on roadways.
III - 14
Transportation Element
Access management is the control and regulation of spacing and design of
driveways, ramps, medians, median openings, traffic signals and
intersections on arterial and collector roads to improve safe and efficient
traffic flow on the road system. Access management is implemented through
the platting and site plan process for new developments. While desirable in
most locations, application of access management regulations can adversely
impact redevelopment in the CRA, particularly along Dania Beach Boulevard.
Computerization of signals on roadways has been recognized as one of the
most effective ways to improve traffic flows. Broward County Traffic
Engineering is responsible for managing all the traffic signals in the County.
Through participation in the TCC and MPO meetings, the City supports all
efforts by the County to computerize traffic signals.
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 addresses TDM programs. A summary of its
findings is addressed below.
a. Ridesharing programs.
Ridesharing is a form of transportation, other then public transit, in which
more than one person shares the use of the vehicle, such as a car or van,
to make a trip. Ridesharing requires only moderate densities at the home-
end of trips and a common work destination; long commutes are actually
conducive to ridesharing since time lost in picking up other passengers is
balanced by real cost savings on the commute itself.
The ridesharing program Broward County is managed by Gold Coast
Commuter Services (GCCS), a FDOT regional commuter assistance
program. The GCCS provides computerized rideshare matching service
free of charge to area residents and employers.
III - 15
Transportation Element
Transportation Element Policies 2.6 and 2.7 addresses ridesharing and
other TDM strategies as a means of increasing the vehicle occupancy
rate.
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 give
priority to corridors serving the urban infill area. The CMP includes the
following:
• Establishment of measures and standards to assess mobility
patterns and the performance of roadways and transit systems;
• Identification of congested corridors and areas;
• Identification of short and long range transportation strategies;
• Establishment of a monitoring process to assess the effectiveness
of the congestion management strategies.
4. The Strategic Intermodal System (SIS) / Florida Intrastate Highway
System (FIRS)
The SIS/FINS is designed for interregional and intrastate functions. Even
though most of the traffic on the SIS/FINS today is local traffic making trips
less than 25 miles in length, it is still vital for the City, FDOT and Broward
County to establish methods of monitoring the impacts on the system and
III - 16
Transportation Element
strategies to facilitate local traffic
9ffic to use alternatives to the system
m to protect
Y
its interregional function.
a. SIS/FIHS impacts monitoring report.
The average annual daily traffic and volume to capacity ratios for the two
SIS/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 ratios were 1.69 for
1-95 and 1.27 for 1-595.
b. Strategies to relieve traffic from the SIS/FIHS.
Transportation Element Policies 1.6 and 1.28 identifies strategies to help
relieve SIS/FINS traffic. These strategies are premised on the assumption
that improving roads parallel to SIS/FIHS roads will make those roads
more attractive as a means of travel. These strategies include improving
roadway and public transit LOS, double tracking of the South Florida Rail
Corridor, implementation of the congestion management plan, and use of
transit-oriented design
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.
Another strategy addresses implementation of an intelligent transportation
system (ITS). ITS is the use of technology, in whatever form, to assist
motorists in the safe and efficient use of the transportation system. It
includes the computerized traffic signal system, a new ITS control center
for Broward County, the recently completed 1-595 Changeable Message
Sign System, variable messages signs for the bridge crossings of the
intracoastal waterway, cameras for surveillance and vehicle detection,
incident management, emergency management, motorist information
system via the use of radio on the Florida Turnpike, and transit vehicle
locator system, Tri-Rail information system, and so on.
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 and
encouraging appropriate infill development and redevelopment to reduce
III - 17
Transportation Element
reliance on single occupancy passenger vehicles. Under limited
circumstances, it allows exceptions to the transportation concurrency
requirement in specifically defined urban areas of a jurisdiction.
Dania Beach was previously included within the Broward County TCEA.
Broward County has adopted Transit Oriented Concurrency and Dania Beach
is incorporating that program into the Transportation Element.
