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Miami Shores 99-1ERami Lrej [/i 10050 N.E. SECOND AVENUE MIAMI SHORES, FLORIDA 331 38-2382 TELEPHONE(305) 795-2207 FAX (305) 756-8972 THOMAS J. BENTON VILLAGE MANAGER November 4, 1999 Florida Department of Community Affairs Division of Community Planning Plan Processing Team 2555 Shumard Oak Boulevard Tallahassee, Florida 32399-2100 Gentle people: Submitted herewith is the Miami Shores Village 2010 Comprehensive Plan passed on first reading February 2, 1999 and passed and adopted on second reading September 21, 1999. The 2010 Comprehensive Plan is the Evaluation and Appraisal Report -based comprehensive plan amendment. It creates an entirely new plan for Miami Shores Village. It is submitted pursuant to the provisions of Rule 9J- 11.011, F.A.C. The following information is provided relative to 9J- 11.011: 1. The Department of Community Affairs should. publish its "notice of intent" in the Miami Herald (9J-11.011 (5)). 2. Three copies of two documents are submitted (9J-11.011 (5)). The documents are the Miami Shores Village 2010 Comprehensive Plan Data and Analysis document and the Miami Shores Village 2010 Comprehensive Plan Goals, Objectives and Policies document. The Data and Analysis document is not an adopted part of the Comprehensive Plan. The Goals, Objectives and Policies document includes also the capital improvement element; implementation systems and the monitoring, updating and evaluation procedures; these are the adopted parts of the comprehensive plan. The adopting ordinance is bound in with the Goals Objectives and Policies document. It explains that the effective date of the new plan is based on Florida November 4, 1999 Florida Department of Community Affairs Tallahassee, Florida 32399-2100 Page 2 law and it also explains related particulars pertaining to the repeal of the current comprehensive plan. 3. In addition to the above, an executed copy of the adopting ordinance is also included separately (9J-11.011 (5)). 4. The enclosed Data and Analysis and Goals, Objectives and Policies documents contain strike through and underscore which show the changes made to the February 2, 1999 first reading versions; changes were made pursuant to the Department's Objections, Recommendations and Comments Report and for various other purposes enumerated in item "7" below (9J-11.011 (5)). 5. This letter certifies that one copy of the Data and Analysis document and the Goals, Objectives and Policies document has been transmitted on or before this date to the following (WJ 11. 0 11 (5)): South Florida Regional Planning Council 3440 Hollywood Boulevard, Suite 140 Hollywood, Florida 33021 Miami -Dade County Department of Planning and Zoning 111 NW First Street, Suite 1110 Miami, Florida 33128-1974 Florida Department of Environmental Protection Office of Intergovernmental Programs 3900 Commonwealth Boulevard MS 47 Tallahassee, Florida 32399-3000 Florida Department of Transportation Office of Planning, District Six 602 South Miami Avenue Miami, Florida 33130 South Florida Water Management District Planning Department 3301 Gun Club 'Road West Palm Beach, Florida 33406 Florida Department of State Division of Historic Resources R.A. Gray Building 500 South Bronough Street Tallahassee, Florida 32399-0250 November 4, 1999 Florida Department of Community Affairs Tallahassee, Florida 32399-2100 Page 2 6. As noted above, the changes made in the enclosed documents to the documents that were transmitted following first reading are identified in the enclosed documents by strike through and underscore. W11.011 (5) (a)). 7. There are no formal findings not otherwise articulated in the Data and Analysis or the Goals, Objectives and Policies (9J-11.011 (5) (b)). However, the minutes and tape of the discussion of the Village Council may be relevant to interpreting the plan in some instances. 8. Most of the changes to the Goals, Objectives and Policies document respond to the Department's Objections, Recommendations and Comments (ORC) Report. Footnotes explain the relation of these changes to particular objections and recommendations in the ORC Report. A change to Coastal Management Element Policy 10.8 corrects a typographical error. A new capital improvements table has been added replacing the out of date table. A new Intergovernmental Element Exhibit 1 has been added. W41.011 (5) (c)) 9. Most of the changes to the Data and Analysis document respond to the Department's Objections, Recommendations and Comments (ORC) Report. Footnotes explain the relation of these changes to particular objections and recommendations in the ORC Report. Footnote 1 on page 2 identifies a text change made for added clarity. On pages 9 - 10 there is a list of rule requirements addressed in the Data and Analysis document. This list has been changed with strike through and underscore to reflect the additional requirements addressed in the second reading version of the Data and Analysis document. The Transportation Element has a new section entitled "Data and Analysis in Response to Department of Community Affairs May 14, 1999 Objections, Recommendations and Comments Report for Miami Shores Amendment 99-1ER." This section extends from page 14 through. 32. Added in relation to this new section are Transportation Element Exhibits 2.2 through 2.5 on pages 36 through 62. Footnote 41 on page 85 identifies a change that corrects an inconsistency with more recently updated material. Footnote 49 on page 89 identifies a change made for additional clarity; the same is true for footnote 50 on page 90 and footnote 55 on page 93. Coastal Management Element Exhibit 5.1 has been added at pages 98-99. W-11.011 (5) (c)) 10. No proposed amendments that were previously reviewed by the Department are not also included in the enclosed documents, except November 4, 1999 Florida Department of Community Affairs Tallahassee, Florida 32399-2100 Page 2 to the extent that some of the previously reviewed text is shown in strike through (9J-11.011 (5) (d)). 11. The Data and Analysis document and the Goals, Objectives and Policies document submitted herewith will replace the previous plan documents for the Village, except as noted in the adopting ordinance with respect to part of the Future Land Use Map. The first and second reading dates and the ordinance number appear on the title page for the Goals, Objectives and Policies document and on each of the maps therein. The first and second reading; dates and the ordinance number do not appear on the Data and Analysis document because it is not included in the adopted part of the plan. (9J-11.011 (5) (e)). 12. The tables of contents for both the Data and Analysis document and the Goals, Objectives and Policies document are complete (9J- 11. 0 11(5) (0). 13. The Future Land Use Map is bound in with the Goals, Objectives and Policies document. The ordinance number and dates are indicated on the Future Land Use Map (9J-11.011 (5) (g)). Yours truly, Mr. Tom Benton, Village Manager Village of Miami Shores Enclosures ORDNANCE NO. 612-99 AN ORDINANCE OF TFE NIIAMI SHORES VII.LAGE COUNCIL, MIANII SHORES, FLORIDA, REPEALING N PART THE CURRENT NIIAMI SHORES VILLAGE COMPREHENSIVE PLAN AND ADOPTING A NEW MI >L\II SHORES VILLAGE COMPREHENSIVE PLAN TO BE KNOWN AS THE "NIIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN"; PROVIDING THAT THE GOALS, OBJECTIVES AND POLICIES ARE ADOPTED; PROVIDING THAT THE DATA AND ANALYSIS ARE NOT ADOPTED; SUBMIT THE MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN TO THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS; DIRECTING THE VILLAGE MANAGER TO PUBLISH COPIES OF THE MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN ; PROVIDING FOR REPEALER; PROVIDING FOR SEVERABILITY; AND PROVIDNG FOR AN EFFECTIVE DATE. BE IT ORDAINED BY THE VII,LAGE COUNCIL OF MIAMI SHORES VII.LAGE, FLORIDA: SECTION I. LATENT That the provisions contained herein have been enacted pursuant to: 1) the "Local Government Comprehensive Planning and Land Development Regulation Act," Chapter 163, Part II, Florida Statutes; and 2) applicable Growth Management Regulations, Chapter 9J-5 and 9J-11, Florida Administrative Code. These require that Nliami Shores Village engage in an ongoing planning process to evaluate its Comprehensive Plan and adopt amendments as necessary to attain its planning goals and to comply with statutory requirements. That in partially repealing the existing, �liami Shores Village Comprehensive Plan and adopting the Miami Shores 2010 Comprehensive Planas described herein, it is the intent and purpose of the Mami Shores Village Council to preserve and enhance present advantages, encourage the most appropriate use of land, water, and other resources, overcome present handicaps, deal effectively with future needs, and meet all other objectives set forth in pertinent statutory and administrative code requirements. SECTION II. FINDINGS That the Village Council hereby make the following findings: 1) Since adoption of the current comprehensive plan the Village has undertaken an on -going planning process including, but not limited to: gathering and analyzing data from various relevant sources: collecting and analyzing data about land use and other characteristics of the Village; preparing an Evaluation and Appraisal Report; submitting the Evaluation and Appraisal Report to the Florida Department of Community Affairs; and conducting workshops and public hearings as required by law. 2) Also since the initial adoption of the current comprehensive plan, the Village has initiated two amendments to the comprehensive plan, one in 1993 and one in 1995. The first of these two amendments has not yet been finally enacted because a challenge was brought by a property owner to the Florida Department of Community Affairs' published notice of intent to find the amendment "in compliance" with relevant provisions of Florida statutory and administrative law. That challenge has not yet been resolved. Since the first of these two amendments was initiated by the Village, the Butt J. Harris, Jr. Property Rights Act has been enacted into law and the Florida Department of Community Affairs has initiated a program to promote intensive development in the eastern portion of Dade County. Accordingly, it may be in the interest of the Village that the property owner's challenge to the amendment initiated in 1993 not be rendered moot by the adoption of the new Miami Shores 2010 Comprehensive Plan. 3) Based upon the aforesaid history; the new data and analysis; the requirements of Chapter 163, Part II, Florida Statutes; the requirements of Rule 9J-5 and 9J-11, Florida Administrative Code; and the needs of the Village, the Village's consulting city planner, Robert K. Swarthout, has recommended: 1) The repeal of the existing comprehensive plan including the amendments initiated in 1993 and 1996, except for that portion of the amendment initiated in 1993 which changes the parcels their known as the Biscayne Kennel Club from the restricted commercial future land use map designation to the single family future land use map designation; and 2) the adoption of the Miami Shores Village 2010 Comprehensive Plan attached hereto. 4) On December 17, 1998, the Miami Shores Village Local Planning Agency held a public hearing regarding the partial repeal of the existing comprehensive plan and the adoption of the Miami Shores \illage 2010 Comprehensive Plan, after which the Local Planning Agency recommended that the Village Council authorize the transmittal of the Miami Shores Village 2010 Comprehensive Plan to the Florida Department of Community Affairs, 5) On February 2, 1999, the Village Council of Miami Shores Village held a first reading public hearing regarding the partial repeal of the existing comprehensive plan and the adoption of the Miami Shores Village 2010 Comprehensive Plan, after which the Council ordered the transmittal of the Miami Shores Village 2010 Comprehensive Plan to the Florida Department of Community Affairs. 6) After receiving the Objections, Recommendations and Comments Report from the Department of Community rUTairs on the Miami Shores Village 2010 Comprehensive Plan, the Village's planning consultant revised the Miami Shores Village 2010 Comprehensive Plan. 7) The Village Council believes that the attached Miami Shores 2010 Comprehensive Plan will presen e and er�nance present advantages, encourage the most appropriate use of land, water and resources. overcome present handicaps, deal effectively with future needs, and meet all other perti.^.ent statutory and regulatory requirements. 8) The Village Council deems it in the best interests of the general welfare of Miami Shores Village and its citizens to: 1) repeal the existing comprehensive plan including the amendments initiated in 1993 and 1996, except for that portion of the amendment initiated in 1993 which changes the parcels then known as and utilized by the Biscayne Kennel Club from the restricted commercial future land use map designation to the single family future land use map designation; and 2) adopt the Miami Shores Village 2010 Comprehensive Plan attached hereto. SECTION III. REPEAL OF PORTIONS OF EXISTING COMPREHENSI�� PL:�N AND ADOPTION OF MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN. That the Village Council hereby: 1) repeals the existing comprehensive plan including the amendments initiated in 1993 and 1996, except for that portion of the amendment initiated in 1993 which changes the parcels then known as and utilized by the Biscayne Kennel Club from the restricted commercial future land use map designation to the single family future land use map designation; and 2) adopts the Miami Shores Village 2010 Comprehensive Plan attached hereto. Repeal of the existing comprehensive plan shall not take effect until the 2010 Comprehensive Plan attached hereto becomes fully effective under Florida law. SECTION IV. CERTAIN PORTION OF MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN NOT ADOPTED That in adopting the Miami Shores Village 2010 Comprehensive Plan attached hereto, the Village Council adopts only the goals, objectives and policies and any other portions that are required by Florida statutory and administrative law to be adopted and the Village Council explicitly does not adopt the data and analysis portion of the Miami Shores Village 2010 Comprehensive Plan. SECTION V. TRANSMISSION AND SUBMITTAL TO THE FLORIDA DEPARTMENT OF COMMUMTY AFFAIK� That the Village Manager and Village Clerk are hereby directed to transmit and submit the Miami Shores Village 2010 Comprehensive Plan and any other appropriate documentation to the Florida Department of Community Affairs and to enter into such discussions with the Department of Community Affairs as may be appropriate to facilitate the ultimate approval of the Miami Shores Village 2010 Comprehensive Plan by the Department. SECTION VI. PUBLICATION OF COMPREHENSIVE PLAN That the Village Manager is directed to publish the Miami Shores Village 2010 Comprehensive Plan for distribution to appropriate Village oliicials at the expense of the Village and to any and all other parties at their own expense. In publishing the Plan, the Village Manager is hereby directed to make minor technical corrections as the Manager may deem appropriate provided that such changes do not alter the regulatory content of the goals, objectives and policies or other adopted portions of the Plan. SECTION VII. REPEALER That all ordinances or parts of ordinances in conflict herewith are hereby repealed. SECTION VIII. SEVERABII.ITY That if any section, subsection, clause or provision of this Ordinance is held invalid, the remainder shall not be affected by such invalidity. SECTION IX. EFFECTIVE DATE That this Ordinance shall take effect upon its adoption, and that the effective date for the Miami Shores Village 2010 Comprehensive Plan shall be the earliest date permitted by State Statute and Administrative Rule. PASSED ON FIRST READING ON THE 2 DAY OF FEBRUARY , 1999. PASSED AND ADOPTED ON SECOND READING ON THE 2I DAY OF September , 1999. Mark S. Ulmer, Mayor ATTEST: zaw2u? Barbara A. Fugazzi, MC Village Clerk APPROVED AS TO FORM: j 1 !Richard Sarafan, Village ttorney MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN Goals, Objectives, Policies Capital Improvement Element Implementation Systems Monitoring, Updating and Evaluation Procedures Strike roughs and underscores show changes from February 2, 1999 first reading version of the goals, objectives and policies. The strike throughs and underscores were made in response to the Florida Department of Community Affairs' Objections, Recommendations and Comments Report on the February 2, 1999 first reading version of the plan. These changes were adopted by the Village on second reading on September 21, 1999. The effective date of this plan shall be the date a final order is issued by the Department of Community Affairs or Administration Commission finding the plan in compliance in accordance with Section 163.3184 (1) (b), Florida Statutes, whichever occurs earlier. No development orders, development permits, or land uses dependent on this plan may be issued or commence before it has become effective. If a final order of noncompliance is issued by the Administration Commission, this plan may nevertheless be made effective by adoption of a resolution affirming its effective status, a copy of which resolution shall be sent to the Florida Department of Community Affairs, Division of Community Planning, Plan Processing Team. Prepared by Robert K. Swartbout, Incorporated 2200 North Federal Highway, Suite 209 Boca Raton, Florida 33431 561-392-5800 INTRODUCTION.............................................................................................................................................................. 1 FUTURE LAND USE ELEMENT Goal. Objectives and Policies................. ............. ................................................................................................................ 1 TRANSPORTATION ELEMENT Goal, Objectives and Policies...... .............. .................. ........................................................................................................ 5 TRAFFIC CIRCULATION Objectivesand Policies............................................................................................................................................... 5 MASS TRANSIT Objectivesand Policies............................................................................................................................................... 7 OTHER TRANSPORTATION ELEMENT Objectivesand Policies.............................................................................................................................................. 8 HOUSING ELEMENT Goal, Objectives and Policies............. ... ... ....... ...... 10 INFRASTRUCTURE ELEMENT Goal, Objectives and Policies...... ..... ................... ............................... .......................... ..................................................... 12 COASTAL MANAGEMENT ELEMENT Goal, Objectives and Policies..... .................................................................. ....................................... .............................. 14 CONSERVATION ELEMENT Goal, Objectives and Policies........., . . . . . . . . . . . . . . . . . . . . . . . . . 4 ...... w..w .......... 4 17 RECREATION ELEMENT Goal, Objectives and Policies. ... 4.ww..ww.m ....... .... .. . . . . . . . . . . . . . . . . . . . . . w . . . . . . b 18 INTERGOVERNMENTAL COORDINATION ELEMENT Goal, Objectives and Policies........ ............... ................ ..................................................................................................... 19 CAPITAL IMPROVEMENTS ELEMENT Goal, Objectives and Policies... .... .......... ......... ........ .......................................................................................................... 20 CAPITAL IMPROVEMENTS PROGRAM Five -Year Capital Program Summary: Proposed Capital Expenditures. .... ....... ......... 4d ............ ..... 24 POLICYEXHIBITS... ww4. www b I . . . . . . . . . 4 . w 4 . w . * b . * . . 4 . . 4 . . 4 4 . . w . w w . m . d . 4 4 . 4.4.44.www ... I ....... &.44..44 ..... ......... &.4 .... 28 Land Use Element Exhibit 1: Concarrency Management System Standards ........ ....... ................... ........................ &....28 Conservation Element Exhibit 1: For implementation of Policy 4.2...............................................4......4....................... 29 Intergovernmental Element Exhibit 1: Pertaining to Coordination Meetings.............................................................. 29 MAPS..... ........ 4..4 4 ..... w,,ww .... ... 4.... --w --w - I . . . . . . . . . . . . . 4 4 . . . . . . w , w . . . . . . . 4 4 . . 4 . . . . 4 4 . w w w . . w . . . . . 4 . . 4 4 . . 4 . . . . . 4 . w w w . . . . b . 4 . . 4 4 . . . 4 . . . . . w w . . w w . . w . . b . & . 4 . . . . 31 Figure1: Future Land Use Map...............................................................................................4...4...4..................4.. 33 Figure 2: Flood Plain / Coastal High Hazard Map.. ...... w, I . I . I . . . 4 . . 4 4 . . w . 4 4 . . w * w b . . . . . & . . . . . . 44..44 ...... ww.w*.b ....... 4 ..... 44..44 ...... w. 35 Figure3: Soil Survey Map.......................................................................................................................................37 Figure 4: Future Road Cross Sections Map...........................................................................................................39 Figure 5: Future Street Classifications Map.. ... .... 4 .... 4 ... W44..W..W* .......... 4 ... 4 .... ............. 4 .... ........ 41 Figure 6: Major Traffic Generators and Attractors............................................................................................... 43 Figure 7: Future Public Transit Service................................................................................................................. 45 ADOPTINGORDINANCE............................................................................................................................................... 47 INTRODUCTION Parking: Parking in support of adjacent business. Additionally, single family residential uses shall be permitted adjacent to existing single family residential uses. The goals, objectives and policies of the Comprehensive Plan are the parts of the plan which are officially adopted by Village ordinance. Those objectives and policies which address land use and development have regulatory significance. They control the zoning ordinance and other portions of the development code. Other objectives and policies set priorities and give direction for Village administrators to follow in carrying out their duties. FUTURE LAND USE ELEMENT FUTURE LAND USE ELEMENT GOAL: Ensure that the character and location of future Land uses provides high economic and quality of life benefits while preserving natural resources, residential character and appropriate levels of public services. Objective 1, Coordination of lend uses with topography and soils: Maintain existing development and achieve new development and redevelopment which is consistent with the goal above and which otherwise coordinates future land uses with topography and soil conditions and the availability of facilities and services. This objective shall be measured by implementation of its supporting policies. 19J-5. 006 (3) (b) 11 Policy Z.l: The Village shall maintain, improve and enforce an development code provisions which are consistent with the Future Land Use Map, including the land uses and the densities and intensities specified thereon and described below: Single Family ReaidentiaL• Single-family detached units at a density up to 6.0 units per acre except where seotic tank standards require a lower densitv.' Mired Use ResidentiaUlnstitutiorzal: Single-family detached and attached units and multifamily units at a density up to 6.0 units per acre and/or institutional uses at a floor area ratio not greater than 1.0. Institutional uses authorized by this future land use map category shall include those authorized by the Institutional land use category. Multifamily Residential., Multifamily unit; up to 31 units per acre or single family detached units at a density up to 6.0 units per acre. Floor area ratios may be incorporated in development code regulations. Restricted Commercial: Office and light retail ones that are compatible with nearby housing; residential uses that are compatible with nearby commercial. The floor area ratio shall not exceed 1.0. General Commercial: A broader range of office and retail uses than the Restricted Commercial category but no heavy highway or distribution kinds of uses. The floor area ratio shall not exceed 1.0. ti Institutional: Schools, colleges, churches; administrative facilities for school boards, churches and similar institutions; municipal buildings and public utility installations. The floor area ratio shall not exceed 0.75. Recreation: Village parks and recreational facilities and the Miami Shores Golf Course and similar and complimentary uses. The floor area ratio shall not exceed 1.0. Policy I.2: The Village shall regulate all development in accordance the Future Land Use Map (Figure 1), including the land uses and the densities and intensities specified thereon and in Policy 1. 1, all of which are incorporated by reference into this Policy 1.2. 19J-5.006 (3) (c) 1, 2 and 71 Policy 1.3: The Village shall maintain and/or improve land development code provisions governing subdivisions, signs and jloodplain protection. Such provisions shall be consistent with this plan and with the applicable Florida statutory and administrative code guidelines. [9J-5.006 (3) (c) 11 Policy Z.4: The 4'illage shall maintain and improve as part of the land development code a concurrency management system which meets the requirements of 9J-5.0055. The concurrency management system shall specify that no development permit shall be issued unless the public facilities necessitated by a development (in order to meet level of service standards specified in the Traffic Circulation, Recreation and Open Space, and Infrastructure Elements) will be in place concurrent with the impacts of the development or the permit is conditional to assure that they will be in place. The requirement that no development permit shall be issued unless public facilities necessitated by the project are in place concurrent with the impacts of development shall be effective immediately upon adoption of this policy and shall be interpreted as set forth in the box entitled Exhibit to Land Use Element Policy 1.4: concurrency Management System Standards. [9J-5.006 (3) c) 31 Policy 1.5: The Village shall maintain and/or improve land development code standards and incentives to achieve new development, renovated development and/or redevelopment that meets high standards for drainage and stormwater management, open space and landscaping, and on -site circulation and parking and other development standards in keeping with the goals, objectives and policies of this plan. [9J-5.006 (3) (c) 41 Policy I.6: In its discretion, the Village may enact zoning regulations which allow the appropriate mixing of residential and non-residential uses in commercial and institutional land use categories. 19J-5.006 (3) (c) 51 �.t u.. ' Responds to In&astruclare Element Objection and Recommenda on 1. 1UWT. Top W-7tff4grm 'u,., A .r po �. u RRST!f , staff and consultants. the Villaze concludes tha r ;tr lather 0 or Ct minute headways. at least not sufficien according to the findinga ilf the report entitled Transit ILand , TPOWITITIMMI Emil r - - - i S u off'.,.. the county believes will support rail rapid transit- not bus transit, 2) Policy 7E allows densities and intensities lower .i. f u' t400imp u .. u . u . r4M19T.TW1TWl7M;Wr4W1Mr rN .:.L7RS�I;T�411�,'TRiilR�3S:S: nirtums rather 6 ai I) missive maximums at least for to locatioo a. Vds was done in response to the a' on]— cWTINIM, IT The Village should evaluate if minimum [emphasis added] densities and intensities could be established to support express bus service. f , , Objective 2, Protection of single family residential areas: Direct future growth and development and redevelopment so as to minimize the intrusion of incompatible land uses into single family residential areas. Achievement of this objective shall be quantified by the implementation of the following policies: Policy 2.1: Maintain a future land use map pattern and zoning pattern which keeps multi -family, office, commercial, and other incompatible uses out of single family residential areas. Policy 2.2: Maintain a future land use map pattern and a traffic circulation pattern which directs through traffic to Biscayne Boulevard and other arterials and collectors and away from local residential streets. Policy 2.3: Utilize traffic barricades to block traffic on Biscayne Boulevard and other arterials and collectors from entering local streets except for local access. Consider other traffic control strategies which will contribute to the safety and quietude of residential streets. Objective S, Redevelopment and renewal: In general, encourage the redevelopment and renewal of any areas which are at risk to become blighted. In particular: 1) encourage private investment in the revitalization of the "Main Street" business commercial area along N.E. Second Avenue; 2) encourage private investment in the revitalization and redevelopment of the general commercial area located along Biscayne Boulevard between 91st Street and 93rd Street; 3) encourage private investment in the revitalization and redevelopment of the Biscayne Boulevard/105th Street residential area; and 4)encourage private investment in the redevelopment of the area previously occupied by the Biscayne Kennel Club. Achievement of this objective shall be measured through the implementation of the following policies: f9J-5.006 (3) b) 21 Policy 3.1: Maintain, and improve where appropriate, zoning regulations which permit the concentration of appropriate "Main Street" business commercial uses and parking in and around the established "Main Street" business commercial area along Second Avenue. 