S. Transit Oriented Concurrency
The City is including the Transit Oriented Concurrency program to replace
what previously was the Transportation Concurrency Exception Area to
address traffic concurrency issues within the community. Transit Oriented
Concurrency is a compact geographic area which includes the entire City and
its existing network of roads and other means of transportation. A level of
service standard has been established for the district affecting the City of
Dania Beach. The program is incorporating a previously adopted program by
Broward County and includes the Southeast District and the Port/Airport
District as it relates to the City of Dania Beach.
E. CONSISTENCY BETWEEN THE FUTURE LAND USE ELEMENT AND
TRANSPORTATION SYSTEM AND WITH OTHER FLANS
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 (1), FAC,
which requires an analysis of compatibility/consistency with other elements of the
Comprehensive Plan.
1. 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. The FLUE includes a number of
policies regarding transportation issues that are consistent with those in the
Transportation Element such as:
• The location of land uses in relation to transportation facilities.
• Analyzing the impacts of land use amendments on transportation
facilities.
• Requiring dedication of right-of-way during the development approval
process
III - 18
Transportation Element
The Transportation Element also included policies regarding land use issues
that are consistent with those in the FLUE such as;
• Impact analysis of transportation improvements on existing/proposed
land uses.
• Provision of adequate on site parking for all land uses.
2. Broward County Land Use Plan
The Broward County Charter established 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, has exclusive jurisdiction over the
Broward County 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
2030 Transportation Plan ("TP") represents the currently adopted LRTP. The
III - 19
Transportation Element
Year 2030 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.
The Year 2030 TP as well as the Year 2030 TP served as the basis for some
of the data and analysis used in the development of this Element. Further,
the Year 2030 TP was reviewed for consistency with this Transportation
Element.
4. Year 2030 Cost Feasible Plan ("CFP").
The Year 2030 UP is a transportation plan that identifies major capacity-
enhancing improvements recommended for implementation based on
projected fund availability. The UP serves as the basis for funding of the
county's roadway and transit programs, bicycle plan, pedestrian plan, and
seaport and airport master plans.
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 2007 through 2011 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. 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
lil - 20
Transportation Element
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
The Master Plan provided the data and analysis included herein on Port
Everglades as well as the objectives and policies included in the TE.
S. 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
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 LauderdaleiHoilywood International Airport
Consistency between the Future Land Use Element and Transportation
Element, consistency between the airport facilities development and the
Future Land Use Plan, and compatibility between airport development and
existing residential neighborhood are addressed in Objective VI and Policies
6.1 though 6.11 of the Transportation Element.
III - 21
Transportation Element
6V.GOAL OBJECTIVES. AND POLICIES
The goal of the Transportation Element is to protect, maintain, and where financially
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
Through planning and land use regulation, the, City shall continue to protect,
maintain and improve the functional relationship between the multi-modal
transportation system and the future land use map to ensure that the transportation
system is convenient and meets the needs of existing and future residents and land
use patterns. 9J-5.019(4)(b)2; BC 12.00.00.
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 — The City of Dania Beach, in conjunction with other local, State and
County agencies will continue to implement transportation system management
strategies designed to make the existing transportation system operate more
efficiently such as improving road conditions, intersection improvements and access
management. 9J-5.019(4) (c) 7.
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 Country's public transit
system by connecting un-served or under-served areas to the existing system.
Policy 1.6 - Continue to support County strategies making transit a convenient
alternative to the Strategic Intermodai System (SIS)/Florida Intrastate Highway
System F( HS) in order to protect its interregional and intrastate functions. 9J-
5.019(4) (c) 13.
IV-1
Transportation Element
Policy 1.7 - Continue to support County strategies relating to public transit service
that help maintain the LOS identified in policy 1.21.
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, as new development occurs.
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 as new develo
pment occurs.
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 and as new development occurs.