4 Responds to'Raneportetion Element Future Land Use Map Issue Objection and a Responds l0Transportation Element Future Land Use Map Issue Objection and Recommendation 1. Recommendation 2. Policy 3.2., Maintain, and improve where appropriate, zoning regulations which permit the concentration of general commercial uses and parking in and around the established general business area located along Biscayne Boulevard between 91st Street and 93rd Street. Policy 3.3: Maintain, and improve where appropriate, zoning regulations which permit the concentration of multifamily residential uses in and around the Biscayne Boulevard/105th Street residential area. Policy 3.4: Maintain, and improve where appropriate, zoning regulations which permit a planned development type mix of a variety of residential and/or institutional types and compatible uses for large tracts such as the area previously occupied by the Biscayne Kennel Club. Policy 3.5: Maintain, and improve where appropriate, zoning regulations which require landscape treatments to improve the appearance of at grade parking areas. Policy 3.6., Maintain, and improve where appropriate, the quality of streetscapes in the business areas. Policy 3.7., Develop, update and implement on an ongoing basis a marketing plan for the "Main Street Business District" on N.E. Second Avenue. Policy 3.8: Periodically re-evaluate the feasibility and desirability of sanitary sewer -based redevelopment for the "Main Street Business District" on N.E. Second Avenue. Objective 4, Elimination or reduction of usrs which are inconsistent with community character: In general, encourage the elimination or reduction of uses which are inconsistent with the community's character and future land uses. In particular, achieve the elimination of all inconsistent land uses. This objective shall be measured by implementation of its supporting policies. 19J-5.006 (3) (b) 31 Policy 4. Z: Inconsistent uses as referred to in Objective 4 above are hereby defined as any uses which are located on a site where they would not be permitted by this comprehensive plan. Policy 4.2: The Village shall maintain and improve land development regulations which protect the rights of property owners to continue non -conforming uses, but which, at a minimum, provide for the termination of such rights upon the abandonment of a non -conforming use for an extended period of time. Objective 5, Enaure protection of natural resources: In general, ensure protection of natural resources. In particular, ensure that stormwater systems which discharge into surface water bodies do not further degrade the ambient water quality. This will be accomplished by: 1) upgrading the drainage system if necessary so that storm water outfalls into Biscayne Bay (and adjacent canals) fully meet National Pollution Discharge Elimination System (NPDES) standards (as may be applicable now or as may be applicable in the future under relevant interlocal agreements between the Village and Dade County, or otherwise pursuant to NPDES rules); and/or 2) upgrading the drainage system to the extent financially feasible to meet the standards of Chapter 17-25, FAC and of Chapter 17-302.500, FAC; and 3) maintaining or upgrading on -site drainage standards to ensure that private properties retain at least the first one inch of storm water on site and permit no more runoff after development than before development. [9J-5.006 (3) b) 41 Policy 5.1: The Village shall implement any NPDES program which may now or may be in the future applicable to the Village under relevant interlocal agreements with Dade County based on and NPDES rules. 19J-5.006 (,0 (c) 41 Policy 5.2: Following completion of any improvements pursuant to Policy 5.1 above, the Village shall monitor the Village's storm drainage system to determine what additional actions may be necessary to improve the storm drainage system. 19J-5.006 (3) (c) 41 Policy 5.3: The Village shall maintain and enforce a storm water management ordinance which requires that future development provide for on site -storm water retention at least to the standards cited in Objective 5. This policy may be fulfilled by adopting, after promulgation, the new ordinance for Chapter 24 of the Dade County codes which will require the use of best management practices and/or structural and nonstructural controls at sites of all construction. This policy may also be satisfied by adopting and maintaining in the land development code a section that requires receipt of a FDEP or South Florida Water Management District permit before issuance of a local building, clearing, or grading permit. Policy 5.4: The Village shall prohibit the deposit of solid waste or industrial waste including spent oils, gasoline by-products or greases accumulated at garages, filling stations and similar establishments that create a health or environmental hazard upon any vacant, occupied or unoccupied premises, parkway or park, and in any canal or waterway within the Village. [9J-5.013 (2) (c) 1 and 61 Policy 5.5: The Village shall monitor bayfront properties to ensure that there is no storm water drainage into Biscayne Bay. Policy 5.6: The Village shall maintain, and improve where appropriate, building code regulations that require new construction to direct roof drainage and air conditioning condensate into properly sized and constructed dry wells. Policy 5.7: The Village shall not establish new point source discharge of stormwaters into coastal waters, except in pursuit of a comprehensive upgrading of the stormwater system which has or will have the effect of substantially improving surface water quality in accordance with the standards set forth in Objective 5. Policy 5.8: New development which has a density greater than 6 dwelling writs per acre or which generates more than 1,500 gallons per day in sanitary sewage shall be required to tie-in to the sanitary sewage system unless such a requirement would have the effect of depriving the property owner of reasonable use. Policy 5.9: The Village shall utilize xeriscape plant materials to the extent feasible on the natural area portions of the Miami Shores Cwlf Course. Policy 5.10: The Village shall maintain desirable development code provisions designed to help ensure protection for the limited natural vegetative communities which may be found in the Village. and employment opportunities in the Village, which is inside the Dade County Urban Infill Boundary. Objective 6, Protection of historic resources: In general, ensure the protection of historic resources. In particular, conserve local structures and sites which are of historic significance. Achievement of this objective shall be quantified by the implementation of its supporting policies. 19J-5.006 (3) (b) 41 Policy 6.1: The Village shall maintain and improve where appropriate, zoning regulations which require incentives for preserving historical structures. [9J-5.006 (3) (c) 81 Policy 6.2: The Village's Historic Preservation Review Board shall continue to review all building or demolition permit applications for those properties designated "historic landmarks." [9J.5.006 (3) (c) 81 Policy 6.3: The Director of Building and Zoning shall perform historic preservation monitoring activities, referring all demolition and rehabilitation applications pertaining to Landmark properties to the Historic Preservation Review Board to avoid, if possible, loss of any historic resources. Objective 7, Coordination of population with hurricane evacuation plans: Coordinate population densities with the applicable local or regional coastal evacuation plan [9J.5.006 (3) (b) 51and coordinate future land uses by encouraging the elimination or reduction of land uses which are inconsistent with applicable interagency hazard mitigation report recommendations [9J-5.006 (3) (b) 61. This objective shall be measured by implementation of its supporting policies. [9J- 5.006 (3) (b) 5 and 61 Policy 7.1: The Village Manager or designee shall annually assess the Village's existing and permitted population densities to determine if changes are significant enough to transmit such data to the Metro -Dade Office of Emergency Management to assist in their hurricane evacuation planning. Policy 7.2: The Village shall regulate all future development within its jurisdiction in accordance with the Future Land Use Map which is consistent with the Interagency Hazard Mitigation Team Report, FEMA 955-DR-FL, August 1992. The Village shall periodically review and revise the Future Land Use Map in light of future interagency hazard mitigation reports in order to reduce or eliminate uses which are inconsistent therewith. Policy 7.3: Enhance the efforts of the Metro -Dade Office of Emergency Management by providing it with relevant information. Objective 8, Discourage the proliferation of urban sprawl: Discourage the proliferation of urban sprawl. This objective shall be measured by implementation of its supporting policy. [9J-5.006 (3) (b) 81 Policy 8.1: Policy 1.1 is incorporated as Policy 8.1 by reference. Policy 1.1 incorporates the Future Land Use Map and defines the regulatory significance of its land use categories. It is a legislative determination of the Village that development according to the Future Land Use Map will discourage urban sprawl by continuing to provide residential Objective 9, Drainage and sewer system land needs: Ensure the availability of suitable land for drainage and sanitary sewer system facilities needed to support planned infrastructure improvements. This objective shall be measured by implementation of its supporting policies. 19J- 5.006 (3) (b) 91 Policy a.1: The Village shall maintain and improve land development code provisions for sewer lift stations, stormwater lift stations and collection/infiltration mechanisms and other utility land requirements. Policy 9.2: The Village shall not vacate any road rights -of - way without either a) obtaining an engineering opinion determining that the vacated right-of-way is not necessary to accommodate future storm and/or sanitary sewer facilities; or b) reserving appropriate utility easements. Objective 10, Innovative development regulations: Encourage the use of innovative land development regulations which may include provisions for planned unit developments and other mixed use development techniques. This objective shall be measured by implementation of its supporting policy. 19J-5.006 (3) (b) 101 Policy 10.1: The Village shall periodically review and consider the recent published literature on "innovative" land development regulations in relation to its own land development regulations and determine if there are novative" techniques which offer reasonable promise for accomplishing substantive (rather than process) objectives of the Village. hools libraries parks and munity center , This iective shall . tt• . teimplementation oLila � Responds to Lend Use Element Objection and Recommendation 2. s Responds to Lend Use Element Objection and Recsmmendetlon 2. a Responds to Land Use Element Objection and Recommendation 2. 9J-5.006 Objective and policy requirements not applicable to the Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Future Land Use Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J-5.006 (3) (c) 6 pertaining to the protection of wellflelus and cones of influence 9J5.006 (3) (b) 7 pertaining to resource planning and management plans prepared pursuant to Chapter 380, FS. 9J5.006 (3) (b) 11 pertaining to the availability of dredge spoil deposit sites. 9J5.006 (3) (c) pertaining to the availability of dredge spoil deposit sites. TRANSPORTATION ELEMENT GOAL: Provide a transportation system that meets the needs of Miami Shores Village and the larger community of which the Village is apart with minimal negative impact on the quality of life for Village residents and businesses. TRAFFIC CIRCULATION OBJECTIVES and POLICIES Objective 1, Motorized and non -motorized transportation system: In general, provide for a safe, convenient, and efficient motorized and non -motorized transportation system. In particular, achieve acceptable levels of service for roads and attractive and convenient bicycle and pedestrian facilities. This objective shall be made measurable by its implementing policies. 19J-5-:1)07 ('o,-, ) (b)=11 Policy 1.1: The Village shall regulate the timing of development for the purpose of maintaining at least the following peak hour Level of Service D etandard+3 on JQgJgl roadways that lie within its municipal boundarios,� i9i 5.QO7 (3) Where extraordinary transit service such as commuter rail or express bus service exists, parallel roadways within 1/2 � Responds to Transportation Element General Objection and Recommendation 1. s Responds to Transportation Element Level of Service Issue Objection end Recommendation 1. a Responds m Transportation Element Level of service Issue Objection and Roommenciation 1. Is shall operate at no greater than 150 percent of their capacity. Where mass transit service having headways of 20 minutes or less is provided within 112 mile distance, roadways shall operate at no greater than 120 percent of their capacity. Policy I.3: The Village shall review all proposed developments and issue development orders only when it finds that a proposed development will not cause roadway levels of service to fall below the above Policy 1.1 standards or cause further degradation of service if conditions at the time of the review indicate that standards are already below the above standards. Policy 1.4: As a condition for development approval, the Village may require that proposed new developments provide roadway improvements necessary to meet the level -of -service standards established above. Policy I.S: The Village shall utilize State Gas Tax funds and, if necessary, other available funds for a roadway repaving and reconstruction program and any other transportation or related activities permitted by law. Among the items which are specifically authorized and encouraged by this policy are the following: sidewalk repair and replacement; public transportation operations and maintenance; roadway and right-of-way maintenance and equipment; roadway and right-of-way drainage improvements; street lighting; traffic signs, traffic engineering, signalization, and pavement markings; bridge maintenance and operations; and debt service and current expenditures for transportation capital projects in each and all of the foregoing program areas. Other capital expenditures in related and different projects are hereby authorized by this policy to the extent they are permitted by law. The Village may make expenditures authorized by this policy on streets under local jurisdiction and streets under other jurisdiction, to the extent authorized by law. Policy 1.6: The Village shall enact and enforce land development code standards and a review process to control roadway access points, on -site traffic flow and on -site parking. The land development code may require the use of nt access drives for adjacent uses other than single family residential uses. It will set minimum design standards for: 1) the spacing and design of driveway curb cuts; 2) the size of ingress and egress lanes for major land uses; 3) the spacing and design of median openings; and 4) the provision of service roads. State highway access management standards will be utilized in developing roadway access point controls, particularly on Biscayne Boulevard, N.W. Sixth Avenue and N.E. and N.W. 103rd Street. The access management controls will be tailored to achieve the ends set forth in Objective 1. {9J:r:B07-(3}fe}2}a Policy 1.7: The Village shall seek quick action by Dade County to replace missing road signs and repair malfunctioning traffic signals. Policy I.B: The Village shall maintain safe, handicapped - accessible walkways along heavily traveled roadways. n Responds to Transportation Element Level of Service Iaeue Objection end Recommendation 1. The standards hereby adopted ma the same atanderds adopted Dade County. Responds W Transportation Element General Objection and Recommendation 1. Policy 1.9: The Village shall evaluate the feasibility of developing bicycle routes, lanes and/or paths for recreation and transportation purposes. {-9i 5..007-(3) (e) 51 Policy 1.10: On -site circulation and parking requirements shall be designed to ensure adequate circulation isles, turning radii and parking spaces. Parking regulations shall establish the minimum number of parking spaces which shall be required to serve uses; minimums shall be based on intensity measures such as building square feet. Parking regulations shall establish appropriate minimum sizes for circulation isles, parking stalls and parking stall angles. General standards may provide guidance for discretionary review of parking lot layout. On -site traffic flow and on -site parking standards may be designed to encourage the use of bicycles by requiring bike racks under certain conditions. Pedestrian access ways may be required through large parking lots to connect building areas to public sidewalks. {9d--5-007-(3 Z) 3}4' Policy 1.11: The Village shall coordinate with the MPO plans to improve major arterials. The Village shall utilize all practical and appropriate means to ensure that arterial and collector streets are not widened. Policy 1.12: The Village shall evaluate the utility of employing Transportation Concurrency Management Areas and/or Transportation Concurrency Exception Areas in the concurrency management process. Transportation Concurrency Management Areas are authorized in 9J-5.0055 (5) and Transportation Concurrency Management Exception Areas are authorized in 9J-5.0055 (6). Objective 2, Coordination of traffic circulation with an use: In general, coordinate the traffic circulation system with land uses shown on the future land use map. In particular, provide the traffic circulation system which is shown on the Future Road Cross Section Map (Figure 4). This objective shall be made measurable by its implementing policies. W 6.007 (3)-(13)-314 Policy 2.1: The Village shall approve no alteration in the existing traffic circulation system which materially reduces the continuity and rights -of -way of arterials or collectors shown on the Future Traffic Circulation Map. Policy 2.2: Utilize traffic barricades to block traffic on Biscayne Boulevard and other arterials and collectors from entering local streets except for local access. Consider other traffic control strategies (such as turning restrictions) which will contribute to the safety and quietude of residential streets. Objective S, Coordination with the MPO: In general, coordinate with the plans and programs of the Metropolitan Planning Organization. particularly with respect to new transportation facilities and services that may impact Miami Sho1-es's f9d-5-997-(.a)-(b) 31 Responds to Trmsportation Element General Objection end Recommendation 1. n Reaponde W Trmuportation Element General Objection end Recommendation 1. k Responds to Trenaportation Element General Objection end Recommendation 1. " Reaponds to Transportation Element General Objection and Recommendation 1. a Responds to Transportation Element Intergovernmental Coordination Objection and Recommendation 1. n Responds to Transportation Element General Objection and Recommendation 1. Policy 3.1: The Village staff shall annually review and evaluate the Florida Department of Transportation 5-Year Transportation Plan, the Dade County Transportation Improvement Program and the traffic circulation plans and programs of Biscayne Park, El Portal and the City Miami to determine if plans and programs contained therein necessitate any revision to this or other elements of this Comprehensive Plan. Policy 3.2: Appropriate Village staff shall attend selected meetings of Metropolitan Planning Organization and any related ad hoc committees pertaining to traffic and transportation issues affecting the Village. The coordination schedule shall include the kinds of meetings listed in Intemovernmental Coordination Exhibit Lai Policy 3.3: The Village shall revise this Traffic Circulation Element as necessary in response to the above. the Village defines coordination as an e xchantre of sneral. t' t Objective 4, Coordination with transit authority: In general, coordinate with the plans and programs of the Metropolitan Dade County Transit Authority. particularly with respect to new transit facilities and services that may impact Miami Shores c This objective shall be made measurable by its implementing policy. Policy 4.1: Appropriate Village staff shall attend selected meetings of Metropolitan Dade County Transit Authority pertaining to levels of service for buses and other transit. Objective 5, Right•of-way protection: In general, protect existing rights -of --way from building encroachment. In a Responds to Treasporfation Element Intergovernmental Coordination Objection ens Renammenaatinn z. H Responds to Transportation Element Intergovernmental Coordination Objection d Recommendation 1 The Department of Community Affairs Objections, Recommendations and Comments Report calls upon the Village to revise Objectives 3 end 4 and their related policies in such a was as to eastern Mat the Village Comprehensive Plan is consistent with the transportation and transit plans of the Florida Department of Transportation and the Dade County Transit Authority. The Department of Community Affairs thinks that *This is an important issue in light of the potential Northeast Corridor expansion[, i.e. heavy rail transit service the Florida East Coast right-of-way through Miami Shores].* a Responds to Transportation Element Intergovernmental Coordination Objection end Recommendation 1. a Responds to Transportation Element General Objection and Recommendation 1. a Responds to Transportation Element Intergovernmental Coordination Objection end Recommendation 1. particular, achieve zero net loss of right-of-way from building encroachment throughout the period during which this plan is in effect. {8d-fi:0071.3)-FF zl consideration a iall be eiven to the operation of the entire u.t Policy 5.1: The Village shall use the land development code as enacted, the land development code enforcement procedures and the building code enforcement procedures to protect existing rights -of -way through setback requirements which prohibit right-of-way encroachments of any kind [9i 5.007 (3) FeW" Objective 8, The Village shall help provide an adequate supply of parking to serve the business area and major community facilities. Achievement of this objective shall be quantified by the implementation of the following policy: Policy 6.1: The Village shall undertake a program to maintain parking facilities, particularly in the "Main Street" business commercial area along N.E. Second Avenue. MASS TRANSIT OBJECTIVES and POLIC71iS Objective 7, Greater use of mass transit: The Village shall encourage greater use of existing mass transportation facilities in coordination with the two measurable transit related objectives included in the April 1999 Miami -Dade County Comprehensive Development Master Plan which read FR317II�4 r.fin ur.seeh to ensure tbat, among other objectives, between Miami -Dade Mass Transit Subelement Objective 1: By the year 200R the mass transit system shall op�te at a level of service no lower than the standard contained herein Achievement of this objective shall be measured by the implementation of the following policies: Policy 7.1: The Village shall keep abreast of bus service needs and notify the Metro -Dade Transit Agency of required service changes as necessary. Policy 7.21 In applying the Miami -Dade County measurable obiectives set forth in Miami Shores Trans op rt"on Objective v Responds [01}muportation Element General Objection end Recommendation 1. � Responds la 1}anaporlation Element General Objection end Recommendation 1. z Responds to 1}ansportation Element Future Land Use Map Iwoes Objection and r' u t..usn �t r�' in V r. u.. t Objective 8, Provision of transit and coordination of transit planning: In general, provide efficient mass transit and paratransit services based on existing and proposed major trip generators. In particular, provide the Metropolitan Dade County transportation planning agencies with ad hoc periodic development reports and other input on the status of any development or redevelopment which could alter the need for bus and paratransit services. This objective shall be made measurable by its implementing policies. 10d-6:008-(3) FIB-1 aad 21W Policy 8.1: The Village shall support increases in the frequency of bus service on arterial and collector roads when such increases are determined to be an effective mean to relieve over capacity during peak hours. The Village shall not support increases in service provided on local roads because such increases could be detrimental to neighborhood quietude. Policy 8.2: Appropriate Village staff shall attend selected meetings of the Metropolitan Dade County Transit Authority, the Metropolitan Planning Organization, the Florida Department of Transportation and any other public transportation agency offering special services for the disadvantaged. Policy 8.3 Yr� rrn I) modow IV OR oeiloinATA , tr and the are of expansion exceeds 000 per square mile, and the cor dor is 0,5 miles on either side of an expansion a' Responds to 7tamportetion Element Future Land Usa Map laauea Objection d Recommendation 2. Responds to Recommendation 2. Trtion Element Future Land Uee Map Issues Objection end 2. � Responds l01}ensportstion Element General Objection and Recommendation 1 Recommendation 2 provided at higher density areas with greater need. Igsuance of all me orders for new development o shmificant i� . tt. Owl 1. 1 r..t V low, I'et„ t1 rs' Objective 9, Coordinate with plans for "transportation disadvantaged people:" On a continual basis and throughout the effective period of this plan, the Village shall coordinate with the Metropolitan Dade County Transit Authority, the Metropolitan Planning Organization, the Florida Department of Transportation and any public transportation agency offering special services for "transportation disadvantaged people." This objective shall be made measurable by its implementing policies.-{OJ-§..008 Policy 9.1: Appropriate Village staff shall attend selected meetings of the Metropolitan Dade County Transit Authority, the Metropolitan Planning Organization, the Florida Department of Transportation and any other public transportation agency offering special services for the disadvantaged. Policy 9.2: The Village shall encourage the increased use of wheel chair accessible buses on Village routes. Policy 9.3: Continue to provide sidewalks at bus stops on arterials when costa permit. Policy 9.4: The Village shall arrange for special carriers "on call' in order to provide transportation for transportation disadvantaged handicapped people so that they are able to participate in Village activities and services. Objective 10, Transit right-of-way protection: In general, protect existing transit rightsof-way and exclusive mass transit corridors. In particular, achieve zero net loss of right-of-way from building encroachment throughout the period during which this plan is in effect. This objective shall be made measurable by its implementing policy. 