Policy 1.13 — Working with the Florida Department of Transportation, the Broward
County Metropolitan Planning Organization, the Broward County Transportation
Planning Division, and the City will 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 — Working with the Florida Department of Transportation, the Broward
County Metropolitan Planning Organization, the Broward County Transportation
Planning Division, and the City will encourage and support the development of a
bikeway network serving significant commercial, employment and recreational
centers.
Policy 1.15 — Working with the Florida Department of Transportation, the Broward
County Metropolitan Planning Organization, the Broward County Transportation
Planning Division, and adjacent cities, the City will 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.
Policy 1.16 — The City's bicycle network priorities shall include the following:
IV-2
Transportation Element
1) By 2008, determine the feasibility (in terms of both design and funding) of
constructing a functional, safe, and usable 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. Continue to pursue FDOT support and financing
to reconstruct existing bike paths in this area pursuant to FDOT and city
standards.
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.
3) Require participation by new development.
Policy 1.17 — At a minimum, maintain the current access to water related
recreational facilities by maintaining adequate access roads, parking facilities and
boat ramps.
Policy 1.18 — Through the City's LDR, encourage and support the location of water
dependent uses at appropriate locations.
Policy 1.19 — Through the City's LDR, 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 LOS standards for
Strategic Intermodal System (SIS) roadway facilities located within or adjacent to the
City:
a) 1-95, Level of Service E
1-595, Level of Service D
Griffin Road — level of service D
Ravenswo
od Road leve
l of service D
Gulf Stream Way, level of service D
Eller Drive, level of service D
IV-3
Transportation Elenrcnt
b) Non-SIS/FINS Roadways and Roadways Functionally Classified as
Collector Roads or Higher: "D°.
Policy 1.21 — The City incorporates the Transit Oriented Concurrency (TOC)
Program as per the Broward County Transportation Element. Development and
redevelopment within the TOC (includes the entire City of Dania Beach) shall comply
with the Concurrency regulations as defined in Policy 1.21 and the City's Zoning and
Land Development Regulations.
Policy 1.21.1 The City's Plan shall establish the following transportation
level of service (LOS) standards:
1. Within transit oriented Concurrency districts, the transportation LOS
standards, for the purpose of issuing development orders and
permits, are to achieve and maintain the following by FY 20109-9:
Southeast District (includes area larger than Dania Beach) —
Achieve headways of 30 minutes or less on 80% of routes. Establish
at least one neighborhood transit center. Establish at least one
additional community bus routes._
GGMPRURity IDLIS IE)Ute.
Overall - Increase number of bus stop shelters by 30 percent.
Maintain the maximum service volumes on arterial roadways within
each District, as displayed below:
Peak Hour Two Way Maximum Service Volumes
All Other Districts
Two-iane arterials 2555
Four-lane arterials 15442
Six-lane arterials 8190
Eight-lane arterials 110605
The Maximum Service Volumes are calculated f om "Generalized Peak Hour
Two-Way Volumes for Florida's Urbanized Areas", published by the Florida
Department of Transportation, as 75% above the volumes for Class IV State
Two-Way Arterials, for Level of Service E, for the Eastern Core District; and as
75% above the volumes for Class II State Two-Way Arterials, for Level of
Service D. for all other Districts.
Policy 1.21.2 Prior to application for a building permit, the applicant shall
obtain a Transportation Concurrency Satisfaction Certificate from Broward
County. No building permit will be issued unless the corresponding
Transportation Concurrency Satisfaction Certificate has been presented. The
IV-4
Transportation Element
City Commission may adopt land development regulations which exempt from
this requirement categories of building permits that clearly do not create
additional transportation impacts.
Policy 1.21.3 The City and Broward County shall issue a Transportation
Concurrency Satisfaction Certificate, relative to a building permit application,
under any of the following circumstances:
1. If the building permit application is on property within a recorded
plat that was approved by the County Commission on or after March
20, 1979, and the building permit application is consistent with the level
of development under which the plat is currently approved by the
County Commission; and the County Commissions finding of
satisfaction of transportation Concurrency for the plat has not expired;
and the plat is not in violation of an agreement with Broward County
with respect to transportation concurrency.