19J-5.008-(3) Eb)3}a at Responds to Tra+aportetion Element Level -of -Service Objecton end Recommendation 3. Note Ne OCA Objections, Recommendations and Comments Report contains a I and a rtansp Element l event Leervice Objection and Recommendation tend not a�ponport Element Element L veService Objection an andRecommendation Recommendation ended d 3, but not a Transportation Element Level -at -Service Objection end Recommendation 2. m Responds to Transportation Element General Objection and Recommendation 1. N Responds W Transportation Element General Objection and Recommendation 1. Policy 10.1: The Village shall use the land development code as enacted, the land development code enforcement procedures and the building code enforcement procedures to protect existing rights -of -way through setback requirements whjch prohibit right-of-way encroachments of any kind. 19J- 5-008-(3)-(e) 21� OTHER TRANSPORTATION ELEMENT OBJECTIVES and POLICIES Objective 11, Fulfill other requirements of 9J-019: Identify effective and useful ways in which the transportation element requirements of 9J-019, F.A.C. not previously identified in this element can be fulfilled. Policy 11.1: On an ongoing basis. NoaaieFthen30d& identify and evaluate parking strategies that are compatible with all other elements of this plan and promote transportation goals and objectives. As part of this effort, conduct a search of the professional literature and of practice in other jurisdictions. If and when public transit rail service desired by Dade County along the Florida East Coast right -of -through Miami Shores is funded for planning or nnstruction focus efforts so as to identify and evaluate potential parking strategies that could support such rvio ai [9J-5.019 (4) (c) 31 Policy 11.2: On an ongoing basis. w...'-`-:�t',a..-w,P identify and evaluate transportation demand management programs that are compatible with all other elements of this plan and reduce the number of vehicle miles traveled per capita. The programs identified by the Village shall be limited to those identified by Dade County and determined appropriate to the Village by the Village staff and elected officials. As part of this effort, coordinate with related efforts of the Metropolitan Dade County Transit Authority and the Dade County MPO In identifying programs. place ymphasis on the Dade County MPO's 1993 Transportation Demand Management and Congestion Mitigation Study and env updates thereto.a W-5.019 (4) (c) 61 � Responds w Tramsportation Element General Objection and Recommendation 1. 3i Responds at Transportation Element analysis notes t Ieeue Objection and Recbmmendatlon 1. The data and enalyais notes the following about perking in Miami Shores Village: � Responds to Transportation Element Intermodal Ieeue Objection and men Recommendation 1. In 1993, the MPO completed a congestion mitigation study. The ¢Ludy reviewed cong Lion mitgaton etrategiea end made recommendations to implement ]3 actions. The report euggee[ed a in -agency committee to guide the sea. One of the major tripreductionoofthereportwas the develop tWa tripreduction ordinance. (trip reduction ordinance requires major employers to develop, implement and enforce a plan to reduce the number of peak hour togmobin tripe wasagenerated prove theirplacece O,the employment. Although the Congestion Mrtif NovembeStudy995, approved by the MPO, the ordinance had not been impelled tin than -�^9, identify and evaluate transportation system management strategies that are compatible with all other elements of this plan and improve transportation system efficiency and safety. As part of this effort, conduct a search of the professional literature and of practice in other jurisdictions. In identifying programs place emphasis on the. Dade County MPO's Dade County Congestion Management System (renamed the Dade County Mobility Manae m n Process) and any updates thereto. [9J-5.019 (4) (c) 71 Policy 11.4: Immediately upon adoption of this plan.-PIe latef than 2010, identify and evaluate numerical indicators (such as modal split, annual transit trips per capita and auto occupancy rates) against which mobility goals can be measured. As part of this effort, conduct a search of the professional literature and of practice in other jurisdictions. Also as part of this effort, coordinate with the efforts of the Metropolitan Dade County Transit Authority.se 19J-5.019 (4) (c) 101 9J-5.019 Objective and policy requirements fulfilled by objectives and policies pertaining to traffic circulation, mass transit and/or aviation related objectives and policies: 9J-5.019 (4) (b) 1 Provide for a safe, convenient, and energy efficient multimodal transportation system. 9J-5.019 (4) (b) 2 Coordinate the transportation system with the future land use map and ensure that existing and proposed population densities, housing and employment patterns and land uses are consistent with the transportation modes and services proposed to serve these areas. � Reaponda m Trensportelion Element Intermodal Iaeue Objection end Recommendation 1. Page I I-60 of Ne 1995 Dade County Evaluation end Appraisal Report notes: The Miami Urbanized Area is required by federal regulations te establish a evaluate end mat ent gi(CMS).trease Yee iciency cif them investigate, transportation system and to strategies minimize or eliminate constraction of new pp(e occupant vehicle lease. The federal requirements present a number of difi'erent categories of strategies available for the CMS. The MPO hoe the primary responsibility for developing and implementing the CMS and it is to be coordinated with FDOT. In order to implement the requirements of the CMS, the County's MPO commenced a study in 19M to develop the Dade County Congestion Management System (renamed the Dade County Mobility Management Process). The study will establish a methodology for identifying and evaluating ngested corridom in the County d identify different impprovements end strategies to increase mobility. The range of airaW "11 i elude TDM techniques, TSM, traffic operational improvements, ldgh oaup yy vehicle Imes, transit capital projects and operational improvements, Bicycle and pedestrian impprovement, p king management and access man aggee ant, to name a few. M interim CMS must be operational by October 1995. Page C-6 of a October 2, 1966 Dade County document entitled Response to Objectives Raised by the Florida Department of Community Affairs notes: The final draft report of the Dade County Mobility Management Promise, dated October 1995 and prepared by the Dade County MPO, identifies the fulluwin transit supportive strategies: development of trip reduction ordinance; shuttle and subscription bus services; employer subsidized transit use; employee transportation allowance; parking management; parking p "'ng; formation of wereppooranion managgeement associations; development of high occuppants^ vehicle (HOl') la v a; bus tragic signal preemption; roadway improvementdam ties for transit development of park and ride facilities; development of exclusive bus lanes; development of fined guideway transit; development of ¢sprees and feeder bus system; improvements to bus routes; modifications in the transit fare structure; promotion of transit passes; auto restricted zones; and road pricing. While most of these strategies are currently being evaluated by the Dade County MPO, some are already being implemented. The following is a partial list of those under implementation: transportation management associations (TMAs), HOV lines, park and ride facilities, fixed guideway tourist, express and feeder bus system, improvement to bus routes, and promotion of transit passes Responds to Transportation Element Intermodal Issue Objection and Recommendation 1. 9J-5.019 (4) (b) 3 Coordinate the transportation system with the plans and programs of any applicable metropolitan planning organization, transportation authority, Florida Transportation Plan and Florida Department of Transportation's Adopted Work Program. 9J-5.019 (4) (b) 4 Address the provision of efficient public transit services based upon existing and proposed major trip generators and attractors, safe and convenient public transit terminals, land uses and accommodation of the special needs of the transportation disadvantaged. 9J-5.019 (4) (b)5 Provide for the protection of existing and future rights -of -way from building encroachment. fib), b). 9J-5.019 (4) (c) a Establishment of level of service standards at peak hour for roads and public transit facilities within the local government's jurisdiction. 9J-5.019 (4) (c) :i Control of the connections and access points of driveways and roads to roadways. 9J-5.019 (4) (c) k For existing and future transportation rights of way and corridors designated in the local government comprehensive plan, establish measures for their acquisition, preservation, or protection. See Policy 1.5 ... �.lush fulfills -W 6.007 (3) (a) 4.s 9J-5.019 (4) (c) li Establishment of land use and other strategies to promote the use of bicycles and walking. See Land Use Element Policy 1.5 and Transportation Element Policies 1.8, 1.9 and 1.10. 9J5.019 (4) (c) 8 Coordination of roadway and transit service improvements with the future needs of seaports, airports, and other related public transportation facilities. See Transportation Element Policies 7.1, 8.1, 8.2, 8.3 and 8.4. 9J-5.019 (4) (c) 15 Meet the requirements of 9J-5.007 (3) (c), 9J-5.018 ObjCCtiVe Hnd policy requirements not applicable to Miami Sbores Village. Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Transportation Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J-5.009 (3) (b) 1 pertaining to coordinating the expansion of existing or paw ports, airports, or related facilities with the future land use, coastal management, and conservation elements. 9J-5.009 (3) (b) 2 pertaining to coordinating surface transportation access ports, airports, or related facilities with the future land use, coastal management, and conservation elements. � Responds to Transportation Element General Objection end Recommendation t. � Reaponda te Transportation Element General Objection and Recommendation 1. shall be measured by the implementation of the following policies: 9J-5.009 (3) (b) 3 pertaining to coordinating with plans of the United States Army Corps of Engineers, military services, or resource planning and management plans prepared pursuant to Chapter 380. 9J-5.009 (3) (b) 4 pertaining to proper integration of access routes to ports, airports, or related facilities with other modes of surface or water transportation. 9J-5.009 (3) (c) 1 pertaining to the promotion of ports, aviation, and related facilities development and expansion consistent with the future land use, coastal management, and conservation elements. 9J5.009 (3) (c) 2 pertaining to the mitigation of adverse structural and non-structural impacts from ports, airports, or related facilities upon adjacent natural resources and land uses. 9J-5.009 (3) (c) 3 pertaining to the protection and conservation of natural resources in the context of airports and related facilities. 9J-5.009 (3) (c) 4 pertaining to coordination of intermodal management of surface and water transportation. 9J-5.009 (3) (c) 5 pertaining to the protection of ports, airports or related facilities from the encroachment of incompatible land uses. 9J-5.019 (4) (c) 13 Establishment of strategies to facilitate local traffic to use alternatives to the Florida Intrastate Highway System to protect its interregional and intrastate functions. HOUSING ELEMENT HOUSING ELEMENT GOAL: Provide decent, safe and sanitary housing in suitable locations at affordable costa to meet the needs of the Village's existing and future residents. Objective 1, Development of new dwelling units: The Village shall assist and encourage the private sector to provide dwelling units of various types, sizes and costs to meet the housing needs of all existing and anticipated populations of the Village. A total of 30 properly designed and located additional units are the objective for the year 2010; more may be approved, particularly if it can 6e shown that additional units will ensure fulfillment of Obiective 2 pertainine to affordable housine.at Progress toward meeting this objective � Responds to'heruportetion Element Level of Service Issue Objection and Recommendation 1. m Responds to 1}a�portation Element Level of Service Issue Objection and Recommendation 1. u Responds to Housing Element ObjeMio,a and Recemmendeno�u 1 and 2. Policy Z. Z: The Village shall provide information and assistance to the private sector to maintain a housing production capacity sufficient to meet the identified demands. Policy 1.2: The number of housing units and the range of housing types developed pursuant to Objective 1 shall be established by the Future Land Use Map and the implementing provisions of the development code. T li t t. t � t[IIl,2�YrtitR:flF.iiL.l��t7FSriC%�'Fd<SFL�Sii9 ;�.. �Tif�A�1�}1ll��b .tt •�u' t. t. t to ,, ,, . � .,. t ., t. ,. �i .1' •. Policy 1.3: The Village shall periodically review and study ordinances, codes, regulations and permitting processes in an effort to provide more efficient mechanisms for reviewing proposed housing developments. Objective 2, Creation of affordable housing: In general, provide adequate sites adequately distributed to accommodate very low, low and moderate income households 19J-5.010 (3) (b) 41; and create affordable housing for all current and anticipated future residents 19J-5.010 (3) (b) 11. In particular, Cacilitate development of as much new affordable housing as the market economics and available subsidies can generate, includins additional units un to the cumulative numbers by which the Village was found to 6e defficienk in 1995 byshG Shimberg Center for Affordable Housine under contract to the Florida Denartment of Community Affairs These deficiency cumbers are 495 owner-acctlpied units for households with incomes qp to 80 percent of median and 90 renter -occupied units for households with incomes up to 50 percent of median.°1 Policy 2.1: The Village manager or designee shall monitor the housing and related activities of the Dade County Affordable Housing Task Force, the South Florida Regional Planning Council and nearby local jurisdictions. The Village manager shall inform the Village Council of these activities Responds to Housing Element Objections end Recommendations 1 end 2. � Responds to Housing Element Objectioeu end Aecommendatione lend 2. � Responds to Housing Element Objections end Recommendations lend 2. 10 and shall recommend, as appropriate, Village actions that could help encourage the provision of adequate sites for the distribution of very low income, low income and moderate income families in nearby communities with land values that can reasonably accommodate such housing. Among the actions that may be considered are specific agreements with other local governments concerning the provision of affordable housing as referenced in Rule 9J-5.010 (3) (c) (10), F.A.C. Policy 2.2: The Village shall maintain and improve where appropriate land development code provisions which are consistent with the Future Land Use Map (Figure 1), including the land uses and the densities and intensities specified thereon and the descriptions of the requirements of those categories, which appear in this Future Land Use Element under the heading "Future Land Use Category Descriptions." The map and the descriptions are incorporated by reference into this Policy. This policy reflects the Village's legislative judgment that: 1) the mix of residential uses contained on the Future Land Use Map offers the most reasonable possibility for developing affordable housing in the Village; and 2) clear articulation of where housing is permitted and what density of housing is permitted is one of the best ways for a municipality to coordinate the private housing delivery process. fOJ.5.010 (3) (c) 11 Policy 2.3: The Village shall periodically reviex: 1) its own development permitting procedures; 2) best current practice employed by other comparable jurisdictions; and 3) best current practice reported in relevant professional literature. The purpose of the review shall be to determine if there are appropriate procedural and substantive changes which could facilitate more expeditious development application processing. 19J-5.010 (3) (c) 21 Policy 2.4: Housing for very low income, low income and moderate income households shall not be prohibited per se in any area designated by this plan for residential use. Thill tRgT�T#�7 Policy 2.5: The Village hereby encourages Dade County and individual property owners to utilize Federal housing assistance (Community Development Block Grant program rehabilitation loans and/or Section 8 rental certificates), bond programs and other methods of bringing residential units within the reach of low and moderate income households. T¢ the extent feasible. the Village shall assist the Miami -Dade County Housing Authority identify housing units which may be eligible for participation in the Miami -Dade County Section 8 Rent Subsidy Program' Objective 3, Preservation of affordable housing: In general, preserve affordable housing for all current and anticipated future residents. In particular, preserve the existing housing stock in sound condition. This objective shall be made measurable by its implementing policies. (9J 5.010 (3) (b) 11 Policy 3.1: The Village shall maintain and enforce minimum housing standards as part of its own land development code. 'e Responds to Housing Element Objections and RewmmendaUnns 1 and 2. G Responds to Hauling Element Objections end Remmmendatinns 1 and 2. 19J-5.010 (3) (c) 31 Policy 3.2: The Village shall from time to time informally evaluate alternate strategies to guide enforcement of its minimum housing standards code so as to achieve maximum effectiveness. It is recognized by this policy that systematic and ad hoc inspections might be most appropriate at different times and in different sub areas of the Village. 19J-5.010 (3) c) 41 Policy 3.3., Through land development code bulk and/or setback standards, the Village shall help assure the continuation of stable residential neighborhoods. 19-5.010 (3) c) 31 Policy 3.4: The Village shall review and consider the advantages and disadvantages of annexing various areas as these have been articulated in previous and ongoing studies. Policy 3.5: The Village shall enforce an ordinance requiring a re -occupancy certificate in the case of any residential unit undergoing an occupancy change in order to prevent housing deterioration. Objective 4, Eliminate substandard housing; structurally and aesthetically improve housing; conaerve, rehabilitate and demolish housing: In general, eliminate substandard housing conditions 19J-5.010 (3) (b) 21, structurally and aesthetically improve housing 19J- 5.010 (3) (b) 21, conserve and rehabilitate housing and demolish substandard housing 19J-5.010 (3) (b) 5]. In particular: 1) require the renovation or razing of any substandard housing which occurs in the future; and 2) encourage private property owners to maintain and improve their properties so as to protect property values and ensure safe and sanitary housing. This objective shall be made measurable by its implementing policies and by the existence of no substandard housing units in the Village. 19J-5.010 (3) (b) 2 and 9J-5.010 (3) (b) 51 Policy 4.1: The Village shall require owners of substandard structures to promptly renovate or remove such structures. Policy 4.2: The Village may assist owners of substandard historic housing obtain financial assistance for renovation from Dade County, State of Florida or Federal sources.Substandard Policy 4.3: Substandard housing is defined as housing which is unfit far human habitation due to the presence of an extreme measure of deterioration of structural and other important elements such as the roof, foundation, windows, parches or siding. Policy 4.4: Housing Element Policies 3.1 through 3.5 are herein incorporat:d by reference. Objective 6, Adequate sites for manufactured homes: Provide adequate sites far manufactured homes. This objective shall be made measurable by its implementing policies. 19J-5.010 (3) (b) 31 Policy 5.1: Manufactured housing shall not be prohibited in any area designated by this plan for residential use and outside the Coastal Zone. Mobile homes shall not be permitted in the Village unless they meet the same standards as manufactured homes. 19J-5.010 (3) (c) 51 Objective 6, Adequate sites for group homes: Accommodate small state licensed group homes in residential areas and areas with residential character. This objective shall be made measurable by its implementing policies. 19J- 5.010 (3) (b) 41 INFRASTRUCTURE ELEMENT POTABLE WATER, SEWER, STORM DRAINAGE and SOLD) WASTE Policy 6.1: The Village shall maintain and improve land development code regulations which permit HRS-licensed group homes. Such regulations shall permit small scale group homes in residential areas and areas with residential character and shall otherwise be designed to meet State law in general and Chapter 419, F.S., in particular. Prior to enactment of such regulations, the Village shall interpret and enforce applicable existing regulations in a manner which is fully consistent with State law and administrative code requirements pertaining to group homes. [9J-5.010 (3) (c) 61 Policy 6.2: The Village shall enact and enforce standards that require group home facilities in residential areas to be HRS-licensed, residential in appearance, with no more than six residents per facility and at least 1,500 feet between facilities. Objective 7, Housing coordination and implementation: The Village Manager shall be responsible for achieving housing policy implementation. 19J-5.010 (3) (b) 71 Policy 7.1: The Village Manager or designee shall maintain communications with appropriate private and non-profit housing agencies to assure that adequate information on Village housing policies flows to housing providers. This list shall include Homes for South Florida, the Board of Realtors and the Home Builders Association. [9J-5.010 (3) (61 Policy 7.2: The Village Manager or designee shall cooperate with any developer using County Surtax funds, the County Housing Finance Agency or other subsidy mechanisms. [9J- 5.010 (3) (c) 71 Objective 8, Historically significant housing: Identify and promote the preservation of at least one historically significant residential structure. Policy 8.1: Policies 6.1 through 6.4 of the Future Land Use Element are adopted herein by reference far particular application to historic housing. [9J-5.010 (3) (c) 31 9J-6.010 Objective and policy requirements not applicable to Miami Shores Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Future Land Use Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J5.030 (3) (b) 1 provide adequate sites for mobile homes. INFRASTRUCTURE GOAL: Public utilities capacity shall be provided to adequately serve residents, visitors and business people. Objective 1, Correct deficiencies and increase capacity of potable water and sanitary sewer facilities: In general, correct any potable water and sanitary sewer system deficiencies which may arise in the future and increase potable water and sanitary sewer system capacity in the most cost effective manner possible. This objective shall be made measurable by its implementing policies. [9J-5.011 (3) (b) 1, 2 and 31 Policy 1.1: The Village shall continue to use Dade County and North Miami potable water treatment and distribution facilities. Policy Z.2: The Village shall cooperate with Dade County and North Miami in their efforts to upgrade the potable water distribution system through ongoing maintenance. 19J-5.011 (3) (c) 11 Policy 1.3: The Village shall monitor existing septic and package sanitary sewage facilities in order to identify as early as possible any actions which may be necessary to ensure adequate sanitary sewage service in the future. 19J-5.011 (3) c) 11 Objective 2, Correct deficiencies and increase capacity of drainage facilities: In general, correct existing drainage facility deficiencies and increase drainage facility capacity. The "In particular" portion of Land Use Element Objective 5 is incorporated herein by reference. This language includes etormwater standards (including reference to Chanter 17-25 FAC) and reads as follows: s: .I least Derties retaii at the first . ater I ,Te alter thanfore develoolikilLf 19J-5.011 (3) (b) 1, 2 and 31 � Responds b Infi'eafructure Objection and RecommeMauon 2. Policy 2.1: Policies 5.1 through 5.10 of the Land Use Element are incorporated herein by reference. f9J-5.011 (8) (c) 4 and 5] Objective 3, Correct deficiencies and increase capacity of solid waste facilities: In general, correct existing solid waste system deficiencies and increase solid waste system capacity. In particular, achieve the most cost-effective solid waste collection system by the year 2005. Policy 3.Z: Through the annual five-year capital improvements planning process, the Village shall carefully study the Village's solid waste collection and processing system options to determine the most cost effective method for collecting and disposing of solid waste. 19J-5.011 (2) (c) 1] Policy 3.2: No later than the year 2005, the Village shall implement the most cost effective system as determined pursuant to Policy 3.1. [OJ-5.011 (2) (c) 11 Objective 4, Level of service: Achieve adequate facility capacity to serve new development concurrent with the impact of that development. Achievement of this objective shall be measured by the implementation of the following policies: Policy 4.1: The Village will enforce the following level of service standards: Sanitary Sewers: New development which teas a density greater than 40 dwelling units per acre or which generates more than 1,500 gallons per day in sanitary sewage shall be required to tie-in to the sanitary sewage system unless such a requirement would have the effect of depriving the property owner of reasonable use.® Otherwise, septic tanks or package treatment facilities which meet all applicable state, county and/or federal standards shall be provided for all developed sites not served by municipal sanitary sewage facilities. Potable Water: a) The regional treatment system shall operate with a rated capacity which is no less than 2 percent above the maximum day flow for the preceding year. b) Water shall be delivered to users at a pressure no less than 20 pounds per square inch (psi) and no greater than 100 poi. Unless otherwise approved by the Metro -Dade Fire Department, minimum fire Oows based on the land use served shall be maintained as follows: Minimum Fire Flow Land Uae (gallons per minute) Single family Estate density 500 Single family higher than Estate density 750 Duplex residential 750 Multifamily residential 1,500 Semiprofessional offices 1,500 Hospitals and schools 2,000 Business and industry 3,000 c) Water quality shall meet all federal, State and County primary standards for potable water. d) Countywide storage capacity for finished water shall equal no less than 15 percent of the Countywide average daily demand. e) The system shall maintain the capacity to produce and deliver 200 gallons per capita per day. IOJ-5.011 (2) (c) 2d] Drainage: All nonresidential development and redevelopment shall adequately accommodate runoff to meet all Federal, state and local requirements. Stormwater shall be treated in accordance with the standards set forth in Objective 5 ot'the Land Use Element and Objective 2 of the Infrastructure Element. One inch of runoff shall be retained on site. Post -development runoff shall not exceed peak pre development runoff. [9J-5.011 (2) (c) 2c] Solid Waste: The County solid waste disposal system shall maintain a minimum of five years capacity. For Village planning purposes, a generation rate of 3 pounds per person per calendar day shall be used. IOJ-5.011 (2) (c) 26] Objective 6, Water conservation: In general, conserve potable water resources. In particular, implement specific water conservation programs in order to reduce the average daily per capita water consumption by five percent no later than 2010. [9J-5.011 (2) (b) 4] Policy S.I: The Village shall maintain and improve land development code and other regulations that include: 1) water conservation -based irrigation requirements; 2) water conservation -based plant species requirements derived from the South Florida Water Management District's list of native species and other .appropriate sources; 3) lawn watering restrictions; 4) mandatory use of ultra -low volume water saving devices for substantial rehabilitation and new construction; and 5) other water conservation measures, as feasible. f9J-5.OLl (2) (c) 3] Policy 5.2: The Village shall promote education programs for residential, commercial and other uses which will discourage waste and conserve potable water. IOJ-5.011 (2) (c) 3] Objective 6, Maximizing facilities and discouraging urban sprawl: Maximize existing infrastructure facilities and discourage the proliferation of urban sprawl. This objective shall be measured by implementing of its supporting policy. 19J-5.006 (3) (b) 3] Policy 6.1: Policy 1.1 of the Land Use Element is incorporated as Policy 6.1 of the Infrastructure Element by reference. Policy 1.1 of the Land Use Element incorporates the Future Land Use Map and defines the regulatory significance of its land use categories. It is a legislative determination of the Village that development according to the Future Land Use Map will discourage urban sprawl by continuing to provide residential and employment opportunities in the Village, which is inside the Dade County Urban Infill Boundary. 9J-5.011 Objective and policy requirements not applicable to the Miami Shores Village: Rule 9J-5 of the Florida Administrative Cade requires communities to adopt as part of their Infrastructure Element objectives aad policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable to the Village: 9J-5.011 (3) (b) 5 Addressing the function of natural groundwater recharge areas and natural drainage features. � Reaponde to Infrealructure Objection and Rewmmendetion ]. 13 COASTAL MANAGEMENT COASTAL MANAGEMENT ELEMENT GOAL: Provide for the conservation of natural resources, the environmentally sound use of natural resources, the protection of human life and property, and the prompt re-establishment of economic and social viability following any natural disaster. Objective 1, Protect living marine resources and maintain and improve estuarine water quality by implementing drainage improvements: In general, protect, conserve or enhance living marine resources, coastal barriers, and wildlife habitat; and maintain or improve estuarine environmental quality. The "In particular" portion of Land Use Element Objective 5 is incorporated herein by reference. 19J-5. 012 (3) (b) 1 and 21 Policy Z.l: Policies 5.1 through 5.10 of the Land Use Element are incorporated herein by reference. 19J-5. 012 (3) (c) 1, 2 and 31 Objective 2, Protect coastal wetlands and living marine resources including manatees and sea turtles: In general, protect, conserve, or enhance living marine resources. In particular: 1) achieve zero human -induced loss of manatees, fisheries, wildlife, wildlife habitat, marine habitat and environmentally sensitive land; and 2) retain the natural waterfront estuarine wetland stretches of the Biscayne Canal. This objective shall be measured by implementation of its supporting policies. 19J-5.012 (3) (b) 11 IThe second part of the "in particular portion" of this objective is a reiteration of Objective 1.1 of the 1989 Coastal Management Element.] Policy 2.I: The Village police shall maintain communications with County and State marine police in order to report any violations of the boat speed limits in the adjacent waters which are a manatee protection area. The Dade County manatee telephone hotline shall also be publicized by Village officials. Policy 2.2: The Village shall contact DERM if any adverse impact is observed relative to the sea grass beds in adjacent waters. [9J-5.012 (3) (c) 1 and 21 Policy 2.8: The Village shall prohibit dredging or filling that would result in the destruction of grass/algae flats, hard bottom or other benthic communities in any waters within the municipal limits of the Village. Policy 2.4: The Village shall prohibit the deposit of solid waste or industrial waste including spent oils, gasoline by- products or greases accumulated at garages, filling stations and similar establishments that create a health or environmental hazard upon any vacant, occupied or unoccupied premises, parkway or park, and in any canal, waterway or bay or within the Village. Policy 2.5: The Village shall require all new shoreline development affecting marine habitats to be reviewed by the Dade County Environmental Resources Management Department. Policy 2.8: In general, the Village shall coordinate with existing resource protection plans of other governmental agenciesI including the Dade County Department of Environmental Resource Management, the South Florida Water Management District, the Florida Game and Freshwater Fish Commission, the Florida Department of Environmental Protection, the U.S. Army Corps of Engineers, the U.S. Fish and Wildlife Service and others. In particular, the Village shall coordinate with Dade County and with the Florida Department of Environmental Protection in the monitoring of coastal waters and sediments. Also, the Village shall retain ownership of land adjacent to water resources so as to provide maximum opportunity to carry out the directives of existing resource protection plans. Policy 2.7: The Village shall cooperate with Federal, state and county programs designed to ensure the required use, proper maintenance and proper functioning of dockside pump out facilities. Policy 2.8: The Village shall preserve in a natural or near natural state the canal banks of Biscayne Canal where it passes through the Miami Shores Golf Course. Mitigate any loss of habitat which results from unavoidable alteration of the natural canal banks. Objective 3, Prioritize shore line land uses: The amount of Biscayne Bay shoreline devoted to single-family residential development and open space shall be preserved. Water - dependent and/or water -related uses as officially defined by Is 9J-5 of the Florida Administrative code shall not be developed because they would be incompatible with the existing long-established land use pattern. [9J.5.012 (3) (b) 31 Policy 3. Z: The Village shall restrict development in accordance with the Future Land Use Map of this plan. [9J- 5.012 (3) (c) 91 [Rule 5.012 (3) (c) 9 requires a policy for "Establishing priorities for shoreline land uses, providing for siting water -dependent and water related uses, establishing performance standards for shoreline development, and establishing criteria for marina siting..." Marinas would not be appropriate in Miami Shores Village.] Objective 4, Direct population concentrations away from coastal high hazard areas and limit coastal high• hazard area infrastructure expenditures: Direct population concentrations away from coastal high hazard areas and limit the expenditure of Village funds on infrastructure within the Coastal High Hazard Area if such infrastructure would have the effect of directly subsidizing development which is significantly more intensive than authorized by this Plan. This objective shall be measured by its implementing policies. [9J-5.012 (3) (b) 5 and 61 Policy 4.1: The Village shall restrict development in accordance with the Future Land Use Map of this plan. It is the legislative judgment of the Village that the Future Land Use Map provides the most appropriate way to limit development in high hazard areas consistent with reasonable property rights and long-established land use patterns. [9J- 5.012 (3) (c) 91 Policy 4.2: The Village shall limit its funding of public infrastructure expansion if such funding and such expansion would have the effect of directly subsidizing a specific private development in the Village. [9J-5.012 (3) (c) 71 Policy 4.3: Objective 4 and Policy 4.2 above shall not be implemented in such a way as to preclude the Village's plans to improve drainage facilities or reconfigure streets in order to provide adequate infrastructure to serve the Future Land Use Plan development pattern or development for which rights R! were vested prior to enactment of this Plain [9J-5.012 (3) (c) 91 �, 1 e I t- 't r r �: ; t . t -: _ : �Iirnia[•Titiirzaenl _ ru' 1 e wit x -` ':'a ��.�� t i . �� ..{� t Policy 5.1: The Village shall cooperate in the formulation and implementation of Dade County management plans designed to reduce the time period Cor evacuation in the event of a hurricane. [9J-5.012 (3) (c) 41 Policy 5.2: The Village shall periodically updal;e its hurricane evacuation plan, which is based on the following approaches: 1) directional control of traffic Ilow with appropriate signage and police direction; 2) posting of police officers at strategic points; 3) notification of residents using a loudspeaker mounted on a police car; and 4) coordination with Dade County Communications Centers, both main and regional. 19J-5.012 (3) (c) 4] Policy 5.3: The Village shall conduct an ongoing hurricane evacuation information program to make all residents aware of evacuation needs and plans. 19J-5.012 (3) (c) 4] Policy 5.4: The Village shall maintain its traffic level of service which in turn is based upon the Future Land Use map, thereby achieving a reasonable hurricane evacuation time. [9J-5.012 (3) (c) 41 Policy 5.5: The Village shall prepare a hurricane emergency plan based upon the experience of Hurricane Andrew; the plan shall be in concert with the 1991 County Emergnncy Operations Plan and the 1991 U.S. Corps of Engineers hurricane evacuation study, and any revisions thereto. 19J- 5.012 (3) (c) 4] Objective 6, Protection of historic resources: In general, ensure the protection of historic resources. The "in particular" portion of Land Use Element Objective 6 is incm�porated herein by reference. [9J-5.012 (3)(b) 101 Policy 5.1: Land Use Element Policies 6.1 thoreugh 6.4 are incorporated herein by reference. l9J-5.012 (3)(b) Ill Objective 7, Level of service and public facility timing: The Village shall achieve and maintain Level -of -Service standards through a concurrency management system with a phased capital improvement schedule. [9J-5.012 (3) (b) 111 Policy 7.1: The Village shot] implement the concurrency management sysG�m contained in this plan and the Village shall supplement the concurrency management system with further detail in the land development code. Capital improvements shall be provided when appropriate end necessary to meet Level -of -Service standards concurrent with the impact of development. 19J-5.012 (3) (c) 13] Policy 7.2: The Village shall give priority to drainage system improvements. Policy 7.3: The Village shall design infrastructure with due consideration to the potential rise in sea level due to storms. Policy 7.4: Deny any Future Land Use Map density increases in Che coastal high: hazard area. Objective 8, Hazard mitigation: In general, the Village shall regulate devalopment so as to minimize and mitigate hazard resulting from hurricanes. In particular, the Village shall ensure that �tll construction and reconstruction complies with applicable regulations designed to minimize hurricane impact on buildinE;s and their occupants. Achievement of the objective shall be measured by implementation of these policies. Policy 8.1: All new construction shall comply with the South Florida Building (:ode. 19J-5.012 (3) (c) 3] Policy 8.2: When a structure is renovated at a cost in excess of 50 percent of the structure's pre -renovation assessed value, then the renovation shall be sufficient to fully meet the South Florida Building (:ode and all other otherwise applicable regulations. 19J-5.012 (3) (c) 3) Policy 8.4: The Village shall maintain and improve land development code standards for Iloodplain protection. Floodplain protection regulations shall be consistent with applicable standards promulgated by the South Florida Water Management District, the South Florida Regional Planning Council, the Dade County Department of Environmental Resource Management, the Florida Department of Environmental Protection, and/or other agencies with relevant jurisdiction and/or information. Objective 9, Biscayne Bay preservation: Assist the efforts of Metro -Dade County, the Florida Department of Environmental Protection and the National Park Service to preserve and enhance the State -designated Biscayne Bay Aquatic Preserve. This objective shall be made measurable by its implementing policies. Element obiection ana Eecommenaation 1. policy 9.I: Policies 5.1 through 5.8 of the Future Land Use i for a Category 1 storm wax confirmed by Martin, Hurricane Evacuation Coordirmtor far Element are adopted herein by reference. [9J-5.012 (3) (c) 13 i houga for Category 2 and J etnlrma end 28 to and 141 i also provided by Mr. Martin, June 11, 1999. )sH study ie underway. a,x mine Policy 9.2: The Village shall cooperate with the regulatory �, being based on one foot contour intervals greater so nfaticauon will reaua in a finding of functions of the Florida Department of Environmental thb ama�ler need based on more Protection and the National Park Service. 19J-5.012 (3) (c) 14 t by greater need due to barter island and end 151 15 Objective 10, Post -Disaster Redevelopment Procedures: The Village shall implement post disaster procedures articulated in the following policies: Policy 10.1: The Directors of Public Works and Building and Zoning shall initiate a aeries of damage surveys within 8 hours after cessation of hurricane winds; first priority shall be the Coastal Hieh Hazard Area HuFF'sAnP "eIAPFAb*l (HVZ), i.e. east of Biscayne Boulevard.'n Policy 10.2: The Building and Zoning Director shall make an oral report to the Metro -Dade Office of Emergency Management (DOEM) within 8 hours of cessation of hurricane winds. Policy 10.3: The Public Works Director shall complete FEMA/DOEM Forms B and C relative to damage to public facilities and debris removal for submittal to DCA within 48 hours of cessation of hurricane winds. Policy 10.4: The Building and Zoning Director shall begin the assessment of business and residential structural damage within 48 hours, working with the DCA team leader and using DOEM Forms D and E. Policy 10.5: The following criteria shall be used to rate damage: 1) "Destroyed" means the cost of repair, replacement or relocation exceeds 50 percent of pre -disaster replacement value; 2) "Major Damage" means the cost of repair, replacement or relocation is between 25 and 50 percent of pre - disaster replacement value; 3) "Minor Damage' means the cost of repair, replacement or relocation is less than 25 percent of pre -disaster replacement value. Policy 10.5: Within 5 days after lifting the state of emergency, the Building and Zoning Director shall begin 1) issuing Special Permits for "Minor Damage" repairs and 2) ordering demolition of "Destroyed" structures that pose an immediate threat (after insurance assessment). Policy 10.7: Within 5 days after lifting the state of emergency, the Public Works Director shall begin application preparation for State/Federal rebuilding assistance for Village infrastructure (likely to be only streets, including sidewalks, drainage and trees plus the seawall). Policy 10.8: Within 30 days, the Building and Zoning Director shall begin granting Special Permit requests for 1) buildings with "Major Damage" and 2) preliminary decisions on the rebuilding of "Destroyed" structures subject to the policies under Objective 11372.5' Objective 31, Poat-Disaster Redevelopment Plan: Redevelopment following a hurricane disaster shall be consistent with the following policies: r 0 . m Responds WC tal Management Objection and Recommendation 2. st Corrects typogrsphicol error. Policy 11.2., The Land Development Code shall be amended to require Special Approval for the repair or replacement of hurricane damaged buildings in the FEMA VE Velocity Zone astal High Hazard 4 . The criteria for granting such approval shall be as follows: 1) repair or replacement shall be authorized for principal buildings and their associated accessory buildings and structures when the principal building suffers minor or major damage; and 2) repair or replacement shall be authorized for principal buildings and their associated accessory buildings and structures when the principal building is destroyed provided that the setback from the FEMA VE jQpg seawall is the maximum possible consistent with the authorized floor area, other setback requirements and reasonable design standards, but in no case less than 15 feet From the seawall. and provided further that the applicable zequirements of Policv 11.3 are also met to Policy 11.3: The Land Development Code shall be amended to require Special Approval for the repair or replacement of hurricane damaged buildings in the Coastal High Hazard Area (east of Biscayne Boulevard) and the balance of the Hurricane Vulnerability Zone (between the railroad and Biscayne Boulevard). The criteria for granting such approval shall be as follows: 1) repair shall be authorized for principal buildings and their associated accessory buildings and structures when the principal building suffers only minor damage; 2) repair or replacement shall be authorized for principal buildings and their associated accessory buildings and structures when the principal building suffers major damage or is destroyed, provided that the resulting buildings fully meet the South Florida Building Code and all requirements of the Miami Shores Village land development code and provided further than ground floor elevations conform with the FEMA map. Historic buildings shall be exempt from this policy.'' Policy I1.4: For the purpose of this Comprehensive Plan, the "Coastal High Hazard Area" shall be defined as the evacuation zone for a Category 1 hurricane as established in the regional hurricane evacuation study applicable to the Miami Shores Village plus any additional VE flood zones which may lay outside the Category 1 evacuation zone. The "Hurricane Vulnerability Zone" shall be defined as "the area subject to evacuation for Category 1 through 5 storms which is not in the Coastal High Hazard Area." Policy I1.5: Following a major hurricane, the Village's capital improvement program and capital budget shall be amended as necessary to fund emergency public facility repairs not covered by State and Federal grants. I;17lfSeiilYiJtlYR:iV11F.73:f�, , FWrFn , I Responds to Coastal Management Objection and Recommendation 3. "Responds to Coastal Management Objection and Recommendation 3. Responds to Coastal Management Objection and Recommendation 3. 'B Responds to Coastal Management Objection and Recommendation 3. 16 _ / ,e .- eu.et . t, a h. ,u,• ,� . �_ u } �1 .n � r}e ' t .t. _ '. ., tt s e� � � �. t.. e. w "� .ta �� t ,,r. � e• i . ��, t� ..u.' �t. ..u. S Responds to Coastal Management Objection and Recommendation 3. "� Responds to Coastal Management Objection end Recommendation 3. � Reaponda to Coastal Management Objection end Recommendation 3. 9J-6.0012 Objective and policy requirements not applicable to Miami Shores Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Coastal Management Element objectives and policies which add reas various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J-5.012 (3) (b) 4 pertaining to protecting beaches and dunes. 9J-5.012 (3) (b) 9 pertaining to increasing public access to beaches and dunes. 9J-5.012 (3( (c) 0 pertaining to marina ailing. 9J-5.012 (3) (c) l2 pertaining to deep water ports. CONSERVATION ELEMENT CONSERVATION ELEMENT GOAL: Regulate the deuelopment and use of land in ouch u manner as to maintain and enhance environmental quality. Objective 1, Air quality: In general, protect air quality. In particular, promote improved air quality for the region. This objective shall be made measurable by its implementing policies. [9J-5.013 (2) (b) 1] Policy LI: The Village shall support Dade County's efforts to conduct regular monitoring of air quality. Policy 1.2: The Village shall require new development to provide adequate means of vehicular ingress and egress to minimize idling time. This policy shall not be interpreted as preventing or restriction measures designed to arrest or retard the movement of traffic for safety or security reasons. Policy I.3: The Village shall pursue the relevant objectives and policies set forth in the Transportation Element in order to facilitate more efficient transportation services and facilities (including public transit facilities, bicycle facilities and pedestrian facilities). Policy I.4: The Village shall take appropriate local action and cooperate with appropriate regulatory agencies in order to control the emission of fumes and vapors from all hazardous waste facilities so that these facilities comply with Lowest Achievable Emission Rates. Vapor control systems shall be required to reduce hydrocarbon emissions from vehicles being filled at gas stations. IsJ-5.013 (2) (c) 301 PoLLey I.S: The Village shall require landscaping as a part of new private development. Policy 1.5: The Village shall provide oxygen renourishing landscaping for public grounds and it shall continue to implement the master street tree plan. Policy I.7: The Village shall maintain, and improve where appropriate, zoning or other development code regulations which protect existing trees in a way consistent with the standards of the broader community. 17 Objective 2, Water quality: In general, conserve and protect the quality and quantity of current and projected water sources and waters that flow into estuarine waters or oceanic waters. The "In particular" portion of Land Use Element Objective 5 is incorporated herein by reference. [9J- 5. 013 (2) (b) 2] Policy 2.I: Policies 5.1 through 5.10 of the Land Use Element are incorporated herein by reference. 19J-5. 013 (2) (c) 1 and 3] Objective 3, Water quantity: In general, conserve, appropriately use and protect the quality and quantity of current and projected water sources and waters that flow into estuarine waters or oceanic waters. In particular, achieve a reduction in per capita water consumption in the event oC a water supply emergency. f9J-5.013 (2) (b) 2] Policy 3.I: The Village shall maintain or improve an emergency water conservation ordinance based on both the South Florida Water Management District model ordinance and any specific South Florida Water Management District requirements of the emergency in question. ]9J-5.013 (2) (c) 4 and 9J-5.013 (2) (c) 6] Objective 4, Vegetative communities and soils, wildlife habitat and wildlife: Conserve, appropriately use and protect native vegetative communities for their own sake and to protect soils, wildlife habitat and wildlife. This objective shall be made measurable by its implementing policies. 19J- 5.013 (2) (b) 3 and 4] Policy 4.I: Policy 1.1 and Policies 2.1 through 2.9 of the Coastal Management Element are incorporated herein by reference. Policy 4.2: Certain exotic pest plants shall not be sold, propagated, or planted within the Village. If existing on a site to be developed or redeveloped, they shall be removed prior to development. Certain other exotic plant species (which are documented by the Florida Exotic Pest Plant Council, the Dade County Park and Recreation Department's Natural Area's Management Program and the Dade County Department of Environmental Resources Management to be invasive pests in natural areas) may not be planted within 500 feet of the native plant communities that they are known to invade. These species referenced in this policy are listed in a Conservation Element Exhibit 1. Policy 4.3: The Village shall maintain information pertaining to the vegetation on property for which it has maintenance responsibility. The Village administration shall make recommendations for enhancing native vegetation. 19J-5.13 (2) (c) 31 Policy 4.4: The Village shall evaluate the feasibility of incorporating recommendations derived from the implementation of Policy 4.3 above into the Capital Improvements Budget or the operating budget. IOJ-5.013 (2) (c) 6] Objective 5, Floodplain protection: Protect and conserve the natural functions of existing floodplains. This objective shall be measured by implementation of its supporting policies. Policy 5.1: The Village shall maintain and improve land development code provisions governing floodplain protection. FZoodplain protection regulationa shall be consistent with applicable standards promulgated by the South Florida Water Management District, the South Florida Regional Planning Council, the Dade County Department of Environmental Resource Management, the Florida Department of Environmental Protection, and/or other agencies with relevant jurisdiction and/or information. Policy 5.2: The Village shall remove any and al] of the plant types named in Policy 4.2 above from Floodplain properties awned by the Village or over which the Village has maintenance responsibility. 9J-S.O1S Objective and policy requirements not applicable to Miami Shores Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Conservation Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J5.013 (2) (b) 3 Conserve, appropriately use and protect minerals and native vegetative communities. 9J5.013 (2) (c) 2 Conservation, appropriate use and protection of areas suitable for extraction of minerals. 9J5.013 (2) (c) 6 Protection and conservation of the natural functions of existing Isails, fisheries, wildlife habitats, rivers, bays, lakes, floodplains], harbors, wetlands including estuarine marshes, freshwater beaches and shores, [and marine habitatsl. 9J5.013 (2) (c) 7 Protection of existing natural reservations identified in the recreation and open space element. 9J5.013 (2) (c) 8 Continuing cooperation with adjacent local governments to conserve, appropriately use, or protect unique vegetative communities located within more than one local jurisdiction. 9J5.013 (2) (c) 9 Designation of environmentally sensitive lands for protection. 9J5.013 (3) (a) Protection and conservation of wetlands 9J5.013 (3) (b) Protection and conservation of wetlands RECREATION ELEMENT RECREATION ELEMENT GOAL: Provide adequate recreation and open space Facilities to aeroe the Village's residents. Objective 1, Access to recreation sites: In general, ensure public access for Village residents to identified recreation sites. In particular, protect public access for Village residents to existing recreation sites. This objective shall be measured by implementing of its supporting policies. 19J-5.014 (3) (b) 1] Policy LI: The Village shall ensure adequate vehicular and/or pedestrian access to Miami Shores recreation facilities. I9J-5.014 (3) (c) 31 Policy 1.2: The Village shall provide barrier -free access for the handicapped to public recreation sites. Policy L3: Bicycle parking facilities shall be provided at appropriate public parks and recreation facilities. Objective 2, Public -private coordination: In general, coordinate public and private resources to meet recreation demand. This objective shall be measured by implementing its supporting policy. [OJ-5.014 (3) (b) 2] Policy 2.1: The Village shall work with public agencies (such as Metro -Dade County Department of Environmental Resources Management, the Army Carps of Engineers, the Florida Department of Environmental Protection) and private sector organizations and corporations, through the zoning process, to enhance and improve existing recreation/open space facilities in the Village. Objective 3, Adequate and efficient provision of public recreation facilities and open space: In general, ensure that parks and recreation facilities are adequately and efficiently provided. In particular, maintain a system of public park and recreation lands which provides at a minimum at least 1.25 additional acres of park and recreation site area per one thousand (1,000) permanent population. [9J-5.014 (3) (b) 3 and 41 Policy 3.1: The Village shall reserve for recreation use all of the Villageowned land designated far park and recreation on the Future Land Use Map, including the fallowing specific facilities: 1) Miami Shores Village Community Center, 2) Miami Shores Village Aquatics Center, 3) Brockway Library, 4) Biscayne Bay Park, 5) Memorial Park, 6) Optimist Park, and 7) Constitution Park. These facilities shall remain as public recreation facilities unless comparable facilities are provided to replace them. I9J-5.014 (3) (c) 1 and 21 Policy 3.2: The Village shall give priority to maintaining and upgrading existing public recreation sites over acquiring new facilities. Policy 3.3: The Village shall continue its practice of systematic park facility maintenance. Policy 3.4: Development orders shall only be issued when the level of service standard set forth in Objective 3 is met. 19J- 6.014 (3) (c) 4] Policy 3.5: The Village shall consider acquisition of additional recreation land if such becomes available or if annexation occurs west of N.W. Second Avenue. I9J-5.014 (3) (c) 51 Objective 4, Provision of private open spa<:e: Assure the provision of open apace by private enterprise. This objective shall be measured by implementing its supporting policy. I9J- 5.014 (3) (b) 41 Policy 4.I: The Village shall maintain and improve land development code standards to achieve open apace and landscaping. Open space and landscaping requirements shall specify above average quantities of plant and other landscaping material and use of xeriscape plant materials and design techniques for non-residential uses. Landscaping regulations shall include, but not necessarily be limited to, establishing a minimum number of trees based on lot size and/or lot frontage, establishing minimum requirements Cor other plant material, and establishing irrigation restrictions which minimize water loss due to evaporation. Regulations shall address site perimeters, parking lots and residential buffers. [OJ-5.014 (3) (c) 1] 9J-5.014 Objective and policy requirements not applicable to Miami Shores Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Recreation Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J5.014 (3) (c) 3 Maintain or improve existing levels of beach [and shore access]including those beach access routes and beach access facilities required to be identified in the coastal management element Land access to waterways required to be shown on the future land use mapl. INTERGOVERNMENTAL COORDINATION BVTERGOVERNMENTAL COORDINATION ELEMENT GOAL: Establish and maintain processes to help assure coordination with other governmental entities where necessary to implement this plan. Objective 1, Coordination with Dade County and other agencies: In general, coordinate the Village of Miami Shores Comprehensive Plan with the plans of the Dade County School Board, Dade County and adjacent municipalities. In particular, achieve maximum feasible levels of consistency between the plan:; for Miami Shores, Biscayne Park, Dade County, the Dade County School Board, EI Portal and the City Miami. This objective shall be measured by implementing its implementing policy. 