2. If the building permit application is on property for which Broward
County has made a finding of vested rights with respect to
transportation concurrency; and the building permit application is
consistent with the level of development under which the plat was
approved by the County Commission; and the plat is not in violation of
an agreement with Broward County with respect to transportation
concurrency.
3. If the building permit application is for property within, and for
development in accordance with and as authorized by, an approved
Development of Regional Impact (DRI) or a Florida Quality
Development (FQD) development order which development order was
either issued prior to the adoption of the 1989 Broward County
Comprehensive Plan or was issued after being reviewed for, and
satisfying, Broward County s transportation concurrency requirements.
4. If the building permit application is for property within a transit
oriented concurrency district; and the applicant has paid to Broward
County a Transit Concurrency Assessment for the development
proposed in the building permit application.
5. If the building permit application is for property within a transit
oriented concurrency district; and the application is for an addition to,
replacement of, or renovation to a residential building, and does not
increase the number of dwelling units within that building nor change
the type of units.
6. If the building permit application is for property within a transit
oriented concurrency district; and the application is for an addition to,
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Transportation Element
replacement of, or renovation to a non-residential building, and does not
increase the number of peak-hour trips generated by the building.
7. If the building permit application is for development that promotes
public transportation, which means development that directly affects the
provision of public transit, including transit terminals, transit lines and
routes, separate lanes for the exclusive use of public transit services,
transit stops (shelters and stations), and office buildings or projects that
include fixed-rail or transit terminals as part of the building.
Policy 1.21.4 The Transit Concurrency Assessment shall be calculated as
the total peak-hour trip generation of the proposed development, multiplied by
a constant (for each year) dollar figure for each District, that represents the
cost per trip of all the TDP enhancements in that District. The City and County
Commission may adopt land development regulations which enable
exemption from the assessment calculation of high-cost transit projects, such
as fixed-guideway facilities.
Policy 1.21.5 The City and Broward County Commission shall adopt land
development regulations which provide for credits against the Transit
Concurrency Assessment for approved site plans which contain features
intended to significantly encourage transit usage.
Policy 1.21.6 The City and Broward County Commission may adopt land
development regulations which provide for a waiver of the Transit
Concurrency Assessment for affordable housing projects, and for applications
by a government agency for the construction of public buildings which will
directly serve the health and/or safety needs of the public, provided that all
such waived Assessments are paid from a designated source.
Policy 1.21.7 The City may adopt land development regulations which provide
for a waiver of the Transit Concurrency Assessment for a class of development
on property within that municipality, provided that all such waived
Assessments are paid to Broward County by the municipality, or by a source
designated by the municipality.
Policy 1.21.8 The revenues from the Transit Concurrency Assessments shall
be used solely to fund the enhancements within the County Transit Program
(CTP) which are in the District corresponding to the location of the proposed
development. However, the Broward County Commission may adopt land
development regulations, which set aside up to five percent of such revenues
for the following purposes:
(1) to serve as the designated funding source for waivers granted; and/or
(2) to fund costs of administering the concurrency management system
and developing the CTP
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Transportation Element
policy 1.21.9 Prior to the approval of any application for a plat, an
amendment to the restrictive note on the plat, or the placement of a restrictive
note on the plat, for property within a Transit Oriented Concurrency District, the
City and County Commission shall make a finding that the appropriate District
satisfies at least one of the following standards:
1 . The District does not contain two parallel and adjacent arterial
roadways, both of which have a volume/capacity ratio in excess of 1.30,
which ratio is derived by comparing existing p.m. peak hour traffic volumes
to LOS D peak hour capacities (LOS E for the Eastern Core District).
2. The ridership within the District on fixed route transit services has
increased at least 2.5 percent over the previous year.
Policy 1.21.10 A building permit application that is subject to a Transit
Concurrency Assessment by Broward County shall not be subject to impact
fees for regional transportation facilities by Broward County or by a
municipality.