19J-5.016 (3) (b) 1] Policy 1.1: The Village shall monitor the Metro -Dade County Comprehensive Plan process as the County Plan is updated and revised. The Village will also review the comprehensive plans of Biscaym: Park, Dade County, E] Portal and the City Miami. [9J-5.015 (3) (c) 51 Policy 1.2: The Village shall maintain an active dialogue with the School Board staff relative to any plans for schools which will serve local residents, including schools within the Village and nearby. WJ-5.016 (3) (c) 11 Policy 1.3: The Village shall consider as appropriate the informal mediation process of the South Florida Regional Planning Council in order to resolve annexation and other conflicts with other governmental entities; the Village shall enter into mediations on a nonbinding basis. [9J-5.015 (3) (c) 2 and 4] Policy 1.4: The Village will thoroughly review and compare adjacent proposed development in Biscayne Park, Dade County, El Portal sad the City of Miami with proposed development is the Village Comprehensive Plan for consistencies and. conflicts between identical elements sad I9 between plans as a whole. Where appropriate, Village will respond at public hearings, through memoranda, or through the regional planning council's mediation process. [9J-5.015 (3) (c) 71 Policy 1.5. The Village Council shall be responsible for determining the pace of annexation efforts. Objective 2, Comprehensive an Impact and Implementation Coordination: Establish mechanisms to coordinate the impact of development proposed in the Miami Shores Village Comprehensive Plan with other jurisdictions. 19J-5.015 (3) (b) 21 Policy 2.I: Miami Shores Village shall consider initiating, revising and maintaining, as may be appropriate, interlocal agreements generally of the type described below: Potable Water: An agreement to cooperate and coordinate with appropriate Dade County and North Miami agencies. Solid Waste: An agreement to cooperate and coordinate with the Dade County Solid Waste Management Department for the disposal of solid waste generated in the Village. [9J-5.015 (3) (c) 11 Policy 2.2: The Village shall assist the County in providing information to the residents of the Village about services provided directly or indirectly by the County, e.g., solid waste, potable water, sewers, transit and hurricane response planning. Such information may be disseminated through a Village newsletter, Village Hall counter handouts, notices posted at the Village Hall, and/or other appropriate means. [9J-5.015 (3) (c) 31 Policy 2.3: The Village shall contribute to the improvement of the water quality of Biscayne Bay through implementation of outfall improvements described in the Infrastructure Element. [9J-5.015 (3) (c) 61 Policy 2.4: The Village shall cooperate with the regulatory functions of the Florida Department of Environmental Protection. [9J-5.015 (3) (c) 61 Objective 3, Level of service standards coordination: Ensure coordination with Metro -Dade County in eatabliahing level -of -service standards for sewage, and potable water. 19J- 5.015 (3) (b) 31 Policy 3.1: The Village shall monitor changes to the adapted level -of -service standards of Metropolitan Dade County and appropriately adjust its own level -of -service standards accordingly. [9J-5.015 (3) (c) 71 Policy 3.2: In coordinating with other agencies on level of service issues, the Village shall place highest priority on developing mutual agreements that ensure that county and state roads in the Village are not widened and that transit routes do not utilize local streets. 9t Responds Io'he�aporlation Element Inlergovemmental Coordination Objection and aerommenaatinn z. 8J-5.0015 Objective and policy requirements not applicable to Miami Shores Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Intergovernmental Coordination Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: Ensure coordination is the designation of new dredge spoil disposal sites for counties and municipalities located in the coastal area.. 9J5.015 (3) (c) 8 Involving ...Ia variety of agencies and the public]... in providing for and identifying dredge spoil disposal sites through the Coastal Resources Interagency Management Committee's dispute resolution process. 9J5.015 (3) (c) 9 Resolving conflicts between a coastal local government and a public agency seeking a dredge spoil disposal site through the Coastal Resources Interagency Management Committee's dispute resolution process. CAPITAL IMPROVEMENTS ELEMENT GOAL 1: Undertake capital improvements necessary to provide adequate infrastructure and a high quality of life within sound fiscal practices. Objective 1, In general, use the capital improvements element as a means to meet the needs far capital facilities necessary to correct existing deficiencies, accommodate desired future growth and replace obsolete or worn-out facilities. In particular, achieve annual Village Council use of this Element as the framework to monitor public facility needs as a basis for annual capital budget and five-year program preparation. 19J- 5.016 (3) (b) 11 Policy 1.1: In setting priorities, the following kinds of criteria shall be used by the Village Council: First priority shall be given to projects which address threats to public safety or are required by law. Second priority shall be given to projects which provide improvements needed to maintain the adopted Levels -of -Service. Third priority shall be given to projects which are not first or second priority, but which would otherwise enhance quality of life. The ability to finance projects will be considered in selecting all projects. Projects which the Village can afford may be undertaken in advance of higher priority projects which the Village cannot afford. Policy I.2: The Village shall prudently limit the amount of debt it assumes for capital improvements or other purposes. At a minimum, the Village shall not assume debt obligations which would result in the Village exceeding the debt ratios established by state law. The Village shall not borrow more than one per cent of total assessed value in any single bond issue. 19J-5.016 (3) (c) 2) Policy 1.3: The Village shall maintain a current inventory of the type, capacity, location and condition of all Village -owned capital facilities. [9J-5.016 (3) (c) 3] Policy 1.4: The Village shall regularly schedule inspections of all capital facilities to monitor and record the condition of each. [9J-5.016 (3) (c) 3I Policy I.S: The Village shall use designated funding mechanisms where feasible thereby freeing up general funds (and general obligation bonds) for Village -wide projects identified in the policies of other Comprehensive Plan elements. [9J-5.016) (3) (c) 91 Policy 1.8: The operating budget shall continue to accommodate annual systematic replacements such as police cars and trash trucks plus street overlaying and park facility renovations. Among items which are specifically authorized and encouraged by this policy are the following: sidew¢!k repair and replacement; public transportation operations and maintenance; roadway and right -of --way maintenance and equipment; roadway and right -of --way drainage; street lighting; traffic signs, trafjc engineering, signalization, and pauement markings; and bridge maintenance and operattat. The preceding list is intended to be illustr¢tiue of appropriate expenditure categories. Other capital expenditures in related and different projects are hereby authorized. Policy 1.7: The Village shall continue the annual preparation of a five year capital improvement program, including a one year capital budget. This shall be the opportunil:y for the department heads to utilize their policies for the systematic replacement or renewal of municipal facilities. Among items which are specifically authorized and encouraged by this policy are the following: sidewalk repair and replacement; roadway and right -of --way drainage; street lighting; tragic signs, traff c engineering, signalization, and pauement markings; and debt service and current expenditures for transportation capit¢I projects in the foregoing program areas (including construction or reconstruction o(roads) and the additional areas mentioned in Policy L6. The preceding list is intended to be iliustr¢tiue of appropriate expenditwe categories. Other c¢pita! expenditures in related and different projects are hereby authorized. [9J- 5.016 (3) (c) 7] Policy 1.8: The Village shall carry out a systematic program of upgrading capital facilities to ensure compliance with applicable provisions of the "Americans with Disabilities Act" no later than December 31, 2002. This program shall be carried out utilizing a $100,000 grant from the Dade County Safe Neighborhood Park Grant Fund. It shall be carried out in accordance within 1996 between the Village and the Association for disabled Americans, Inc. Policy I.9: The Village shall implement the projects listed in the Five -Year Schedule oC Capital Improvements of this Capital Improvements Element. I9J-5.016 (3) (c; 71 Objective 2: In general, achieve the coordination of land use decisions and available or projected fiscal resources with a schedule of capital improvements which maintains adopted level of service standards and meets existing and future facility needs. In particular, achieve coordinated Village use of: 1) existing and already approved development; 2) the Future Land Uae Plan, 3) the financial analyses in the Data and Analysis portions of this Element, and 4) the established bevel of Service standards in both reviewing development applications and in preparing the annual schedule of capital improvements. Policy 2.1: The fallowing Level of Service (LOSJ standards shall be maintained: Strrets and Transik� The Village shall regulate the timing of development for the purpose of maintaining at least the following peak hour Level of Service standards on roadways that lie within its municipal boundaries: r1�' . u :� I• c, � e-. c, �.e ! 1. n ',,. ,} .. �1 � i � �: r U , •l - }- U ll ,. i..nl 111 . f .t c I_ I- ,�. ttt . Sanitary Sewers: New development which has a density greater than 46 dwelling unite per acre or which generates more than 1,500 gallons per day in sanitary sewage shall be required to tie-in to the sanitary sewage system unless ouch a requirement would have the effect of depriving the ® Responds to 74ensportation Element Level of Service Issue Objectlom end Recommendatlons 1 and 3. 21 property of reasonable use ° Otherwise, septic tanks or package treatment facilities which meet all applicable state, county and/or federal standards shall be provided for all developed sites not served by municipal sanitary sewage facilities. unless public facilities necessitated by the project are in place concurrent with the impacts of development shall be effective immediately and shall be interpreted pursuant to the provisions of Policy 1.4 of the Future Land Use Element. I9J- 5.016 (3) (c) 6] Potable Water: a) The regional treatment system shall operate with a rated capacity which is no less than 2 percent above the maximum day Oow for the preceding year. b) Water shall be delivered to users at a pressure no less than 20 pounds per square inch (psi) and no greater than 300 psi. Unless otherwise approved by the Metro -Dade Fire Department, minimum fire Oows based on the land use served shall be maintained as follows: Minimum Fire Flow Land Use (gallons per minute) Single family Estate density 500 Single family higher than Estate density 750 Duplex residential 750 Multifamily residential 1,500 Semiprofessional offices 1,500 Hospitals and schools 2,000 Business and industry 3,000 c) Water quality shall meet all federal, State and County primary standards for potable water. d) Countywide storage capacity for finished water shall equal no leas than 15 percent of the Countywide average daily demand. e) The system shall maintain the capacity to produce and deliver 200 gallons per capita per day. Drainage: All nonresidential development and redevelopment shall adequately accommodate runoff to meet al] Federal, state and local requirements. Stormwater shall be treated in accordance with the standards set forth in Objective 5 of the Land Use Element and Objective 2 of the Infrastructure Element. One inch of runoff shall be retained on site. Post -development runoff shall not exceed peak pre development runoff. Solid Waste: The County solid waste disposal system shall maintain a minimum of five years capacity. For Village planning purposes, a generation rate of 3 pounds per person per calendar day shall be used. Parks and Recreation: Maintain a system of public park and recreation lands which provides at a minimum at least 1.25 additional acres of park and recreation site area per one thousand (1,000) permanent population. Policy 2.2: The concurrency management system formulas shall include the public facility demands to be created by "committed" development and the capital improvement schedule shall include the project implications of such committed development to assure facilities are provided concurrent with the impact of development. I9J-5.016 (3) (c) 5] Policy 2.3: The Village shall maintain and improve as part of the land development code a concurrency management system which meets the requirements of 9J-5.0055. The concurrency management system shall specify that no development permit shall be issued unless the public facilities necessitated by a development (in order to meet level of service standards specified in the Traffic Circulation, Recreation and Open Space, and Infrastructure Policies) will be in place concurrent with the impacts of the development or the permit is conditional to assure that they will be in place. The requirement that no development permit shall be issued �11M4�114�i1i7�Niz'I.liN4i4A4�R1y��1� -. .. ��i4MiM.lit�Mi�Ji1.W�M!iili�i141�f!iii.�. . �±Fri+All�l'14M!IM�Jk41F�ii�lY.�iA!1�#1�?I.III�� .. .. �� '��. . .. i - Objective 3, Direct population concentrations away from coastal high hazard areas and limit coastal high - hazard area infrastructure ezpenditurea: Direct population concentrations away from coastal high hazard areas and limit the expenditure of Village funds on infrastructure within the Coastal High Hazard Area if such expenditure would have the effect of directly subsidizing development which is significantly more intensive than authorized by this Plan. This objective shall be measured by its implementing policies. fOJ5.016 (3) (b) 21 Policy 3.1: The Village shall restrict development in accordance with the Future Land Use Map of this plan. It is the legislative judgment of the Village that the Future Land Use Map provides the most appropriate way to limit development in high hazard areas consistent with reasonable property rights and longestablished land use patterns. Policy 3.2: The Village shall limit the expenditure of Village funds on infrastructure within the Coastal High Hazard Area if ouch expenditure would have the effect of directly subsidizing development which is significantly more intensive than authorized by this Plan. This policy shall not be interpreted as prohibiting the extension of sewer lines to replace failed septic tank systems. 9J-6.0016 Objective and Policy Requirements Not Applicable to Miami Shores Village: Rule 9J-5 of the Florida Administrative Code requires communities to adopt as part of their Future Land Use Element objectives and policies which address various issues, except where those issues are not reasonably applicable to a particular community. The following objective and policy provisions of Rule 9J-5 are deemed by the Village to be inapplicable: 9J5.016 (3) (c) 8 Assessing new developments a pro rota share of the costs necessary to finance public facility improvements necessitated by development in order to adequately maintain adopted levels of service standards. CAPITAL IMPROVEMENTS ELEMENT IMPLEMENTATION and CAPITAL BVIPROVEMENTS ELEMENT MONITORING lOJ-5.016 (4) (a)1 a Reeponds to Inheetmcture Element Objection end Recommendation 1. 22 � Reeponda to Cepifel Improvements Element Objection and Recommendation 2. Five -Year Schedule of Capital Improvements: The Village hereby adopts the "Five Year Schedule of Capital Improvements" which appears below. 19J-5.016 (4) (a) 1 and 21 Concurroncy Management to Ensure that the Capital Improvements Element Goals, Objectives and Policies are Met: The Village shall adopt and enforce land development code provisions to ensure conformance with "concurrency" requirements relative to development orders, levels -of -service and public facility timing. concurrency management shall be implemented as articulated in Land Use Element Policy 1.4 and Capital Improvement Element Policy 2.3. [9J-5.016 (4)(b) and 9J-5.00551 Capital Improvements Element Annual Monitoring and Evaluation: Other Programs: The Village shall continue annual capital programming and budgeting including use of the project selection criteria contained in Policy 1.1 of this Element. The Village Manager or designee shall annually prepare a status report on this Capital Improvement Element for review by the Village Council. The primary purpose of this review shall be to update the eve -year schedule including the basis for the next year's capital budget. This evaluation process shall be integrated into the Village's annual budget process. 19J-5.016 (5)] MONITORING, UPDATING AND EVALUATION PROCEDURES as required by 9J-b.005 (7), F.A.C. Periodic Monitoring: The Local Planning Agency shall periodically conduct workshops and/or hearings on the Comprehensive Plan. Such workshops and hearings shall 6e noticed as required by Florida law. The LPA may as it deems appropriate submit a report on the status of the Plan to the Village Council. This report may be accompanied by recommended amendments using the normal amendment process. Five -Year Evaluation and Appraisal Report (EAR): The monitoring described above shall include at a minimum preparation of Evaluation and Appraisal Repor[s as required by Florida law. Accordingly, the Village Manager or designee shall prepare aFive-Year Evaluation and Appraisal Report in conformance with statutory requirements and with special emphasis on the extent to which the 1997 Comprehensive Plan objectives and policies have been achieved. Thc: report will pinpoint obstacles to plan implementation and update baseline data. 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U >41111 C V L V G 'o F CL O O O p � ^ N hl C O C N N NO M O y C N N O C p N N O O N N Lo_ L er. � u u e � c cti r u u �O a` Lo d a a •L u A O O O O O O O O O O C O O O O 7 O O O O R vi O O O\ O bn9 CosCN 6N9 MGj 69 69 O O O O O O 69 FP C O G Ji Iro C C C �NZ C y Alo , 69 6f O G C p O O O` P a ui 0 a V L C F � E w O U y N 0 E R d R R V V n > tivcz a0 O O w °' E u- R Y t V O 0 :o o _ mU�QtiC�7 C C O O C O O C O O O O O O O O O O O O O O O O N M O O N M O 00 O O O 00 vi [� O 00 — O Vi o0 O 00 7 fA 69 69 M N h v1 00 ,I') O rA N 69 60S 69 69 604 IN Cn O O O CDO O O O O N M O O M O 00 O 69 69 — 69 O 69 N � 6'? oe O p N N 6%i 69 O O C G O G 00 00 69 69 O V; c O O x 00 O N ITS — M V r 0 01 V 1` Cq C 0 U y y y N E CL R m Cd U M N U Ca F a�i * y o L t E as �->'u Ell ors L� _ F a£ c t U Cd :Es O `a mac_ Mlit aUUC� V FFF> 00 69 6,9 — — 1 C +O. E � C � E L t� � L •iL u ac K L E_ �: �- y .i' ea a �n +_. 0� - G �' �e U >_ '� Gz. �; h � o u c � � � G i 4. — u R 61 O O F ?�, O O O O �" O N N C O C O "' C N N O C C O ""' O N N C C C O �' N N O � o y = N N �L �L a � � 7 L C _ O � Lz. V C L 0. E :: O ,c u A 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O l0 M I� 00 Vl l� -- M O O O l� �O O O 6M9 � 69 b�9 6�9 �1 69 � r�A � N 69 69 69 69 (fl b9 6A O O O O O O 00 [� — vi ri 69 �I O V M � � �( O �^. o0 7 vi C ' H? vi � 69 i i i r i i � 'A v9 69 Y? 6P O O O O O C O oC �/1 �J N — � � � � � r � � 69 ' 6� fA — 6A 69 f� 00 U t� M N N N — M, —..� ^J � � 'O � � � '.7 'O 'O 'D 'D ^J \\^. L L� L� L��� 9 D � 9 _ n. F U = U i U U � c � � � " °�' E °-' � G O ,U � c G O C p, � � t�0 M = O' O d .� U G. C G l� N U Q p � K c u� u � `o c o .o .� u H�> � u c 4'. i6 O n. � cUd u � � C fV 3— Y ��� G. i d d � C N tad td � � � U y � m s 6. u u�— u U y �s.E � -- �3 � aoo o.o L� y � L Obi G. T� U („) y Y cC = �, c u r 3 E :° � �� ro� o �v -mUriZaa�n[-E->3in V N A O a Vi r M b4 r M 1�f1 [fd r 7 VS O n M F V; N v N_ Q Grp �` L^ F U Gr7 0 0. .a .� Q .� F O F s L c +j G _ _ = F r tj i � V G U ^ � � C .L V N V U � `o � � '� - L 3 � �_ �� 3 0 u u C �1 L .� 7 O U C '� 'fl U C cd > > v; w E � � U O G C � fl. � � R � n3F- <a z O � m ¢ ,� T7 U C O � _ �� � Vi 0 � o _ a Q c u A � ' a o cca vU-�U :e � v �v N �7 POLICY EXHIBITS Land Use Element Exhibit I for implementation of Policy 1.4 Coneurreney Management System Standards Futility Capacyyitty eterminationie The d)etermination that there is l be based on a formulationsueas(A+yfor B)minus(Cs+dD+E) shalct l be greater than zero, where "A" equals the total design capacity of existing facilities; "B" equals the total design capacity of any planned new facilities that will become evadable concurrent with the impact of the proposed development; "C" equals existing demand on facilities measured as traffic volumes, sewer and water Rows or population; "D" equals committed demand from approved projects that are not yet constructed; and "E" equals the demand anticipated to be created by a proposed project. Criteria for Measuring the Design Capacity o Existing and Planned New Facilities: The design capacity Misting and planed new facilities shall be determined as follows: Sewage: the capacity of the County sewage treatment system. Water: the capacity of the County water treatment and storage system. Solid Waste: the capacity of the County disposal system. Drainage: The on -site detention capability and/or storm sewer capacity. p Roadways: The standard for measuring highway cakacnie o ll b e the Florida DOT Table of Generalized'l�v W far Urbanized Areas or other techm use that are compatible to the maximum extent feasible with FDOT standards and guidelines. The measurement of capacity may also be determined by engineering studies p ovided that analysis techniques are technically sound and acceptable to the Village's consulting engineer. Recreation: Measurement shall be based on recreation data in the Comprehensive Plan plus the latest Village ppopulation estimate with any necessary interpretation provided by the Village manager or designee thereof. Transit: The County Transit Agency bus schedules for routes within the Village. Criteria for Counting the Capacity of Planned New Facilities: The capacity of planned new facilities y be counted only if one or more of the following can be demonstrated. Facilities counted for water sewer, solid waste and drainage: 1) the necessary facilities are in pface end available at the time a certificate of occupancy is issued, or 2) such approval is issued eauace bjeM able when o the tthe impacts of develoion that the pment occur, faciities lor3)the facilities are guaranteed in an enforceable development agreement to bein place when the impacts of development occur. An enforceable development agreement may include, but is not limited to, development agreements pursuant to Section 163.3220, Florida Statutes,oran agreement or develop me t order pursuant to Chapter 380, Florida Statutes (the Kvelopment of Regional Impact authorization) Facilities counted for recreation: 1) the same as set forth above for water, sewer, solid waste and drainage, except that construction oryy begin up to one year after issuance of a certificate of occupancy; 2) the new facilities are the subject of a binding executed contract for the construction to be completed within one year of the time the certificate of occupancy is issued. Facilities counted for traffic: The same as set forth above for water, solid waste and drainage, except that construction may begin up on three years after approval data Population utilized: Capacity computations shall be based on the swat ps ulation enumeration or estimate for level of service standards which are based on population. Responsibility for Concurrency Monitoring System.: The manager or designee thereof shall be responsible for monitoring facility capacities and development activity to ensure that the commentary nagencent rid committed ystem develo data development. baseis d to base shall Abe ust current i e ed to 11 crating phen eyat t shall be update the formulas used to assess projects. An annual report shall be prepared. Capacity Reservation- Any development pa it application which includes a specific plan for development, including densities and lemities, shall require a concurvency review. Compliance will be finally calculated and capacity reserved at time of final action on a design review or building permit (if no design review is required) r upon execution of an enforceable developers agreement. Phasing of development is authorized in accordance with Rule 9J-5.0055. Applications for development permits shall be chrooenoloogically flogged e�aety rvatwn proval lldetermine shall bevavailable for time to bespecified in the and a a development code; if construction is not initiated during this period, the reservation shell be terminated. Prgject Impact or Demand Measurement: The concurrency ment user's a opprocedural guide (a supplement to the Ind development code) will contain the formulas for water we, s wer compliance plus tables which provide ge ration rates gor for water use, sewer use, solid waste and traffic, a land use category. Alternative methods cc ea pp m the Village manager or designee thereof may also be used thetInstiute of Transporlicant For tation E�cgensration 'Tri Generationbe " manual. l Engineer's p Conservation Element Exhibit 1 for implementation o f Policy 4.2 Exotic species not to be planted and to be removed from development sites where they exist: Species Name Common Name Species Name Common Name Acacia euriculiformis Earleaf Acacia Flacourtia indite (governor's plum) Adenanthera ppa mae (red eandlewood) vn Hibiscus tiBaceus (mahoe) Albizia lebbeck Woman's Tongue Jaeminum dichoramum (Gold Ceastjaamine) Ardiaie elliptica (tA. humilis) (shoebutlon ardisial Jasminum Duminenae (jae i ) eiachofiajavardca Bishop Wood Leucaene leucocephala Lead Tree Casuarina app Australian Pine Melaleuca quinquenervia Melaleura Cestrum diurnum Day -Blooming Jasmine Mimosa pigre (catclew mimosa) Colubrine eaiatira Colubrine Merremia tuberose (wood rose) Cupp rdopsa enecardioides (rarrotwood) Neyraudia reynaudiana (Burma reed; cane grass) Dalbergie aiaoo (Indian de@ergia, aissoo) Ricinus rommunis Castor Been Dioecorea bulbdera Air Potato SchefDere actinophylla (=Brassaia actinophylla) Ficus eltiasime (banyan tree) (echet8era7 Ficus bengelenaie Bchinue lerebinthi[elius Brezilian Pepper Ficus benjamina (weeping fig) Seianum viarum ftropirsl soda apple( Ficua elastics Undian rubber tree) Thespesia populnea (seaside mahoe) Ficua microcerpe (=R nitida; =F retusa vartdtida) Tribulus cieloides (puncture vine) (lame( fig) Exotic species rzot to be planted Writ/tin 500 feet of native plant communities: lgrotic Species Iniin Name (Common Name/ igaecar periwinkle) harry) Aureum (pothoe) 00 s jessamine) �ittosporum) ateU i t) �S. trifaacietal rP) �) (acaevola�. half -Dowers Terminalie catappa (tropical almond) Washington robusLa (Washington Palm) Wedelia trilobata (wedelial Zebrine pendula (wandering zebrine) Native scosyetem Invaded Hammocks Iammocks Hammocks Beeches, sandy pineiands and hammocks Pinelands Ham ocks Hammocks, pinelends Hammocks Ham ocks Pinelands Hammockshammocks Pinelande. hammocks F'inelande, Beaches, coastal uplands Hammocks Hammocks Hammocks Cuestal wetlands, beeches NI ca unities NI communities Ail communities Intergovernmental Element Exhibit I Pertairsing to Coordination Meetings Orgedzatfov Frequency o(Meetinge Attendee (or Village South Florida Regional Planning Council Quarterly Director of Commurdty Development Metropolitan Planning Organization Monthly Village Manager Department of Environmental Resource Menagemont Huerterly Director of Public Works Florida Department of Transporla8on Quarterly Director of Commurdty Development South Florida Building ODiciala Countil Monthly BuildiNS O�ciel Florida Redevelopment Association Quarterly Director of Commurdty Development Mainstreet Monthly Director of Communty Development Dade/Broward County Building OMciels Aaeoriation Quarterly Building Olfidal Teem Metro Quarterly Director of Community Development F7oride Aasacia8on for Code Erd'orcement Monthly Code E�tforcement MAPS for ALL ELEMENTS u �i E� 4 AWMHDIH sn LN_jI .- allll III ��IIII I II II II II LI I II II II II � l' � II �11lip I1� LI��III IIII�� ����IIII=I'IIII�� A1Nl10�30tl0 D '3Ntl IY1tllry N =F 0 9�m c Pr �3`od mar FE o:7 z x o = rsz azM e`er Who �E8 � z=z> s o �Y= day � di ZfLmm �j u y. z aE tl 01111II I� �► '� �� II I II II II II II II I'I 11 l 11 11 � l II II �IIIIIIII1.111111.11111�. �I1. II II I'I lil II II II II it II II11 I'I 1111 I' II II IIII��IIIIII� ���1IIIIIIIIII �� ICI I_III I!III II 1111�!IIII=III II" A1NnOJ 30tl0 3Atl ONZ 3 N 3Atl IWVIW W X a�? O w 0. ` Q o C N y C C m p+w o 'r o E U) ° ° rn to a � U2 W W a m c c c i 02 rt r ii i iL ii m z LL3raZ a`) �W 'o d LL U1 �I dtl �f o .seat w 1 bObaa'� 'I '•�. cc 24 w Db F N ITTM T T I I G 9za ICJ�IT TTT I TUU I �i 2 mI ' I mmI� ImmIII (�j ^�\ m �,I M o 0 3 IIn�I�I[nI'jy(�yII S�I('Iy1II�I (�11I'�S - - - •IJLJ 3Atl aNL.3.N 0W u C •li� •,� ^ s I zNWN sV, TTO ��MT T��=�mN DD�� T '�����' 3AVIWVIWN 'HoN cc 0 � w �o z N� ` �� zNzv gr DD��� _ IOOO���D11T.- xz� g m orzAiNnOi iRR It d c �°� 0 0 �o LI' I I�I I�I II I'� II ♦1rvnO�lOvO III o� o� o� o� o Wo wo Wo W a or- o� o� oW o j U > U j U j F o� o� o� o� a w J Z J w J w J 0 z o � o z o z a ¢ goZogo�ti J � J � J � w = w � w Q o� � a a a o � �W B ZW � z�° �� w o �o U�� a za `�O oZ., ; U O Q � LL a Cr, VO, Fo i � ! WF ��� G. � w d 0 L1J��J�JO���� �m� �� I z�a � ��z3 ¢=°' '3nr arvz'3'ry �Em`v9 I � ��� N �w zv O i am mriw �ry aam1 � ��°yw m i �vzz � � 3&�.. .. yw~ II ��d mz J � �P vw --7 - e=sz sass w S C� � C i i •- • ,� 0 1 ,, '�.�\1 �`'�1 �.� I �� I .. � i �� I �. i � ., o �) II1�,''�I ,, �:. / fill II Ili;,, II 11 �i ��z�' �� (,Ij� = III ■�I II,. ®` I'I II I I'� ��. .` all II II I� �I�I II I ICI I�I :II IIII LI II II ll III II II 1111.111111111' �� �����► 11 �� _ III II II II II II III! � II I II II ��ll II I,I II II II I' e!I I II II �I;1 11�11111,11 _I �� i �I, �. .. -- FIGURE 6: MAJOR TRAFFIC GENERATORS and ATTRACTORS MAP of the FUTURE TRANSPORTATION MAP SERIES Ilm wssruaaosx ., <Rwr 0 COMMERCIAL PORT ni�lss��a ° GOVERNMENT CENTERS � � F1 NI EUREKA oa.„ HOSPITALSIMEDICAL COMPLEXES _ it phi oe SHOPPING CENTERS s.wuxis COLLEGESIUNIVERSITIES i SW,2325TI �� ® ATTRACTIONSICULTURAL FACILITIES This /"figure indicates major traffic generators and attractors for the years 2000-2010. It appears as Figure 4 in the Mass Transit Element of tlee adopted Dade County Comprehensive Development Master Plan in effect as of January 1, 1996. It also appears as Figure 1114 of Dade County's 1995 EAR, where it serves as a description of existing conditions in 1995. Passed on first reading WV99 and passed and adoptnl on Reminding reading W21/99 by Ordinance No. 612.99 so..Ea�t°cw''8`a_-=aa= n W =oar tee= weWOW r��odSv`e a e8�v A'eEz3o6fie -eqa;= tea ,,5 �oa °❑.Eq;mom_ ?� .. ,.8^ x a ❑ (/�a �Aee�e'x"3 r">_a a L'-- E-w o m � e c�G A"m zWbc9 �oaF�`aam 990 r e�' ❑ A ❑ .. s ^ 3> INS � we °�❑a ..o�3ed .,ITSv _3....as E It fi w Z r w Fr a m�E W m ®� m m Ma�rs A L o W a In wsr =E w.w=o 3i���°gGITS ZE=c ve=c von=`o a.0wto-w00 Io 3 E.7 fi �mdaF gF. 04 ❑ 1 I I�J�J O ' �j❑ coa poi = 3`"In 20 Q mi Imp 0 to lo Uas= ITTE� �� o3F mE l �•,z�`j§fj 9wN¢ pox q z�'oie E-. mao 0ai.5 K°�0. 0 C4 i �04 C404 �P00. .`° a 3nV aNz 3ry fi m S E ca Ili y5 Zm�2. qQ�4 ITS R I _ tl9�� 3AV InVinN arcm eee ODT =L zo m� 3L�m moue"6 TT HE w� " � 4G 14 SZ I,j m a i `E'sO1 a oo� �- l; I uNnoo o0�a 3 �wzN 96u wF�� ADOPTING ORDINANCE 47 ORDINANCE NO. 612-99 LN ORDNANCE OF THE vIIAMI SHORES VILLAGE COUNCIL, \IIAMI SHORES, FLORIDA, REPEALING N PART THE CURRENT �IIANII SHORES VILLAGE COMPREHENSIVE PLAN AND ADOPTING A NEW NIIAMI SHORES VILLAGE COMPREHENSIVE PLAN TO BE KNOWN AS THE "NIIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN"; PROVIDING THAT THE GOALS, OBJECTIVES AND POLICIES ARE ADOPTED; PROVIDNG THAT THE DATA AND ANALYSIS ARE NOT ADOPTED; SUBMIT THE �IIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN TO THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS; DIRECTING THE VILLAGE MANAGER TO PUBLISH COPIES OF THE MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN; PROVIDING FOR REPEALER; PROVIDING FOR SEVERABILITY; AND PROVIDNG FOR AN EFFECTIVE DATE. BE IT ORDAINED BY THE VILLAGE COUNCIL OF MIAMI SHORES VILLAGE, FLORIDA: SECTION I. LATENT That the provisions contained herein have been enacted pursuant to: I) the "Local Government Comprehensive Planning and Land Development Regulation Act," Chapter 163, Part II, Florida Statutes; and 2) applicable Growth Management Regulations, Chapter 9J-5 and 9J-11, Florida Administrative Code. These require that Miami Shores Village engage in an ongoing planning process to evaluate its Comprehensive Plan and adopt amendments as necessary to attain its planning goals and to comply with statutory requirements. That in partially repealing the existing Miami Shores Village Comprehensive Plan and adopting the Miami Shores 2010 Comprehensive Plan as described herein, it is the intent and purpose of the N/fiami Shores Village Council to preserve and enhance present advantages, encourage the most appropriate use of land, water, and other resources, overcome present handicaps, deal effectively N�,ith future needs, and meet all other objectives set forth in pertinent statutory and administrative code requirements. SECTION II FINDINGS That the Village Council hereby make the following findings: 1) Since adoption of the current comprehensive plan the Village has undertaken an on -going planning; process including, but not limited to: gathering attd analyzing data from various relevant sources; collecting and analyzing data about land use and other characteristics of the Village, preparing an Evaluation and Appraisal Report, submitting the Evaluation and Appraisal Report to the Florida Department of Community_ Affairs; and conducting workshops and public hearings as required by law. Also since the initial adoption of the current comprehensive plan, the Village has initiated tvvo amendments to the comprehensive plan, one in 1993 and one in 1995 The first of these two amendments has not yet been finally enacted because a challenge was brought by a property owner to the Florida Department of Community Affairs' published notice of intent to find the amendment "in compliance' with relevant provisions of Florida statutory and administrative law. That challenge has not vet been resolved. Since the first of these two amendments was initiated by the Village, the Burt J. Harris, Jr. Property Rights Act has been enacted into law and the Florida Department of Community Affairs has initiated a program to promote intensive development in the eastern portion of Dade County. Accordingly, it may be in the interest of the Village that the property owner's challenge to the amendment initiated in 1993 not be rendered moot by the adoption of the new Miami Shores 2010 Comprehensive Plan. 3) Based upon the aforesaid history•; the new data and analysis; the requirements of Chapter 163, Part II, Florida Statutes; the requirements of Rule 9J-5 and 9J-11, Florida Administrative Code; and the needs of the Village, the Village's consulting city planner, Robert K. Swarthout, has recommended: 1) The repeal of the existing comprehensive plan including the amendments initiated in 1993 and 1996, except for that portion of the amendment initiated in 1993 which changes the parcels then known as the Biscayne Kennel Club from the restricted commercial future land use map designation to the single family future land use map designation; and 2) the adoption of the Nfiami Shores Village 2010 Comprehensive Plan attached hereto. -l) On December 17, 1998, the Miami Shores Village Local Planning Agency held a public hearing regarding the partial repeal of the existing comprehensive plan and the adoption of the Miami Shores Village 2010 Comprehensive Plan, after which the Local Planning Agency recommended that the Vdlage Council authorize the transmittal of the Miami Shores Village 2010 Comprehensive Plan to the Florida Department of Community Affairs. �) On February 2, 1999, the Village Council of IVliami Shores Village held a first reading public hearing regarding the partial repeal of the existing comprehensive plan and the adoption of the Miami Shores Village 2010 Comprehensive Plan, after which the Council ordered the transmittal of the Miami Shores Village 2010 Comprehensive Plan to the Florida Department of Community Affairs. 6) After receiving the Objections, Recommendations and Comments Report from the Department of Community Affairs on the Miam Shores Village 2010 Comprehensive Plan, the Village's planning consultant revised the Miami Shores Village 2010 Comprehensive Plan. The Village Council believes that the attached 'N[iami Shores 2010 Comprehensive Plan vyill preserve and enhance present advantages, encourage the most appropriate use of land, vyater and resources, overcome present handicaps, deal effectively with future needs. and meet all other pertinent statutory and regulatory requirements. 8) The Village Council deems it in the best interests of the general welfare of \Gami Shores Villase and its citizens to: I) repeal the existing comprehensive plan including the amendments initiated in 1993 and 1996, except for that portion of the amendment initiated in 1993 which changes the parcels then known as and utilized by the Biscayne Kennel Club from the restricted commercial future land use map designation to the single family future land use map designation, and 2) adopt the Nliami Shores Village 2010 Comprehensive Plan attached hereto. SECTION III. REPEAL OF PORTIONS OF EXISTING COMPREHENSIVE PLAN AND ADOPTION OF MIAMI SHORES VILLAGE 2 10 COMPREHENSIVE PLAN. That the Village Council hereby: 1) repeals the existing comprehensive plan including the amendments initiated in 1993 and 1996, except for that portion of the amendment initiated in 1993 which changes the parcels then known as and utilized by the Biscayne Kennel Club from the restricted commercial future land use map designation to the single family future land use map designation, and 2) adopts the Miami Shores Village 2010 Comprehensive Plan attached hereto. Repeal of the existing coml2rehensive plan shall not take effect until the 2010 Comprehensive Plan attached hereto becomes fully effective under Florida law. SECTION IV. CERTAIN PORTION OF MIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN NOT ADOPT That in adopting the Aiiami Shores Villase 2010 Comprehensive Plan attached hereto, the Village Council adopts only the goals, objectives and policies and any other portions that are required by Florida statutory and administrative law to be adopted and the Village Council explicitly does not adopt the data and analysis portion of the Miami Shores Village 2010 Comprehensive Plan. SECTION V. TRANSNQSS[ON AND SUBMITTAL TO THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS That the Village Manager and Village: Clerk are hereby directed to transmit and submit the Miami Shores Villase 2010 Comprehensive .Plan and any other appropriate documentation to the Florida Department of Community Affairs and to enter into such discussions with the Department of Community Affairs as may be appropriate to facilitate the ultimate approval of the Nliami Shores Village 2010 Comprehensive Plan by the Department. SECTION PUBLICATION OF COMPREHENSIVE PLAN That the Villase Manager is directed to publish the Miami Shores Village 2010 Comprehensive Plan for distribution to appropriate Village officials at the expense of the Villa;-: and to any and all other parties at their own expense. In publishing the Plan, the Village Man__er is hereby directed to make minor technical corrections as the Manager may deem appromate provided that such changes do not alter the regulatory content of the goals, objectives and policies or other adopted portions of the Plan. SECTION VII REPEALER That all ordinances or parts of ordinances in conflict herewith are hereby repealed. SECTION VIII SEVERABILITY That if any section, subsection, clause or provision of this Ordinance is held invalid, the remainder shall not be affected by such invalidity. SECTION IX EFFECTIVE DATE That this Ordinance shall take effect upon its adoption, and that the effective date for the Miami Shores Village 2010 Comprehensive Plan shall be the earliest date permitted by State Statute and Administrative Rule. PASSED ON FIIZST READING ON THE 2 DAY OF FEBRUARY , 1999. PASSED AND ADOPTED ON SECOND READING ON THE 21 DAY OF September 1999. `110 Mark S. Umer, Mayor ATTEST ce • A Barbara A. Fugazzi, MC IFIF Village Clerk APPROVED AS TO FORM: Richard Sarafan, Village ttomev ]YIIAMI SHORES VILLAGE 2010 COMPREHENSIVE PLAN Data and Analysis Strike throughs and underscores show changes from February 2, 1999 first reading version of the data and analysis. The strike throughs and underscores were made by staff and consultant in response to the Florida Department of Community Affairs' Objections, Recommendations and Comments Report on the February 2, 1999 first reading version of the plan. These changes have not been adopted by the Village. They are for the consideration of the Village. Prepared by Robert K.Swartbout, Incorporated 2:d00 North Federal Highway, Suite 209 Boca Raton, Florida 33431 561-392-5800 LANDUSE ELEMENT........................................................................................................................................................................1 TRANSPORTATIONELEMENT..... ... w .... ... W..4111 ....... ......... 4 ... WW4WI1 ..... 4 .... 44..WW44ww ... ** ....... 4 ...... 4 ......... 4 ......... 4 ... 44 ....... 9 HOUSINGELEMENT.........................................................................................................................................4....................... I. W. W. 63 INFRASTRUCTUREELEMENT...................................................................................................................................................... 79 COASTALMANAGEMENT ELEMENT.......................................................................................................................................... 85 CONSERVATIONELEMENT............ I I . . . . . . 4 . . . 4 4 4 W W 4 . I. I. I I I. 1 4 4 4 4 . W 4 . W I . W W I W W I I I . . 4 . . . . I I W W . W I. I . . . . . 4 1 . . 4 4 . . I I I I . I I I I . . . . . . 4 4 . . 4 . . . . . . . . . . 4 4 W . I W . . W . . W . . . W . . . W . W W W I I I . I 1 101 RECREATIONELEMENT.... w..4..4 .... 44 ... w4,ww.l ......... 4 ... 4 .......... W ..... 4 ... 444 ... 4.WWW ... 4 ..... 4 .... ....................................... 4 .... 107 INTERGOVERNMENTAL COORDINATION ELEMENT ..................................................................................................4........4111 CAPITALIMPROVEMENTS ELEMENT...............................................................................................................4...........4......4....115 MAPSand OTHER FIGURES for all ELEMENTS..............................................................................................4........................4.117 Figure1.1: Existing Land Use Map..., ........... ...... 4 ..... 41WW'.W ..... 44 ... 4..WWWWW1 .... 14 ....... 4 ... 4 .... 44 ... 44.w..Ww ... 4WW4 ...... 4WWIIWIIII9 Figure1.2: Flood Plain Map.................................................................................................................................................... 121 Figure1.3: Soil Survey.. ... I .... 41 .... 4 ..... I. .............. W4.1w., .... 4 ... 4..WW4.WI1 ..... ........ 44 .......... w .... 4 ..... 4 ..... 4 ........ 4 ....... 4 .... 4 ..... 123 Figure 2.1: Street Cross Section Characteristics and Traffic Count Stations.......................................4........................4..... 125 Figure 2.2: Street Classifications and Traffic Count Stations.......................................................................... A..............4.....127 Figure 2.3: Barricaded Street Ends and Traffic Count Stations....... ...... w ................ w wwA .................................. w.w ....... W..W..W.WW.129 Figure 2.4: Significant Parking Facilities and Pedestrian Ways.......................................................................................... 131 Figure 2.5: Existing Public Transit Service........................................................................................................... I................ 133 Figure 2.6: Major Traffic Generators and Attractors...................................................................................................I......... 135 Figure2.7: Airport Facilities................................................................................................................................................... 137 Figure 2.8: Hurricane Evacuation Routes..............................................................................................................................139 Figure 3.1: External Housing Conditions.... . ............... w .... wa ............. W..Ww..Wl ............. WW.WW ................... WW .... ww.ww.ww.w ...... ... 141 Figure5.1: Coastal Area Map" ................. WWW.* .................... W11.1.1 ........... WWW.1 ............. WWI .................. ... * ........... 143 Figure 5.2: Historically Significant Resources in Coastal Zone............................................................................................. 145 Figure 5.3: Commercial Redevelopment Areas in Coastal Zone..........................................................................................1. 147 Figure 5.4: Housing in the Coastal Velocity Zone of the High Hazard Area .......... ...... ................... ...... ........ ............... I....... 149 Figure 5.5: Post -Disaster Sequence of Events....,, ................. WWI., ...... W ... W ............... w ... * .................. .......................... 151 LAND USE ELEMENT EXISTING LAND USE the Miami Shores Golf Course. On -site sewage disposal systems are incapable of serving high intensity land uses. Therefore, the Miami -Dade Water and Sewer Department serves such facilities as Barry University. Miami Shores Village is predominantly a single-family residential community. A total of 661 acres or 67.8 percent of the land area is occupied by single-family structures on individual residential lots. Two-family residences occupy 0.3 acres or less than one -tenth of one percent of the entire community. Multifamily residences occupy 30.8 acres or 3.2 percent of the entire community. Non-residential uses in Miami Shores Village include recreational uses, educational uses, commercial uses and private institutions. Recreational uses occupy 149 acres or 15.3 percent of the entire community. The Miami Shores golf course is the largest recreational use. Educational uses include Barry University, Miami Shores Elementary School and St. Rose of Lima School. Barry University is by far the largest of these, but its location on the northern boundary of the Village isolates it somewhat from the rest of the community. Private institutions include churches scattered throughout the community. Most are located on major streets. Commercial uses in Miami Shores Village are concentrated in two principal locations. The largest concentration of commercial uses occurs on Biscayne Boulevard at the south end of the Village. This area contains a shopping center, an automobile dealership and several other commercial uses. For the most part, these commercial uses are vigorous enterprises. The second major concentration of commercial uses is along Northeast Second Avenue from 94th Street Northeast to 100th Street Northeast. This commercial area has not been as vigorous as the Village would wish, largely because it lacks a coordinated and managed parking system. ANALYSIS OF THE AVAH.ABILITY OF FACILITIES AND SERVICES Traffic Circulation Facilities: Land uses are well served by existing traffic circulation facilities. Biscayne Boulevard (U.S. Highway 1) runs diagonally through the eastern portion of Miami Shores Village. Biscayne Boulevard links the Village to Miami -Dade County municipalities to the north and to the south. Northeast 2nd Avenue runs north and south through the western half of the Village. East1west linkages are provided by Northeast 103rd Street and Northeast 95th Street, both of which provide access to the I-95 freeway located west of the Village. Local streets in Miami Shores Village are in good repair. The Village has an ongoing street improvement program. The principal local street problem was their use by through -traffic seeking to by-pass traffic lights on the major streets. This was mitigated by constructing barriers at many residential street ends. The widening of Biscayne Boulevard is a project in the regional transportation plan. However, widening will be expensive, and funds are not programmed at this time. Widening could generate pressure to change land uses along Biscayne Boulevard. However, use changes would not necessarily be a desirable response to widening. Sanitary Sewer Facilities and Services: Miami Shores Village is served predominantly by septic tanks on individual lots. There are a few package plants. For the greater portion of the Village, on -site septic systems have proven satisfactory. There is a narrow band of marl soil along the Florida East Coast Railroad corridor. This marl soil is not as suitable for septic tanks as the sandy soil located elsewhere in the Village. However, major problems have not resulted from septic tanks in this area. Much of the marl soil area is contained within Solid Waste: Miami Shores Village is adequately provided with solid waste services. The Village provides pick-up services for residential and small business accounts. Private contractors provide pick-up service for some larger commercial accounts and source -separated recyclables. The Miami -Dade Solid Waste Division provides facilities for the disposal of solid wastes; these facilities are considered adequate to serve the Village until at least 2,000. Drainage: There is sdequate drainage throughout the majority of the community. Drainage problems are manifested following severe storms along Northeast loth and llth Courts From Northeast 105th Street to Northeast 107th Street. Previously there was a problem along Northeast 103rd Street from Northeast 13th Avenue to Northeast 15th Avenue; this problem has been rectified through the installation of a new drainage system paid for through the Miami -Dade County Stormwater Utility. Previously there was a drainage problem along Northeast 96th Street and Northeast 103rd Street, both in the vicinity of Northeast 6th Avenue. This problem has been rectified through installation of a new french drain in association with major FDOT road improvements. Potable Water: Potable water is provided to Miami Shores Village by the Miami -Dade Water and Sewer Department. Adequate potable water service is provided throughout the Village and pressures are adequate to meet Insurance Standard Organization specifications. Waterlines are old and their condition is not fully known. It is quite possible that waterlines are not adequate for any intensification of development. Groundwater Aquifer Recharge: Miami Shores Village is not in a prime groundwater aquifer recharge area. ANALYSIS OF VACANT LAND There are about 26 acres of privately owned vacant land in Miami Shares; this includes the site of the former Biscayne Kennel Club, but it does not include the five acres of Village - owned vacant land next to the golf course. This vacant land is not located in areas of marl soils so septic tanks should be Is to accommodate single-family units. The vacant land presents no challenges with respect to topography as it is all level with a typical elevation of 10 feet above sea level. The vacant land is in the form of scattered vacant lots and one large tract which are devoid of natural resources. The vacant land contains no known historic or archaeological resources and does not appear on the Miami -Dade County list of such resources. The vacant land has historically been designated for multifamily housing, for which it is suitable on the condition that sanitary sewer service is provided; or single family residential; or for a dog racing facility. ANALYSIS OF LAND NEEDED TO ACCOMMODATE PROJECTED POPULATION The population of Miami Shores is prgjected to increase, as is the average persons per household over the planning period. This projection is based on the fact that the Village is almost totally built -out and an increase in population could only be accommodated through an increase in population per household. The land needed to accommodate the population projection is the six acres of remaining vacant land. The estimated densities are an average of seven units per acre on three acres planned for single-family detached units (20 lots) and three acres of multifamily housing which could be developed at about 25 units per acre (development at the full 31 units per acre is unlikely given site plan requirements and market considerations). ANALYSIS OF THE NEED FOR REDEVELOPMENT Renewal of Blighted Areas: There are no seriously blighted areas in Miami Shores. The corridor of "parking' designation on the Future Land Use Map in the Second Avenue omm rcial area provides for and encourages the parking needed to help ensure the viability of this area. A 1984 development plan for the downtown area forms the basis for this. Also, commercial areas along the east side of Biscayne Boulevard near the southern Village limits are potential redevelopment areas because of the obsolete character of the commercial structures in these areas.