Policy 1.22 — The City of Dania Beach shall adopt a transit level of service per
Policy 1 .21 for the purpose of issuing development permits. Said levels of service
shall include County and local transit service.
Policy 1.23 — The City of Dania Beach will participate with Broward County
Planning Council, Broward County MPO, FDOT and other municipalities within
designated public transportation corridors to develop land development guidelines
that promote transit accessibility in the designated corridors service 9J-5.Q19(4)
(c)(9).
policy 1.24 - The City shall participate with the Florida East Coast Railroad, Tri-Rail,
O to support the estab
lishment of multi-modal
County Transit, and the MP pp
Broward CO ty
transportation facility (commuter rail, county bus, and community bus) in the Loc
al
Activity Center within a five minute walk of U.S. 1 (Federal Highway), City Hail,
Public Safety Headquarters, Chamber of Commerce, and U.S. Post Office 9J-
5.019(4) (c) (9)•
policy 1.25 - Through intergovernmental planning efforts, Dania Beach shall
address overcapacity roadways segments and roadway segments approaching
capacity through the following actions:
(1) Utilize the results of the County Traffic Circulation Analysis, including level of
service determinations, to support County and State road improvements for road
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Transportation Element
segments operating below, or projected to operate below, the adopted peak-hour
LOS "D" standard.
(2) Support necessary amendments to the MPO's adopted Transportation
Improvement Program (TIP) to include the programming of available federal aid
and matching funds for improvements to state roads in Dania Beach shown in
the adopted Long Range Transportation Plan network where the LOS is
projected to remain below the LOS "Y standard.
Policy 1.26 — Dania Beach shall coordinate land uses with the transportation system
through implementation of the following:
(1) Assess the cumulative and individual traffic circulation impacts of land use
plan amendments that propose to increase traffic on the existing roadway
network, the projected 5-year roadway network, and the long range
roadway network. BC 12.01.04.
(2) Residential densities in the Low (1 du/ac) to Low-Medium (10 du/ac)
density should be located with access to collector streets.
(3) Residential densities of Medium (10 - 16 du/ac) density or greater should
be located with adequate access to major and minor arterial roadways,
expressways, and public transit routes.
(4) Industrial uses shall be located with access to major transportation facilities.
(5) Participate in the area wide coordination necessary to implement the
provisions of this Element through participation in, or membership on
the South Florida Regional Planning Council, the Broward County
Planning Council, the League of Cities Technical Advisory Committee,
and the Metropolitan Planning Organization. 9J-5.019(4) (c) 11.
Policy 1.27 - The City's Land Development Regulations shall require adequate on-
site parking for all land uses. 9J-5.019(4) (c) 3.
Policy 1.28 — The City of Dania Beach will participate with Broward County, the
MPO, the FDOT and other appropriate municipalities in implementing strategies to
facilitate traffic to use alternatives to the Strategic Intermodal System (Sis)/Florida
Interstate Highway System (FIHS) as a means of protecting its interregional and
intrastate functions including the following:
IV-8
Transportation Element
(1) Identify appropriate public transportation corridors for the purpose of
implementing an overlay zoning district to promote public transit along
designated corridors and amend the City's Comprehensive Plan and land
development regulations accordingly.
(2) Support efforts to improve and enhance Tri-Rail service including double
tracking and station enhancements.
(3) Support efforts to introduce commuter rail service on the Florida East Coast
Railway
(4) Request Broward County Transit and the MPO fund transit service
improvements along constrained roadways where transit service is operating
at capacity, including increasing transit capacity, increasing hours of
operation, and decreasing headways during peak periods.
(5) Support the widening of Florida's Turnpike to an eight-lane facility.
(6) Support interchange improvements, where appropriate, on 1-95, 1-595, 1-75
and Florida's Turnpike.
(7) Support the Central Transit Corridor to alleviate traffic pressure on 1-595.
(8) Support Intelligent Transportation System (ITS) programs on SIS/FIRS
facilities, including Electronic Toll Collection (SunPass) and Advanced Traveler
Information Systems (ATIS).