[ Elimination or Reduction of Inconsistent Uaes: Miami Shores Village is primarily a residential community with a "main street" (i.e. restricted commercial) on Second Avenue and two general commercial areas on Biscayne Boulevard, the major north -south arterial which runs through the Village. Another prominent non-residential use is Barry University. Most of these existing uses are not glaringly inconsistent with the predominant character of the community. However, some commercial and other non-residential uses could be inconsistent with specific locations within the community. For example, experience suggests that "main street" type business districts may function best when they consist of a dense array of convenience and comparison shopping facilities that can easily be approached on foot, rather than having a loose array of such uses mixed with highway -oriented or fringe commercial uses such as gasoline sales and automobile repair establishments. The nucleus of general commercial uses on Biscayne Boulevard near the south end of the Village would be inconsistent with and would undermine the residential character of the Village, if extended beyond its present limits substantially to the north along Biscayne Boulevard. A scattering of commercial or office uses here and there along the residential portion of Biscayne Boulevard would also be inconsistent with the residential character of the Village. Miami Shores Village was the home of the now abandoned and demolished Biscayne Kennel Club, which was at best marginally consistent with the character of the community. The site will never function as a dog track again because its license has been sold and relocated outside the Village. It would be highly inconsistent with the Village as a whole and with the particular area in which it is located if it were to be converted to certain other commercial uses which operate on a year around basis. Certain uses could be patently inconsistent with the character of the Village. For example, large scale manufacturing or distribution uses would be highly inconsistent. There are no highly inconsistent uses in the Village at this time insofar as is known. Uses euphemistically characterized as "adult entertainment" would be inconsistent with the particular residential character of Miami Shores Village. The Village is aware that such uses enjoy certain constitutional protections. The Village is also aware that some legal scholars think those protections do not arise from a strict reading of the Constitution and that a strict reading would allow more restrictions on the sale of "adult entertainment" than is now possible. The uses at the intersection of N.E. 105th Street and Biscayne Boulevard, and some uses along the east side frontage of Biscayne Boulevard between N.E. 93rd Street and the south Village limit are not consistent with surrounding 1 Text added for additional clarity. as and should be privately redeveloped using zoning incentives. The Land Use Plan map designation of multi -use redevelopment area shows the intent to rezone if a compatible project proposal is submitted; a planned unit development zoning district or some other flexible zoning district may we a useful tool here. ANALYSIS OF FLOOD -PRONE AREA REDEVELOPMENT NEEDS Flood -prone areas (100-year flood plain) are located in the eastern half of Miami Shores, generally east of N.E. 4th Avenue. These areas are predominantly developed with single-family structures. These structures have survived previous flood incidences with no structural damage. The probability of a flood severe enough to justify an alteration in the existing development pattern is low. Should the Village Council, State or federal agencies determine that sufficient damage has occurred to justify reconsideration of existing land use patterns, a planned unit development consistent with property owner rights, should be implemented, possibly mid -rise condominiums. ANALYSIS OF HISTORIC RESOURCES Table 1.7 identifies the historically significant resources in the Village, based upon both Historic Preservation Board (1984) and County Planning Department (1987) surveys. The houses are analyzed in the Housing Element. However, it should be noted that there are several non-residential uses such as the Old Pump House, the elementary school and the If course. All three of the latter are designated "Historic Landmarks" by the Village Historic Preservation Board. The Board is empowered by Village ordinance to review all permit applications related to properties designated on their historic landmarks list. ANALYSIS OF DREDGE SPOII.3 Contained within the Miami Shores Village limits, is a spoil island adjacent to the Intracoastal waterway that was dredged up as part of the Intracoastal waterway development many years ago. As a result of erosion over the years, the island is very small and it is seldom used. There is no formal record or informal knowledge of the Village having provided any services or exercising any responsibilities towards this island. POPULATION PROJECTIONS Data Sources for Population Projections: The population data utilized for the Miami Shores Village projections is based on the most current and accurate data available. The historical population data is from the decennial Census conducted by the U.S. Bureau of the Census. The official current population estimates used are prepared by the University of Florida Bureau of Economics and Business Research (BEBR). Population projections are prepared for Miami -Dade County by BEBR, but only estimates of current population for the proceeding year are available for the Village. Local data sources for population projection include city housing permit and residential capacity data, subarea projections prepared by the Miami - Dade County Planning Department, and residential electric meter connections. The Miami Shores Village population projections have been based on Census data, official BEBR estimates, Miami -Dade County Planning Department projections, and an estimate of the Village's remaining residential capacity. Historic Population Trends: Resident population and household trends for Miami Shores Village, Miami -Dade County, and Florida are illustrated in Tables 1.2 and 1.3. Resident population is defined by the Census Bureau and the University of Florida's Bureau of Economic and Business Resources (BEBR) as being those persons who reside in a place for six months or more each year, and are often referred to as permanent residents. The resident population of Miami Shores Village increased from 8,865 in 1960 to 9,556 in 1990, according to the Census. The estimated gain in residents was 360 from 1960 to 1970, decreased 181 from 1970 to 1980, and increased 491 from 1980 to 1990. The BEBR population estimate for April 1, 1995 was 10,149, an increase of 26 people over the BEBR estimate for April 1, 1994 and an increase of 65 people over the April 1, 1990 U.S. Census enumeration. The BEBR estimates are based partially on residential electric meter connection data and are subject to statistical error at the local level. These figures are assumed to be an accurate as a base for projecting the future population. Historic Household Trends: Tables 1.2 and 1.3 show that the rapid growth in the number of households established in Miami -Dade County in the 1960s and 1970s moderated during the period from 1980 to 1990. Household formation has continued at a slightly higher rate than population growth. The very slight decline in the number of households between 1980 and 1986 lends itself to no obvious explanation. Perhaps it represents a temporary decline in the relative desirability of the available supply coupled with the absence of vacant land to argument the supply with competitive new products. A significant factor in the recent changing resident population of Miami Shores has been the declining number of persons per occupied household. Persons per household decreased from 2.90 in 1960 to 2.70 in 1970, and to 2.39 in 1980. Tables 1.2, 1.3 and 1.4 show that in 1990 the average persons per household began to increase, reversing the previous declining trend. There are recent indications that some Miami -Dade County communities may be experiencing a reversal of the declining persons per household trend. According to the population specialists at the Miami -Dade Planning Department, increases in the average number of persons per household are believed to be occurring in some areas where families of Hispanic origin comprise the majority of new residents. A trend toward larger household size may also be occurring in areas which have become more attractive to young couples and families and relatively less attractive to older couples. The City of Miami Beach is an example of a community where the persons per household estimate has risen from 1.70 in 1980 to 1.75 in 1986. Population trends after 1990 were largely influenced by migrations associated with the aftermath of Hurricane Andrew, which occurred in the late summer of 1992. Many south Miami -Dade residents relocated to north Miami -Dade or to Broward County. COMPONENTS OF POPULATION CHANGE Demographics Components: The population of a community can be divided into two main groups. These groups are: the resident population which lives in the community six months or more each year and is comprised of persons who occupy year- round housing units, and persons in group quarters. Group quarters include such residential uses as nursing homes and dormitories. Population estimates reported by the Census Bureau and projections reported by Miami -Dade Planning Department, Research Division address only resident population. Resident population figures for Miami Shores are shown in the first three population tables. The seasonal population is particularly important for many Florida communities because it can place significant demands on public services and facilities. This population component is comprised of persons who occupy transient lodging facilities and seasonal housing units intended for short-term rental, or are non- resident visitors not staying in local lodging. Transient lodging includes hotel and motel units, apartments and other housing units leased for less than six months, campgrounds, and recreational vehicle parks. The 1995 estimate of seasonal population can be used to forecast future seasonal population based on two assumptions: First, that there will be no change in the number of transient lodging units in the Village; and second, that the number of seasonal and occasional housing units will remain at the same percentage of total housing units as was reported in the 1990 Census. In 1995, this component totaled an estimated 55 units. Residential Capacity: During the 1960s mid 1970s, population growth in the Village was accommodated by the construction of new housing units on vacant, residentially - zoned land. Most of this land has now been developed. Based on the 1995 land use survey and Village records, it is estimated that approximately 7 platted single-family vacant lots remained in the Village at that time. In addition, the vacant site of the former Biscayne Kennel Club is suitable for single family development. It may also be suitable for institutional use, at least in part. The remaining vacant land zoned for multiple family units could accommodate an estimated 48 residential units at the maximum allowable density under current Village policies. The limited remaining residential capacity is a very significant factor for considering the future population potential in Miami Shores Village. Some additional residential units could possibly be accommodated through redevelopment of existing developed land at higher densities. The extent of this potential is not great, primarily because most of the housing has been constructed since 1960. It is unlikely to be redeveloped during the planning period. Another residential capacity factor which influences the total population of a community is the vacancy rate. Vacancy rates typically fluctuate with changing market conditions. Vacancies tend to be lower in housing units which are owner -occupied than in renter -occupied units. Based on previous estimates and current conditions for all occupied units, the vacancy rate in Miami Shores will probably Buctuate between three and seven percent during the planning period. In comparison, the 1990 homeowner vacancy to was 3.2 percent and the renter vacancy rate was 7.1 percent. Population Projection: A projection of Miami Shores population through 2015 is shown in Table 1.6. These figures are based on population estimates prepared by BEBR and projections prepared by the Miami -Dade County Planning Department published in May 1995. There are two important reasons for the selection of the BEBR and Miami -Dade County data. First, their estimate and projection includes subarea projections which are not available from the State. Second, the projected population for Miami Shores can be coordinated with the County. The estimate and projection methodology used by BEBR and the County Planning Department involved County, subarea, and census tract level analyses. BEBR's April 1, 1994 population estimate for Miami -Dade County of 1,990,445 represents the official state estimate. At the subarea level, the Miami -Dade County projections consider an estimated population at buildout, historical data from the Census, and a current population estimate. The application of a factor for residential capacity is particularly appropriate for Miami Shores. It should be noted, however, that the subarea projections apportion growth equally among the subarea census tracts. The projections would therefore tend to result in a higher population for Miami Shores because the adjacent unincorporated areas of the County contain much more vacant, developable residential land than does the Village. To derive the projections for the Village, the census tracts in the subarea which are within the Village were identified. The population estimates for 1970-1994 and projections for 1990 - 2015 for these tracts were then totaled. The census tracts which do not contain an area of the Village were excluded to further refine the level of analysis. Between 1990 and 1994, the Village population increased from 10,084 to 10,123. The Miami -Dade County projections indicate an increase in the population from 1994 to 2015. It must be noted, however, that this figure does not include the seasonal populations which has been added to the projections in Table 1.6. With the seasonal population adjustment, the total population projected for 2015 is 12,341, For planning purposes, the population figure 10,123 is being used for 1994 and 12,095 for the year 2015. Table 1.1 Existing Land Use Tabulations Miami Shores Village, 1995 Percent Land Use Acres of Total Single-family residential at 6 to 8 units per acre 655.0 67.2 Multifamily residential at 15 units per acre 31.1 3.5 Commercial 33.5 3.4 Educational 80.9 8.3 Recreational 149.0 15.3 Other public and semi-public 19.0 1.9 Vacant 6.0 .6 Total 974.5 100.0 Source: Robert K. Swarthout, Incorporated, 1995. Note: There are no agricultural, industrial or conservation uses. Historical sites and soils are shown on other maps; 153 acres within the categories listed above have historic sites thereon. There are no waterwell cones of influences, beaches, wetlands (except in the estuary) or mineral extraction sites. Table 1.2 Population and Household Growth Trends, 1960-1990 Miami Shores Village, Dade County and Florida Area 1960 1970 1980 1986 1990 Miami Shores Village Total Population 8,865 97425 %244 9,065 91556 Households 2,970 39465 3,862 31641 3,667 Persons per Household 2.90 2.70 2.39 2.36 2.61 Dade County Total Population 935,047 1,2671792 12625,781 11776,099 19904,375 Households 3082325 428,026 609,830 6692218 692,355 Persons per Household 2.98 2,91 2.63 2.61 2.75 Florida Total Population 41951,460 6,791,418 %747,197 11,657,843 12,630,465 Households 11550,044 2,284,786 3,7441254 416129822 5,1349869 Persons per Household 3.11 2.90 2.55 2.47 2,46 Sources: U.S. Department of Commerce, Bureau of the Census, Census of Housing, General Housing Characteristics, 1960, 1970, 1980, 1990. Metro -Dade County Planning Department, Population Estimates and Projections, 1987, 1995- University of Florida, Bureau of Economic and Business Research, telephone contacts, and "Population Studies," Bulletins 79 and 80, 1987. Robert K. Swarthout, Incorporated, 1987, 1995. Table 1.3 Comparative Population Change, 1960.1990 Miami Shores Village, Dade County and Florida 1960-70 1970-80 1980-86 1986.90 Area Change Change Change Change Miami Shores Village Total Population 560 -181 -179 491 Households 495 397 -221 26 Persons per Household -0.20 -0.31 -0.03 0.25 Dade County Total Population 332,745 357,989 15%318 1283276 Households 119,701 181,804 59,388 23,137 Persons per Household -0.07 -0.28 -0.02 0.1.4 Florida Total Population 12839,958 2,9557779 11910,646 972,622 Households 734,742 IF4597468 8683568 522,047 Persons per Household -0.21 -0.35 -0.08 -0.01 Sources: U.S. Department of Commerce, Bureau of the Census, Census of Housing, General Housing Characteristics, 1960, 1970, 1980, 1990. Metro -Dade County Planning Department, Population Estimates and Projections, 1987. University of Florida, Bureau of Economic and Business Research, telephone contacts, and "Population Studies," Bulletins 79 and 80, 1987. Robert K. Swarthout, Incorporated, 1987, 1995. Table 1.4 Average Persons Per Household, 1960, 1970„ 1980, 1986, 1990 Miami Shores Village and Comparative Areas Area 1960 1970 1980 1986 1990 Miami Shores Village 2.90 2.71 2.39 2.36 2.61 North Miami na 2.58 2.16 2.12 2.44 North Miami Beach 3.04 2.66 2.27 2.22 2.47 El Portal 2.70 2.53 2.11 2.08 2.56 South Miami 3.40 2.75 2.60 2.54 2.52 Dade County 2.98 2.91 2.63 2.61 2,75 Florida 3.11 2.90 2.55 2.47 2.46 Sources: U.S. Bureau of the Census, Census of ]lousing, 1960, 1970, 1980, 1990. University of Florida, Bureau of Economic and Business Research, unpublished data, 1987. Robert K. Swarthout, Incorporated, 1987, 1995. Table 1.6 Seasonal Population Estimate, 1995 Miami Shores Village Seasonal Reported Persons Percent Seasonal Population Category Population Units per Unit Seasonal Non -Resident Lodging Units Hotels and Motels (Miami Shores & Hacienda) 178 96 1.85 100.0 Rooming Houses and Transient Apartments 0 0 na na Mobile Homes 0 46 no no R.V. Parks and Campgrounds 0 0 na na Seasonal and Occasional Units 55 25 2.2 100.0 Day Trips and Visits 0 na na na Estimated Peak Seasonal Population 233 Sources., Florida Department of Business Regulation, Division of Hotels and Restaurants, "Master File Statistics,' May 1995. U.S. Department of Commerce, Bureau of the Census, CPH-1-11, Census of Population and Housing, 1990. Metro -Dade Planning Department, "Seasonal -Transient Population: Dade County, Florida," December 1992. Miami Shores Village Building Department and Public Works Director. Six mobile homes enumerated in the Census are now known to exist in Miami Shores Village. Robert K. Swarthout, Incorporated, 1995. Table 1.6 Populatiou Projections, 1990-2016 Miami 3horea Village Population Category 1990 1994 2000 2006 2010 2016 Total Housing Units 3,918 3,934 3,951 3,951 3,951 3,951 VacanUSeasonal Unite 251 251 251 251 251 251 Yeat-Round Houaing Units 3,667 3,683 3,700 3,700 3,700 3,700 Peraona/Household 2.61 2.61 2.80 2.92 3.03 3.13 Household Population 9,556 9,595 10,373 10,790 11,217 11,567 Group Quarters Population 528 528 528 526 528 528 Seasonal Population 233 233 233 233 233 233 Total Population 10,084 10,123 10,901 11,318 11,745 12,095 Sources: Robert K Swarthout. Incorporated. 1999 based on nroiectione oubliahed by Dade County Florida Mav 1996 Ppp+1 t' f 1994 f th Ll 't £ FI 'd B f E d B R b C t xt d h d' "P 1 t' P ct' f f rth �I anon of methodoloev --- - - nSome observers in Miami Shores think that population and population figures stated above for 7994 may understate the aMual population, which may have been greater due to the impact of Aurricene Andrew. (Change responds to Land Uae Element Objection and Recommendation 1.1 Table 1.7 Historic and Architectural Sites of Mitjor Significance Miami Shores Village, Florida Addreae Yeer Built Remarks Addrece Year Built Remarks Addrece Year BWlt Remarks 1036 N.E. 89 Street 1936 I51 N.W. 92 Streel 1938 574 N.E. 94 Slreet 173 N.W. 92 Streel ]937 730 N.E. 94 Slreet 1937 29 N.E. 91 Street 1926 HV6 189 N.W. 92 Street ]937 736 N.E. 94 Street 90 N.E. 90 Street 1938 747 N.E. 945lreet 120 N.E. 91 Street 1924 HL 57 N.E. 93 Streef ]939 1008 N.E. 94 Street 1937 144 N.E. 91 Street 1925 61 N.E. 93 Street ]936 1009 N.E. 94 Street 193T 25T N.E. 913treet 1926 HV4MR 107 N.E. 93 Streel 1937 ]041 N.E. 94 S[ree[ 280 N.E. 91 Street 1926 4 126 N.E. 935treet 1932 ]053 N.E. 99 Streef 300 N.E. 91 Street 1924 4 152 N.E. 935treet 1926 HL 1065 N.E. 94 Slreet 363 N.E. 91 Street 1928 4MR 2fi2 N.E. 93 Streel 1938 10fi6 N.E. 94 Street ]939 928 N.E. 91 Slreet 1928 349 N.E. 935treet 1928 HV6 1213 N.E. 945[reet 469 N.E. 91 Street 192fi 4 390 N.E. 93 Street 1939 1234 N.E. 94 Street 517 N.E. 91 Street 1939 436NE. 93 Street 1936 /245 N.E. 94 Streel 533 N.E. 915[reet 1939 444 N.E. 935treet 1930 30NW. 94 Street 1937 4fi0 N.E. 93 Street 1932 55 N.W. 94 Street 1936 860 N.E. 91 Terrace 193fi 461 N.E. 93 Street 1925 70 N.W. 94 Street 1936 898 N.E. 91 Terrnce 1939 469 N.E. 93 Street 1924 102 N.W. 94 Streel 1938 915 N.E. 91 Terrace 1938 544 N.E. 93 Street 1926 6 ]58 N.W. 94 Stnet /939 934 N.E. 91 Terrace /939 597 N.E. 93 Street ]73 N.W. 94 Street 1937 953 NE 9]Terrace 709 N.E. 93 Slreet (936 ]90NW. 94 Street 1939 1022 N.E. 91 Terrace 1939 ]026 N.E. 91 Terrare 1939 BN.W. 935treet /939 ISN.E. 95 Street ]938 1037 N.E. 91 Terzace 1926 3 45 N.W. 93 S[net 1937 86 N.E. 95 S[mt 1926 1061 N.E. 91 Terrace 1926 53 N.W. 93 Slrecl 1937 92 N.E. 95 Street ]939 3069 N.E. 91 Terrace 1925 3 100 N.E. 95 Slreet 1937 1077 N.E. 9]Terrace 1930 Sfi N.W. 935treet 1939 105 N.E. 95 Street 1938 1084 N.E. 91 Terrace 1928 3 92 N.W. 935treet 1937 ]17 N.E. 955treet 1938 1099 N.E. 91 Terzace 1925 3 117 93 N.W. 93 S[ree[ ]939 140 N.E. 95 Street 1938 1100 N.E. 91 Terrace N.W. 93 Slreet ]939 145 N.E. 95 Street 1928 5/NR f34 N.W. 93 Street ]938 374 N.E. 95 Street HL 87 N.E. 92 Street 1926 4 ]42 N W. 93 Streel 1939 401 N.E. 95 Street 121 N.E. 92 Street 1928 ]49NW. 93 Streel 1938 425 N.E. 955treet 1938 13T N.E. 92 Street 1928 4 150 NW 93 Street 1938 434 N.E. 96 Street 162 N.E. 92 Street 1926 HV4 165 N.W. 935treet 1938 43T N.E. 955treet 1938 I66 N.E. 92 Slnel /939 I66N W. 93 Street 1939 45T N.E. 95 Street 1926 5 235 N.E. 92 Street 1938 174 N.W. 93 Slreet 1939 790 N.E. 95 Street 1938 253 N.E. 925treet 1938 177NW. 93 Strnet 1939 805 N.E. 95 Streel ]939 275 N.E. 92 Streef 1927 190 N.W. 93 Slreet /939 912 N.E. 95 Street 1935 6 313 N.E. 92 Street 1927 4 940 N.E. 95 Street 1932 HV6 341 N.E. 925treet 1928 HV4 54 N.E. 945[ree[ 1938 960 N.E. 965treet 1932 HL 357 N.E. 92 Street 1925 HV4/NR 70 N.E. 94 Street 1939 989 N.E. 95 Street 1935 4 395 N.E. 92 Street 128 N.E. 94 Street 1930 1000 N.E. 96 Street 1939 4 423 N.E. 92 Streel 145 N. E. 94 Street 1928 3042 N.E. 95 Slreet 1938 440 N.E. 92 Street 1925 4 295 N.E. 94 Slreet 1934 1060 N.E. 95 Street 453 N.E. 92 Street 1932 311 N E. 94 Slreet 1098 N.E. 96 Street 477 N.E. 925treet 1925 4MR 32fi N.E. 945[reel ]939 1298 N.E. 95 Slreet 557 N.E. 92 Street 1933 358 N.E. 94 Street 1928 830 N.E. 92 Street 1928 3T9 N.E. 94 Street 192T 4 ]8 N.W. 95 Slreet 1938 899NE. 92 Street 1939 384 N.E. 945treet 1926 4/NR 9I6NE. 92 Street 431 N.E. 943treet 1924 HV3/NR fit N.E. Sfi Street 1926 HV4 930 N.E. 92 Streel 436 N.E. 94 Street 1923 TO N.E. 96 Street 1927 HL 969 N.E. 92 S[reel 1934 485 N.E. 94 Street 1929 lOT N.E. 96 Street 192fi 4 1051 N.E. 92 Street 1915 490 N.E. 94 Slreel /937 ]24NE. Sfi Streel ]938 1213 N.E. 92 Street 601 N.E. 94 Street 1935 5 136 N.E. 96 Street 1928 502 N.E. 94 S[ree[ 1939 ]50 N.E. Sfi Street 19 N.W. 92 Street (938 550 N.E. 94 Streef 1939 262 N.E. 96 Street 1926 3/NR 31 N.W. 92 Street 1938 558 N.E. 94 Slreet 1938 284 N.E. 96 Street 1926 4 117 N.W. 92 Street 1939 571 N.E. 94 Street 1932 287 N.E. 96 Street 1925 HV4/NR 'HL � Hd CoindSury on by County Plaeming Department. All itaBdzed sites appears on thee 1987 Dad y but do not aleced Y ppeer on the Flon'de M�ae�ter Site FiBleatirig Sowces: 1994 Miami Shores Hu[oric Preservation Board survey nd 1998 records of the Miami Shores Village Buildingg Department. 1987 Metro -Dade County Plennir�g Department survey. 1995 Florida Master Sita File, Florida Department of State, Division of Hiatoriwl lieaourcea. Table 1.7 (Continued) Historic and Architectural Sites of Major Significance Miami Shores Village, Florida Address Year Built Remarks Address Year Built Remarks Address Year Built Remarks 339 N.E. 96 Street 1935 4 73 N.E. 99 Street 1926 64 N.W. 101 Street 1935 444 N.E. 96 Street 1936 94 N.E. 99 Street 1939 70N.W. 101 Street 495 N.E. 96 Street 100 N.E. 99 Street 19.. 85 N.W. 101 Street 1939 537 N.E. 96 Street 1938 103 N.E. 99 Street 1926 540 N.E. 96 Street 1920 4/NR 128 N.E. 91 Street 1926 76 N.E. 102 Street 1926 577 N.E. 96 Street 1926 HU4(NR 160 N.E. 99 Street 1927 94 N.E. 102 Street 664 N.E. 96 Street 1925 245 N.E. 9) Street 1926 102 N.E. 102 Street 1937 800 N.E. 96 Street 1933 4 253 N.E. 944 Street 1926 4M 118 N.E. 102 Street 1938 822 N.E. 96 Street 1939 260 N.E. 99 Street 1926 4 134 N.E. 102 Street 1932 843 N.E. 96 Street 1938 269 N.E. 99 Street 1926 4 150 N.E. 102 Street 1938 893 N.E. 96 Street 1933 5 286N.E. 9.9 Street 1934 160 N.E. 102 Street 1927 930 N.E. 96 Street 1934 3"N.E. 99 Street 1930 230N.E. 102 Street 1937 950 N.E. 96 Street 1938 310 N.E. 99 Street 1926 HIJ4@B 237N.E. 102 Street 1926 N7 N.E. %Street 1938 N.E. 99 Street 19'L6 260 N.E. 102 Street 1926 343 987 N.E. 96 Street 343 NE99 Street 1926 HL4©g 261 N.E. 102 Street 192- 1040 N.E. 96 Street 1936 N.E. 268 N.E. 102 Street 1925 6 1055 N.E. 96 Street 1938 874 N.E. 99 Street 1937 284 N.E. 102 Street 1925 NR 1080 N.E. 96 Street 1928 910 N.E. 99 Street 1926 289 N. E. 102 Street 1938 1090 N.E. 96 street 1939 301 N. E. 102 Street 1938 1098 N.E. 96 Street 1928 53 N.W. 95 Street 1939 306 N-E. 102 Street 1219 N.E. 96 Street 1937 64 N. W. 99 Street 1939 318 N.E. 102 Street 1939 1235 N.E. 96 Street 1937 5 69 N.W. 99 Street 1938 334 N.E. 102 Street 1245 N.E. 96 Street 1925 5 344 N.E. 102 Street 1926 1291 N.E. 96 Street 1929 5 37 N.E. 100 Street 1938 349 N.E. 102 Street 1939 29 N.W. 96 Street 1937 55 N.E. 100 Street 19,78 356N.E. 102Street 1939 34 N.W. 96 Street 1938 70 N.E. 100 Street 1939 361 N.E. 102 Street 1936 45 N. W. 96 Street 1939 83 N.E. 100 Street 1925 390 N.E. 102 Street 54 N. W. 96 Street 1939 10?N.E. 100 Street 410NE. 102 Street 1939 61 N.W 96 Street 1939 IION.E. 1WStmet 426 N.E. 102 Street 70 N.W. 96 Street 1939 120 N.E. 100 Street 19.79 429 N.E. 102 Street 77 N.W. 96 Street 1939 121 N.E. 100 Street 192 HV6NR 444 N.E. 102 Street 1938 78 N.W. 96 Street 1939 134 NE 100 Street 453 N.E. 102 Street 93 N. W. 96 Street 1939 185 N.E. 100 Street 1938 455 N.E. 102 Street 1926 94 N.W. 96 Street 1939 269 N.E. 100 Street 1923 490 N.E. 102 Street 270 N.E. 100 Street 19,79 500 N.E. 102 Street 1939 54 N.E. 97 Street 1939 320 N.E. 100 Street 1939 541 N.E. 102 Street 1937 55 N.E. 97 Street 1938 334 N.E. 100 Street 1939 543 N, E. 102 Street 1936 59 N.E. 97 Street 1939 339 N.E. 100 Street 1939 551 N.E. 102 Street 1926 70N.E. 97Street 358 N.E. 100 Street 1939 560 N. E. 102 Street 1925 5 71 N.E. 97 Street 1938 361 N.E. 100 Street 1928 668 N.E. 102 Street 1925 5 74 N.E. 97 Street 1939 374 N.E. 100 Street 1939 584 N.E. 102 Street 1925 5 123 N.E. 97 Street 1929 398 N.E. 100 Street 1937 585 N.E. 102 Street 1939 127N.E. 97Street 1929 444 N.E. 100 Street 1937 1219 N.E. 102 Street 1930 131 N.E. 97 Street 1937 487 N.E. 100 Street 1938 1291 N.E. 102 Street 1926 NR 261 N.E. 97 Street 1939 1210 N.E. 100 Street 1939 262 N.E. 97 Street 1939 117 N.W. 102 Street 1939 278 N.E. 97 Street 18 N.W. 100 Street 1938 118 N W. 102 Street 1938 357 N.E. 97 Street 1938 28 N.W. 100 Street 1938 360 N.E. 97 Street 1928 5 39N.W. 10OStreet 1939 142 N E. 103 Street 1938 48NW. IOOStreel 1933 166NE. 103 Street 1938 361 N.E. 97 Street 1926 HIJ5 68 N.W. 100 Street 1939 246N.E. 103 Street 1938 369 N.E. 97 Street 1926 5 87 N.W. 100 Street 1936 262 N.E. 103 Street 1938 383 N.E. 97 Street 1927 117N.W. IWStreet 1939 278 N.E. 103 Street 1938 500 N.E. 97 Street 1936 125 N.W. 100 Street 1939 334 N.E. 103 Street 576 N.E. 97 Street 1937 141 N.W. 100 Street 1939 372 N.E. 103 Street 1938 800 N.E. 97 Street 1937 e06N.E. 97Street 1937 34NE. 101 Street 1938 54 N.W. 103 Street 1930 825N.E. 97Street 1938 37 N.E. 101 Street 142 N.W. 103 Street 1939 857 N.E. 97 Street 1933 46 N.E. 101 Street 1938 901 N.E. 97 Street 1932 54 N.E. 101 Street 1939 15 N.E. 104 Street 1939 59 N.E. 101 Street 1929 75 N.E. 104 Street 1936 68 N.W. 97 Street 1939 70 N.E. 101 Street 1939 250 N.E. 104 Street 1925 72 N.W. 97 Street 1936 100 N.E. 101 Street 252 N.E. 104 Street 1925 76 N.W. 97 Street 1935 113 N.E. 101 Street 1925 HL 253 N.E. 104 Street 1939 136 N.E. 101 Street 1925 269 N.E. 104 Street 1925 29N.E. 98Street 1939 144 N.E. 101 Street 1925 289N.E. 104 Street 1938 45 N.E. 98 Street 1934 145 N.E. 101 Street 1935 317 N.E. 104 Street 1938 52 N.E. 98 Street 1926 HL 229 N.E. 101 Street 1938 318N.E. 104 Street 1938 53 N.E. 98 Street 1939 250 N.E. 101 Street 374 N.E. 104 Street 1939 69 N.E. 98 Street 1939 253 N.E. t01 Street 1924 1285 N.E. 104 Street 1939 117 N.E. 98 Street 1923 254 N.E. 101 Street 1938 13F N.E. 98 Street 1926 270N.E. 101 Street 21 N. W. 104 Street 1939 145 N.E. 98 Street 1925 312 N.E.(01 Street 1939 58N.W. 104Street 1938 149 N.E. 98 Street 1938 315 N.E. 101 Street 1937 61 N.W. 104 Street 1939 248 N.E. 98 Street 1939 318 N.E. 101 Street 1939 85 N.W. 104 Street 1939 273 N.E. 98 Street 1926 HLTIR 319 N.E. 101 Street 1928 118 N.W. 104 Street 1938 276 N.E. 98 Street 1925 HVNR 334 N.E. 101 Street 1938 315 N.E. 98 Street 1938 350N.E. IOI Street 1939 17 N.E. 105 Street 336 N.E. 98 Street 1927 361 N.E. 101 Street 1929 NR 60 N.E. 105 Street 352 N.E. 98 Street 1926 HL 390 N.E. 101 Street 1939 65 N.E. 105 Street 1939 363 N.E. 98 Street 1927 461 N.E. 101 Street 1925 77 N.E. 105 Street 1939 622 N.E. 98 Street 1933 HL 489 N.E. 101 Street 1935 90 N.E. 105 Street 672 N.E. 98 Street 1938 504 N.E. 101 Street 1939 101 N.E. 105 Street 1939 890 N E. 98 Street 1938 515 N.E. 101 Street 1926 HL 113 N.E. 105 Street 1939 563 N.E. 101 Street 1925 125N.E. 105 Street 1939 51 N.E. 99 Street 1938 561 N.E. 101 Street 1925 137 N.E. 105 Street 1939 54 N.E. 99 Street 620 N.E. 101 Street 140 N.E. 105 Street 55 N.E 99 Street 1938 720 N.E. 101 Street 149 N.E. 105 Street 1939 69 N.E. 99 Street 1929 1280 N.E. 101 Street 1938 161 N.E. 105 Street 1939 55 N.E. 99 Street 1938 21 N.W. 101 Street 173 N.E. 105 Street 1939 69 N.E. 99 Street 1929 50 N.W. 101 Street 1937 185 N.E. 105 Street 1939 'HL - Historic Landmark (Village designation) *NR - Placed on the National Register 6 - Rating by County Planning Department All italidzed sites appeared on the 1987 Dade County Survey but do not appear on the Florida Master Site File. ggee Soarces: 1994 Miami Shores Historic Preservation Board survey andl1998 records Department of Miami Shores Wing Buildi Department. 1987 Metro -Dade County. Plmming Departmentsurvey. 