(9) Support improvements to the HOV system on 1-95.
(10) Maintain and, where feasible, improve the level of service on City and
County roads that are parallel to SIS/FIHS roads.
(11) Implement the Congestion Management Plan recommendations, with an
emphasis on those City and County roads that are parallel to SIS/FIRS roads.
(12) Coordinate and synchronize the signalization system along City and County
roads that are parallel to SIS/FIRS roads.
(13) Support coordination of intelligent transportation systems (ITS) efforts
between the City, FDOT and Broward County.
(14) Program public transit route headways and span of service enhancements
and the provision of information kiosks along County roads that are parallel to
FIHS roads.
IV-9
Transportation Element
(15) Enhance regular route service to Tri-Rail stations.
(16) Enhance community bus systems to expand transit coverage in areas
parallel to SIS/FINS facilities.
(17) Improve pedestrian access to transit by ensuring that all phases of road
planning, design, and construction include the necessary walkways on all
arterial and collectors under the responsibility of the State and County.
(18) Provide public education through marketing strategies about public transit
desirability and availability.
(19) Promote transit oriented design along City and County roads that are
parallel to SIS/FINS roads.
(20) On a tri-annual basis, monitor SIS/FINS level of service and work with the
FDOT and the MPO to identify additional strategies.
Policy 1.29 — By 20109-9, the City shall amend the Land Development Code to
reflect the Concurrency Management System outlined in the Transportation
Element.
Objective If
Enhance the safety, convenience, and efficiency of the multi-modal transportation
system serving the City of Dania Beach by participating through the MPO with the
Florida Department of Transportation, the Broward County Metropolitan Planning
Organization, Broward County Transit, and the Broward County Transportation
Planning Division towards:
(1) Reducing the annual rate or ratio of traffic related crash indicators,
(2) Improving the functional coverage or access to transportation facilities, and
(3) 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 1-95 by 2001 and a variable message center for 1-595
by 2005.
IV-10
Transportation Element
Policy 2.3 — Continue to evaluate roadway and intersection safety and efficiency
conditions by requesting FDDT funding for 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.
9J-5.019(4) (c)7.
Policy 2.5 - Traffic-calming applications shall be submitted to the Police, Fire-
Rescue, and Public Services Departments for recommendation prior to City
Commission review.
Policy 2.6 — The City of Dania Beach shall continue to participate in cooperative
intergovernmental plans and programs to identify appropriate TDM strategies to
reduce the peak hour demand and reduce the total number of miles traveled in the
region. 9J-5.019(4) (c) 6.
Policy 2.7 — By 2007 the City shall evaluate and implement appropriate TDM
strategies as identified in the data and analysis through the Clty's LDR. 9J-5.019(4)
(c) 6.
O lective 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 local 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.
IV-11
Transportation Element
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 Traffieways Plan. 9J-5.019(4) (c) 7.
Policy 3.5 - The City shall consider and analyze the individual and cumulative
impacts of land use plan amendments that add traffic 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 rehensive Plan.
Policy 3.7 - The City shall participate with the Florida Department of Transportation,
the Broward County MPO, Broward County, and the Cityofensure t HollywoodHoll ood Yam' that
Sheridan Street is improved from U.S. 1 to Dixie Highway from
g y four lanes to six
lanes to enhance the level of service.
Policy 3.6 — Review all land use amendments in designated public transportation
corridors and encourage proposed uses that are compatible with and support public
transportation.. 9J-5.019(4) (c) 12.
Policy 3.9 — Adjacent to the Tri-Rail Station and to principal arterials providing BCt
service within the Community Redevelopment Area ("CRA"), encourage mixed-use
and low-medium to medium-high density home-ownership residential (10 — 25 units
per acre) when designed and located to be compatible with existing residential
development.
Policy 3.10 — Adjacent to principal arterials providing BCt service within the Local
Activity Center ("LAC"), encourage mixed-use and high density home-ownership
residential (as per LAC Intensity/density criteria) when designed and located to be
compatible with existing residential development.
Objective IV
Actively—Continue to coordinate the plans, protections and provisions for
transportation systems within the Transportation Element with the plans and
programs of other entities. i.e. the MPO, FDOT, and Broward County.
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:
IV-12
Transportation Element
(1) Identify constrained facilities.
(2) Propose adequate LOS standards for those identified constrained facilities,
and
(3) Recommend that appropriate actions to improve mobility on the
constrained roadways be completed by December 2007.
Policy 4.2 - Coordinate with the efforts of the MPO in preparing the Year 20359
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 communications 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 - `"'' � l Throughout the City work with FDOT,
the Broward County MPO, and the Broward County Transportation Planning Division
to obtain funding to create a pedestrian-friendly streetscape through the use of
landscaping, decorative street paving, lighting, street furnishings as well as by
extending walking paths and bicycle routes/greenways.
Policy 4.9 - 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.
Policy 4.10 - Dania Beach shall coordinate the Transportation Element with the
plans and programs of the Broward County Metropolitan Planning Organization and
IV-13
Transportation Element
the Florida Department of Transportation, District IV, the port, the airport and Tri-
Rail. 9J-5.019(4)(c) 8.
Policy 4.11 — Through the Broward League of Cities Technical Coordinating
Committee of the MPO, participate in the development review process for applicable
transportation plans, in order to ensure compatibility regarding the establishment of
locally desired level of service standards.
Objective V
The City shall assure, through planning, land use regulation, intergovernmental
coordination, or land acquisition, that transportation improvements are located so as
to not disrupt or adversely impact the City's residential communities or adjacent
environmentally sensitive lands. 9J-5.019(4) (b) 3.
Policy 5.1 — The City shall maintain SE 5th 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 5th Avenue and the adjacent West Lake Park Ecosystem.
Policy 5.3 — The City shall coordinate transportation planning with the Future Land
Use Plan by planning and locating transportation facilities in a manner which
minimizes the potential impacts on adjacent land uses and protects established low
(5 du/acre) and low-medium (10 du/acre) density residential communities.
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.
IV-14
Transportation Element
Policy 6.2 - The City of Dania Beach shall oppose all port and airport related
development activities that may result in a loss of City tax base.
Policy 6.3 — The City of Dania Beach shall oppose all port and airport related
development activities that may result in a negative environmental impact upon city
residential neighborhoods.
Policy 6.4 - The City of Dania Beach shall oppose any efforts to de-annex city
properties to accommodate airport expansion or airport facilities.
Policy 6.5 - The City of Dania Beach shall work with applicable governmental
agencies to ensure that the expansion of any port or airport facilities is consistent
with the Future Land Use, Transportation, Coastal Management, and Conservation
Elements of the Dania Beach Comprehensive Plan.
Policy 6.6 - The City of Dania Beach shall review all transportation related
development plans (port, airport, traf iicways, 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.
Iv-15
Transportation Element
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 on the Dania Beach Airport Advisory Board.
Objective Vll
The City of Dania Beach shall continue to take action at the local level and
participate in cooperative intergovernmental plans and programs that will increase
the availability, efficiency and convenience of transportation facilities including public
transportation. 9J-5.019(4) (b)1.; 9J-5.019(4)(b)4.
Policy 7.1 — Dania Beach shall coordinate with Broward County to improve public
transit service in the City in particular to the existing and proposed major trip
generators.
Policy 7.2 - Coordinate with Broward County to adjust local and regional bus and
shuttle service to better meet the transit needs of residents, employees and
shoppers in Dania Beach.
Policy 7.3 - Continue to coordinate with BCt to meet the bus stop and transit
terminal needs of City residents and visitors including adequate provisions for
disabled transit riders.
Policy 7.4 - Coordinate with Broward County to examine and implement ways to
make the transit system more accessible to the City's elderly and transportation
disadvantaged population.
Policy 7.5 — The City of Dania Beach shall continue to coordinate with FDOT, MPO
and BCt regarding the provision of convenient intermodal terminals and improved
access to intermodal facilities including the port, the airport and Tri-Rail facilities. 9J-
5.019(4)(c)14.
Policy 7.6 - Continue to utilize the City and Broward County plat approval process
as a means to acquire right-of-way for existing and future public transit
improvements. 9J-5.019(4) (c) 16.
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Transportation Element
Objective Vlll
The City of Dania Beach shall implement land development regulations to ensure
development does not encroach upon existing rights-of-way or future rights-of-way
as provided in the Broward County Trafficways Plan. 9J-5.019(4) (b)5.; BC 12.02.00.
Policy 8.1 - Dania Beach shall continue its current practice of preserving existing
and future transportation rights-of-way by requiring necessary land dedication
through platting and site plan review and annexation approval processes in
accordance with the Broward County Trafficways Plan and Dania Beach Land
Development Code. 9J-5.019(4)(c)4.; BC 12.02.03.
Policy 8.2 - In order to protect the transportation corridors identified on the Broward
County Trafficways Plan, Dania Beach shall not issue building permits or
development orders for construction in identified rights-of-way. 9J-5.019(4)(c)4.; BC
12.02.0.
Objective IX
The City of Dania Beach, pursuant to the Community Redevelopment Agency (CRA)
and Local Activity Center (LAC) land use plan designation, shall promote transit
oriented development.
Policy 9.1 - The City shall encourage and support private development in the CRA
and LAC that include the following:
a. Mixed land uses including both residential and commercial uses.
b. Construction of sidewalks and installation of pedestrian improvements
such as benches, interconnected walkways, and lighting.
C. Construction of transit stop improvements and convenient walkways that
connect development to transit stops.
Policy 9.2 - Provide Community Bus routes that serve the CRA and LAC.
Policy 9.3 — Apply for funding to construct improvements in the CRA and LAC that
promote a pedestrian oriented development, especially along the U.S. 1 corridor.
Policy 9.4 — Work with FDOT to assure that access management criteria is not
applied in such a way as to discourage mixed use development in the CRA and LAC
Policy 9.5 - Include provisions in the City Land Development Regulations to
encourage mixed use developments in the CPA and LAC.
IV-17
Transportation Element
Policy 9.6 - Request Broward County Transit and the MPO fund transit service
improvements along constrained roadways where transit service is operating at
capacity, including increasing transit capacity, increasing hours of operation, and
decreasing headways during peak periods.
IV-18
Transportation Element
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 segmert 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).
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Transportation Element
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 traffrcways 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).
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).
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Transportation Element
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 ('/z) 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. Transportation, 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 concurrency
requirement. The necessary public facilities and services to maintain the adopted
level of service standards are available when the impacts of development occur.
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. ton-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
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specific locations; each fixed-route trip serves the same origins and designations,
unlike demand response and taxicabs (Transportation Expressions, U.S. DOT,
1996).
Florida 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 % mile corridor surrounding a bus route, '% 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).
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Transportation Element
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).
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 produces or
attracts 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 (K10o). The ratio of a highway section's volume in
the year's 100th highest volume hour to its annual average traffic volume. In
developed areas the year's 100th 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 Kioo factor refers to a demand
volume, not necessarily a measured volume.
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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).
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).
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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).
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).
Strategic Intermodal System (SIS) - The Florida transportation system composed
of transportation corridors and facilities of statewide and interregional significance
that play an important role in the movemert of people and goods (The Strategic
Intermodal System Florida Department of Transportation 2005).
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).
Transitrway. 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
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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).
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 S stem y 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).
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Transportation Element
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).
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. (1989 Broward County Comprehensive Plan, Broward County
Comprehensive and Neighborhood Planning Division).
Volume-to-capacity (VEC) 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.
Acronyms 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
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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
FINS 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
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
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SFNR South Fork New River
SFRC South Florida Rail Corridor
SFRPC South Florida Regional Planning Concil
SIS Strategic Intermodal System
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
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