1995 Florida Master Site le, pa 7 Table 1.7 (Continued) Historic and Architectural Sites of Major Significance Miami Shores Village, Florida Address Year Built Remarks Address Year Built Remarks Address Year Built Remarks 225 N.E. 105 Street 1937 464 Grand Concourse 9700N.E. 2nd Avenue 1940 230 N.E. 105 Street 1937 501 Grand Concourse 1939 9701 N.E. 2nd Avenue 261 N.E. 105 Street 1939 515 Grand Concourse 9800 N.E. 2nd Avenue 1946 285 N.E. 105 Street 1930 520 Grand Concourse 1939 9806 N.E. 2nd Avenue 1920 •" 318 N.E. 105 Street 1938 533 Grand Concourse 10531 N.E. 2nd Place 334 N.E. 105 Street 1934 648 Grand Concourse 1929 HL 9132 N.E. 3rd Avenue 1935 351 N.E. 105 Street 1936 565 Grand Concourse 1936 9204 N.E. 3rd Avenue 1938 601 Grand Concourse 1938 10515 N.E. 3rd Avenue 358 N.E. 105 Street 1939 620 Grand Concourse 1935 360 N.E. 105 Street 1936 647 Grand Concourse 17N.E. 106 Street 1937 674 Grand Concourse 1929 9454 N.E. 4th Avenue 1934 18 N.E. 106 Street 1939 3233 N. Miami Avenue 1938 9823 N.E. 4th Avenue 1924 HU6 ••" 66NE. 106 Street 1939 3915 N. Miami Avenue /939 100137 N.E. 4th Avenue 1930 77 N.E. 106 Street /939 9333 N. Miami Avenue /939 IOIION.E. 4th Auenue 1938 89 N.E. 106 Street 1939 9425 N. Miami Avenue 1938 /0205N.E. 4th Avenue 1939 90 NE. 106 Street 9500 N. Miami Avenue /937 10208N.E. 4th Avenue /939 102 N.E. 106 Street 1939 9509 N. Miami Avenue 1939 10538 N.E. 4th Avenue 1925 114ME. 106 Street 1939 9518 N. Miami Avenue 1937 126NE. 106 Street 1939 9526N. Miami Avenue 1937 9811 N.E. 4th Avenue Road 138 N.E. 106 Street 1939 9600 N. Miami Avenue 1936 9941 N.E. 4th Avenue Road 150N.E. 106 Street 1939 9618 N. Miami Avenue 1938 9942 N.E. 4th Avenue Road 162 N.E. 106 Street 1939 9634 N. Miami Avenue 1938 174 N.E. 106 Street 1939 9740 N. Miami Avenue 1935 9636N.E. 5th Avenue 1937 186 N.E. 106 Street 1939 9760 N. Miami Avenue 1935 10351 N.E. Sth Avenue 1939 3 "•"•• 501 N.E. 106 Street 1935 9800 N. Miami Avenue 1938 9716 N.E. 5th Avenue Road 502 N.E. 106 Street 1986 9801 N. Miami Avenue 1938 9760 N.E. 5th Avenue Road1939 HL 9816N. Miami Avenue 1938 9301 N.E. 9th Avenue 18N.W. 106 Street /939 9917 N. Miami Avenue /939 9305 N.E. 9th Avenue 1926 6 30N.W 106Street 1939 10017N. Miami Avenue 1939 9306 N.E. 9th Avenue 54NW. 106 Street 1939 IW70 N. Miami Avenue 1939 9317N.E. 9eh Avenue 66N.W. 106 Street 1939 10130 N. Miami Avenue 1938 9328 N.E. 9th Avenue 10200 N. Miami Avenue 9341 N.E. 9th Avenue 1920+ 6 150 N.E. 107 Street 1938 10210 N. Miami Avenue 1938 9353 N.E. Rh Avenue 1938 6 174 N.E. 107 Street 1939 10217N. Miami Avenue 1939 9405 N.E. 91h Avenue 1940 6 213 NE 107 Street 1939 10290N. Miami Avenue 1939 N 17 N.E. 9th Avenue 10298 N. Miami Avenue 1934 93M Biscayne Blvd. 1937 9207 N.E. tat Avenue 1939 9301 N.E. 9eh Place 1932 9322 Biscayne Blvd. 1930 9707 N.E. tat Avenue 1938 9700 Biscayne Blvd. 1935 10108N.E. tat Avenue 1926 HU6/NR 9701 Biscayne Blvd. 1938 10000 Biscayne Blvd. 1936 HU3 • 9125 N.E. 2nd Avenue 9201 N.E. 2nd Avenue 1938 215 Grand Concourse 1935 HL (Downtown) 350 Grand Concourse 9526N.E. 2nd Avenue 1938 408 Grand Concourse 9532 N.E. 2nd Avenue 1939 • Golf Course 408 Grand Concourse 953745 N.E. 2nd Avenue Concourse Apartments 421 Grand Concourse 1925 U4/Nft •' H • 6Grand 5horee Theater 440Grand Concourse 9600 N.E. 2nd Avenue 1925 8 • Pump House/Church 452 Grand Concourse 9636N.E. 2nd Avenue 1936 ""•" Miami Shores Elementsry School *HL - Historic landmark (Village designation) 'NR - Placed on the National Register 6 - Rating by County Planning Department. All italicized sites appeared on the 1987 Dade County Survey but do not appear on the Florida Minter Site File. Sources: 19N Miami Shares Historic Preservation Board survey and 1998 records of the Miami Shores Villag Building Department. 1987 Metro -Dade County Planning Department 1995 Florida Master Site Yle, survey. Florida Departmental State, Division of Historical Rasources. TRANSPORTATION ELEMENT PURPOSE and FORMAT Section 9J-5.019 of the Florida Administrative Code requires that, A local government which has all or part of its jurisdiction included within the urbanized area of a Metropolitan Planning Organization (MPO) ...shall prepare and adopt a transportation element [emphasis added] consistent with the provisions of this rule... Within a designated MPO area, the transportation elements of the local plans shall be coordinated with the long range transportation plan of the MPO. The purpose of the transportation element shall be to plan for a multimodal transportation system that places emphasis on public transportation systems. This provision of the Rule 9J-5 was added to the Florida Administrative Code on 3-23-94. Prior to that date, Miami Shores Village was required to include a traffic circulation element in its comprehensive plan; but it was not required to include mass transit or ports and aviation elements; Miami Shores Village fell below the population threshold which triggered mass transit and ports and aviation element requirements. It is the purpose of this element to fulfill the requirements of 9J-5.019. The format for fulfilling 9J-5.019 will be to include some of the required data and analysis directly herein and to include some of the required data and analysis by adopting the Miami -Dade County Transportation Element Data and Analysis by reference. Data and analysis included directly herein shall be as follows: �I ail t 9J-5.019 (2) (a) 1, d significant parking facilities 9J-5.019 (2) (a) 2 public transit system data 9J-5.019 (2) (a) 3 bicycle and pedestrian way data to intermodal facilities data_M 9J-5019 (2) (a) 8 road classification/maintenance responsibility data 9J-5.019 (2) (a) 9 road through lane data evasuatiOn of the eeastal--pe, 9J-5.019 (2) (b) I pFieF to an impending Hatuals existing peak hour, peak direction I for roads and transi 9J-5.019 (2) (b) 2 capacity/duration of sig parking facilities 9J-5.019 (3) (a) analysis of the existing roads los and system needs based on existing design and operating capacities and most recently available adt and pht 9J-5.019 (3) (b) analysis of availability of roads to serve existing land uses 9J-5.019 (3) (b) analysis of availability of public transit to serve existing land uses 9J-5.019 (3) (d) analysis of growth trends and road travel patterns and interactions between land uses and roads analysis of compatibility between future land uses and transportation elements 9J-5.019 (3) (d) compatibility around airports 9J-5.019 (3) (t) analysis of projected road system ram jransif, levels of service and system needs based on future land use categories including the densities and intensities of uses 9J-5.019 (3) (g) consider projects planned for the FDOT Adopted Work Program, long range transportation plan and transportation improvement program of the MPO and the compatibility with the policies of such plans 9J-5.019 (3) (h) demonstrate how Miami Shores Village will maintain its adopted los standards for roads and transit facilities within its jurisdiction 9J-5.019 (3) (h) demonstrate how Miami Shores Village los standards advance the purpose of 9J-5.019 and the goals, objectives and policies of the future land use element and other elements of the comprehensive plan 9J-5.019 (3) (i) explicitly address and document the internal consistency of the plan, especially its provisions addressing transportation, land use and availability of facilities and services 9J-5.019 (3) (i) an analysis which identifies land uses and transportation management programs necessary to promote and import public transportation systems in designated public transportation corridors Rule 9J-5 required data and analysis from the Miami -Dade County Comprehensive Plan to be included in this plan by reference: Administratiue Description of data and code reference analysis 9J-5.019 (2) (a) 4 port facility data 9J-5.019 (2) (a) 5 airport facility data 9J-5.019 (2) (a) 6 freight and passenger rail line and terminal data 9J-5.019 (3) (a) analysis of the existing public transit system los and system needs based on existing design and operating capacities existing modal splits and vehicular occupancy rates �.. Ili . �. . EXISTING TRANSPORTATION DATA Current Road System: The road system in Miami Shores Village is shown on Figure 2.1 and 2.2. Local, collector and arterial facilities are specified [9J-5.019 (2) (a) 1, a - cl. Functional classifications and maintenance responsibilities are specified [9J-5.019 (2) (a) 8]. The number of through lanes is shown [9J-5.019 (2) (a) 91. Traffic wont stations are shown on Figure 2.1 and the existing peak hour, peak direction levels of service for the roads on which these count stations are located are reported in Table 2.1. The Network: The Miami Shores roadway network is laid out in a grid pattern with a north -south and east -west orientation. Exceptions to this pattern are Biscayne Boulevard (U.S. Highway 1) and Grand Concourse, which run in anortheast-southwest direction bisecting the other roads and creating sharp angles at some intersections. The Florida East Coast Railroad right-of-way also crosses through Miami Shores in anortheast-southwest direction. The railroad is a barrier which interrupts east -weal traffic circulation, except for the crossings at Northeast 6th Avenue and Northeast 96th Street. With increased train usage on these tracks (due to the commuter train on the western tracks), traffic delays at these two crossings will become worse. North -South Streets: The Village is well served by existing roads for traffic movement in a north -south direction. Biscayne Boulevard is heavily used by commuters. Interstate 95 and U.S. Highway 441 provide major north - south traffic routes just west of the Village limits. North Miami Avenue and Northeast 2nd Avenue (Dixie Highway) through Miami Shores are sometimes recommended as alternate north -south routes for commuters by traffic advisory reports when I-95 or U.S. 441 are congested. Barricades: Because of the increase in volumes on the major streets prior to the 1989 Comprehensive Plan, through traffic on residential streets increased in order to bypass problem points. Such through traffic disturbs neighborhood quietude and is a hazard to all people, but particularly to children. To reduce each through traffic, the Village constructed barricades at moat residential street ends in residential areas. The barricades are shown in Figure 2.3. Width: Street widths are shown in Figure 2.1. Biscayne Boulevard is 4 lanes undivided. Other four lane streets are Sixth Avenue/S.R. 915; Second Avenue; North Miami Avenue; N. E. 103rd StreeUS.R. 932; N. E. 95th Street (to N. E. 2nd Avenue); and N. E. 96th Street (from N. E. 2nd Avenue to Biscayne Boulevard). Volames: Existing traffic volumes are indicated in Table 2.1. Traffic counts are Peak Period Hour Trips as reported by Miami -Dade County. The 1989 Comprehensive Plan reported that traffic volumes increased aubatantially between 1979 and 1986 on Northeast Second Avenue, Northeast 95th Street, and Northeast 103rd Street. Traffic volumes on mgjot streets have continued to increase since the data reported in the 1989 Comprehensive Plan wea collected (1987). Table 2.1 indicates that volumes on Biscayne Boulevard at count elation 0522 are about 14 percent higher than in 1996. Other volumes reported in Table 2.1 are slightly higher than in reported in the 1989 Comprehensive Plan. Despite the increase in volumes, levels of service remain quite adequate, with LOS C shown in Table 2.1 for count stations on Biscayne Boulevard and N.E. Sixth Avenue and LOS B shown for other count stations. Maintenance and Functional Classification: Roadway improvements have been made by the Village, County, and State to improve the level of service on roads within Miami Shores. The Village's street maintenance program has continued on schedule. Signalization and aignage is the responsibility of Miami -Dade County. An ongoing paving and resurfacing program has been implemented by the Village. During 1993 and 1994, Miami Shores spent $100,000 each year on paving extensively. There are three roadway links which are maintained by the State, and two which are the responsibility of the County. The remainder of the roadways are maintained by the Village. State and County roads are shown in Table 2.2 with their former FDOT roadway functional classifications. (FDOT no longer 30 provides functional roadway classifications.) The remaining roads are classified as local streets, and there are no limited aceess roads. See also Figure 2.2. Significant Bicycle and Pedestrian Ways: There are no dedicated or otherwise significant bicycle ways in Miami Shores Village. The sidewalks along the Second Avenue business area are significant pedestrian ways. They are shown on Figure 2.4. The Village has improved over 500 lineal feet of sidewalks through a Comprehensive Sidewalk Restoration Program that is currently ongoing. These improvements represent the fulfillment of Objective 1.5 and the implementation of Policy 1.5.1 of the comprehensive plan ae effective January 1, 1997. The Village Public Works Department envisions continuing the sidewalk program until all existing sidewalks have been restored. The Department has given consideration to: 1) extending sidewalks to areas where they do not yet exist, once the existing sidewalks have been upgraded; and 2) installing a bikeway adjacent to N.E. 12th Avenue from 92nd Street to N.E. 304 Street. ItjJ-5.019 (2) (a) 3] Significant Parking Facilities: Significant public parking facilities are shown on Figure 2.4 19J-5.019 (2) (a) 1, d1. Inadequate parking facilities and traffic congestion have been concerns in the Northeast Sixth Avenue and Biscayne Boulevard wmmercial area. This area includes two shopping centers and a large automobile dealership as well as. professional offices. There has been substantial private redevelopment in this area since the 1989 Comprehensive Plan was prepared. While accessibility to the businesses is not a problem, there occasionally are serious parking problems. It is not uncommon for employees and customers to use public rights -of --way for parking. Parking problems in the Northeast Second Avenue commercial area have been mitigated by the addition of a municipal parking lot. The parking lot supplements the parallel parking provided in front of the businesses. Additional parking is available in the rear of some of the shops, although this parking is not readily accessible to the businesses it serves since most of the rear shop entrances are not designed for customer access; better planning and management of this parking to the rear is needed. 'Che county is scheduled to begin design of Northeast Second Avenue improvements during FY 1998-99 (which commences 30/L98). No funding source has as yet been identified for these improvements. The Village has expressed the desire to see the necessary funding secured. At one time it was thought that on -street parking might be eliminated in cogjunction with Second Avenue improvements; elimination of on -street spaces is not now envisioned. At some point in the future there may bean'.+bl'c transit rail line along the Florida East ClzBg_t u '1 ad line ' the Village Ther ma even be a transit =e^lion in Miami Shores but this is speculative at f is time Should there be such a transit station, the Vi11agQ may wish to or Harkin n srbv A ppli y mieht be adopted alone n„ In K.' P.nnduct a study to identify wawa in which oarJt~, can 6 d a a'labl fo of f t xil transit e slop the Florida East Coast Railroad. Emphasis will ¢gylaced on reg latine sites so that ooportuaties t ref 111� oarlr `ng�elopm nt will no b lo= ? Public Transit System: The current public transit network in Miami Shores Village is shown on Figures 2.5 and 2.8. These figures depict Metrobus lines and regional major traffic generators and attractora that are served or should be served by the public transit system. Metrprail and Metromover lines are not shown because there are none in Miami Shores `' : a: ���,: o ,.r'. 1.�� �,.ra 1�i�t� - t' -,u e.-, �, ., I:. ,.., , tII�, �r I n a 19J-5.019 (2) (a) 21 Airport Facilities: Airport facilities in Miami -Dade County are shown in Figure 2.7. None are in close proximity to Miami Shores Village. [9J-5.019 (2) (a) 51. EXISTING TRANSPORTATION ANALYSIS (9J-5.019 (3)] Roadway Leuela o f Service Standards: The basis for determining the adequacy of a roadway to handle traffic is the level of service (LOS) measurement. This measure is the basis for setting the level ot'service standard which is used in the concurrency management system, the state -mandated system for assuring that the infrastructure network is adequate to serve additional development. Leuela of service are expressed as letters "A" through "F." The standardized descriptions of service levels used in transportation planning are as follows: LOS A: Highest LOS which describes primarily free -flow traffic operations at average travel speeds. Vehicles are completely unimpeded in their ability to maneuver within the traffic stream. Stopped delay at interaectiona is minimal. LOS B: Represents reasonably unimpeded traffic flaw operations at average travel speeds. The ability to maneuver within the traffic stream is only slightly restricted and stopped delays are not bothersome. Drivers are not generally subjected to appreciable tensions. LOS C: Represents stable traffic flow operations. However, ability to maneuver and change lanes may be more restricted than in I.OS B, and longer queues and/or adverse signal coordination may contribute to lower average travel speeds. Motorists will experience an appreciable tension while driving. LOS D: Borders on a range in which small increases in traffic Bow may cause substantial increases is approach delay and, hence, decreases in speed. This may be due to adverse signal progression, inappropriate signal timing, high volumes or some combinations of these. LOS E: This represents traffic flow characterized by significant delays and lower operating speeds. Such operations are caused by some combination of adverse progression, high signal density, extensive queuing at critical interaectimra and inappropriate signal timing. LOS F: This represents traffic flow characterized at extremely low speeds. Intersection congestion ie likely at critical signalized locations, with high approach delays resulting. Adverse signal progression is frequently a contributor to this condition. The level of service of a roadway can be measured over any given period of time. Two common periods of time for which such measurements are taken are: 1) 24 hours and 2) the peak hour. The peak hour is the hour of the day when traffic is heaviest. On most roadways the peak hour occurs between 4:00 PM and 6:00 PM on a weekday. Rule 9J-5 of the Florida Administrative Code requires that local comprehensive plans � Responds to'henaportetion Element Intennadal Issue Objection a.ad i Responds to'hanaporfausn Element [ntermodal Issue Objection and RecommendaGone L Recommendedonel 11 analyze traffic based on both 24 hour and peak hour periods 19J-5.019 (3) (a)]aad set level of service standards based on the peak hour [9J-5.019 (4) (1) 1]. Rule 9J-5 indicates that when reviewing local comprehensive plans for compliance with Rule 9J-5, the Florida Department of Community Affairs will consider "...whether the data were collected and applied in a professionally acceptable manner...." [9J-5.005 (2) (a)1 In past, this provision has been construed ae requiring use of the moat recent Florida Department of Ttanaportatian Traffic Level of Service Manual or related software for road capacity analysis. As of January 1, 1996, the most recent manual was the 1995 manual. However, the Department of Community Affairs has also accepted from local governments in Miami -Dade County the use of analyses from the Miami -Dade County Office of Concurrency Management. Such is shown in Table 2.1. Under Aule 9J-5, local comprehensive plans are required to adopt a roadway level of service standard which is coordinated with the standard adopted by the agency which has maintenance responsibility for the facility. Thus, localities must adopt the Florida Department of Transportation standard for state roads within the local boundaries and the county standard for county roads within their local boundaries. Miami -Dade County has adopted complex level of service standards which vary depending on the location of the facility within the county and the type of transit service available. For county roadways within the urban infill area (east of the Palmetto Expressway) and in special transportation areas, the standard is LOS E for roadways with no transit service; 120 percent of LOS E for roadways which have 20 minute headway transit service within one half mile; 150 percent of LOS E for roadways with extraordinary transit service (commuter rail or express buss). In implementing these standards, Miami -Dade County employe the concept of "peak hour period" (PHP) rather than "peak hour" as specified in Rule 9J-5. The peak hour period is defined by Miami -Dade County as the sum of the two consecutive highest hours divided by 2. "Special transportation areas" as employed by Miami -Dade County are defined in a letter from Mr. Mark R. Wcerner, AICP to Mc Robert K. Swarthout, AICP. A facsimile of this letter is reproduced as Exhibit 2.1 of this element. The Miami Shores Comprehensive Plan adopted in 1989 established a peak hour (not peak hour period) level of service F for Biscayne Boulevard; D for other arterials and collectors; and B for residential streets. Analysis of Existing Road LOS [9J-5.019 (3) (a)]: Existing roadway levels of service for selected streets in and adjacent to Village of Miami Shores are indicated in Table 2.1. The locations of count stations referred to in this table are shown in Figure 2.1 Most roads operate at satisfactory levels of service, insofar as traffic flow considerations are concerned. Biscayne Boulevard carries the highest traffic volumes in proportion to its capacity. Additional discussion of Biscayne Boulevard appears below. Analysis ofExiating Principal Arterza[ System Needs [9J-5.019 (3) (a)]: Biscayne Boulevard is the only state principal arterial in Miami Shores Village (see Figure 2.2). Table 2.1 indicates that the Miami -Dade County Concurrency Information Center calculates the Maximum LOS for the four lane undivided Biscayne Boulevard at 6,000 trips Peak Hour Period and counts 3,224 trips as the current Peak Hour Period volume. The current Miami -Dade County LOS standard is "E + 20 percent" and the current Miami -Dade County rating is "C." According to the 1995 Florida Department of Transportation Level of Service Manual, the Peak Hour Peak Direction LOS is "D" and the Average Daily Traffic LOS is just below "E" (i.e. E +six one hundreds of one per cent). both with respect to Miami -Dade County Concurrency Information Center and the 1995 FDOT Level of Service Manual, Biscayne Boulevard is the moat congested street in Miami Shores Village. Congestion on Biscayne Boulevard would be worse if a greater length of it were to be developed for intensive land uses rather than the residential land uses to which most of its frontage is now restricted. Analysis ofExiating Internal Road System Needs [9J- 5.O19 (3) (a)]: Local jurisdiction roads that aze completely within Miami Shores must be maintained by the Village, but is not envisioned that they will be widened. Existing system needs for local roads are defined annually during surveys conducted by the Miami Shores Public Works Department. The ongoing paving and resurfacing program being implemented by the Public Works Department has resulted in many improvements to the existing streets and alleys in the Village. While funds for the paving and resurfacing program are budgeted each year, the Department only contracts for this work every two years. No significant system needs are anticipated during the 10-year planning horizon. Since the Village is fully developed, the needs are primarily for maintenance activities. Analysis of Auai[ability of Ronda to Serve Existing Land Uaea [9J 5.019 (3) (b)]: Roads are available to serve all existing land uses in Miami Shores. Existing land urea are shown in Figure 1.1. Existing roads are shown in Figure 2.1. An examination of subdivision plate for Miami Shores reveals no "land -locked" parcels. Analysis ofAuailability of Pnblic Transit to Serve Existing Land Uaea [9J-5.019 (3) (b)]: The current public transit network is shown on Figure 2.5. Bus and express bus service is available directly to Miami Shores; Metrorail service and Tri-rail service are accessible within a few miles of the west Village limits. Bus transit service directly to Miami Shores proper includes six north -south routes and one east - west route. Routes are shown in Figure 2,5. Analysis of Growth Trends and Road TraueL Patterns and the Interactions Between Land Uaea and Roads (9J- 5.019 (3) (d)]: There has been no substantial population growth in Miami Shores Village during the last decade and little new residential development. Growth in other areas of Miami -Dade County has resulted in increased vehicular traffic on most thoroughfares throughout the county. This general county trend toward increased traffic has been experienced in Miami Shores Village primarily on Biscayne Boulevard. Traffic on some other thoroughfares has actually decreased, insofar as can be determined from the currently available data. Changes in average daily traffic from those reported in the 1989 Comprehensive Plan ere as follows: ADT ADT Roadway 1988 1996 Biscayne Boulevard 28,347 35,822 Biscayne Boulevard 28,347 30,244 NE 6th Avenue 18,959 9,489 NE 2nd Avenue 18,138 13,978 North Miami Avenue 16,684 16,456 Analysis o f Compatibility Between Fatare Land Uaea and Ronda [9J-5.019 (3) (d)]: The pattern of development provided by the Future Land Uae Map is reasonably compatible with existing and proposed roads for the following reasons, subject to qualifications noted: General commercial development abuts Biscayne Boulevard south of 92nd Street, but the remaining length of Biscayne 12 Boulevard is lined mostly with single family residential development and some multi -family residential development. Residential development along Biscayne Boulevard creates a "breath of fresh air" for the motorist traveling along Biscayne Boulevard into Miami Shores Village. It establishes a desirable image for the Village and it is helps minimize conflicts between through traffic and access to individual parcels of land. Frontage on Biscayne Boulevard is not as desirable for residential use as is frontage on a quiet local street, but it meets the needs of many people who find it satisfactory. Business commercial is located along NE 2nd Avenue between 94th Street and 100th Street. This is a "main street" commercial pattern suitable for the NE 2nd Avenue which is a four lane undivided county minor arterial. The former Biscayne Kennel Club was located at NW 115th Street at the northwest corner of the Village. The Kennel Club proprietor has ended operations and sold the license. The grandstand and other facilities have been detnoliahed. The future use of its site has been envisioned as single family residential in previous planning actions taken by the Village. Single family, open space and institutional uses front other streets. Because of the increase in volumes on the major streets prior to the 1989 Comprehensive Plan, through traffic on residential streets increased in order to bypass problem points. Such through traffic disturbs neighborhood quietude and is a hazard to all people, but particularly to children. To reduce such through traffic, the Village constructed barricades at mast residential street ends in residential areas. The barricades are shown in Figure 2.3. Miami Shores Village is fully developed. There are few vacant lots. There is limited need or potential fm� redevelopment. Therefore, there is limited opportunity to fundamentally change the relationship between land uses and local roads. The previously planned widening of Miami Avenue from N 103rd Street to N 167th Street to five lanes would have increased through traffic in the Village. For this reason the Village opposed this project. Barry University requested that the width be limited to three lanes rather than five. At this time, widening is on hold until the county completes a corsidar study to assess the need. Analysis of Compatibility Between Future Land Uaes and Rai[ Linea and Airports [9J-5.019 (3) (d)]: The pattern of development provided by the Future Land Use Map is reasonably compatible with the adjacent Florida East Coast Railway which runs through the Village along a diagonal. More than half of the railway frontage is bordered by the Miami Shores Golf Course, the Miami Shores Community Center, other institutional uses and commercial uses. The Florida Eaet Coast Railway divides the Village, as there are only a few points at which local roads traverse the railway. These are mostly concentrated at the south end of the Village. The Florida East Coast (FEC) Railroad has, upon petition, constructed sound barriers between its facilities and other municipalities. Analysis of Prq[ected Road System Leuela of Seroice and System Needs Based an Future Land Uae Categories [9J- 5.019 (3) (�]: The future land use categories in Miami Shores Village will not significantly affect traffic volumes or levels of service on road segments wholly within the Village limits. This is because the Village is nearly completely developed. However, the growth of background traffic will impact street segments in Miami Shores Village. Level of service "F" (extremely congested) is anticipated for two of the roads (Biscayne Boulevard and NE 6th Avenue) for which projections are available, ae shown in Table 2.2. However, only the segment of Biscayne Boulevard north of 87th Street is anticipated to fail to meet Miami -Dade County Level of Service Standards which allow a lower standard. Consideration of Planned Projects [9J-5.019 (3) (g)]: Projects planned by the FDOT Adopted Work Program, long range transportation plan and transportation improvement program of the MPO are set forth below. These projects are fully compatible with this element. 2015 Metro -Dade Transportation Plan Long Range Element (December 1995) Miami Avenue from N 103rd Street to N 167th Street: PE 2 to 5 lanes. Approved 1996 Project. See page II-5. The Village opposes this project. NE 307th Street from Biscayne Boulevard to NE 6th Avenue: Paving, widening, drainage and striping. Approved 1996. See page II-6. Biscayne Boulevard from downtown to north county line: Premium transit (highest technically possible). Priority IV Project (Years 201b to 2015). See page 18. Demonstration of how Miami Shores Village will Maintain its Adopted LOS Standards for Roads [9J- 5.019 (3) (h)]: Miami Shores Village as adopted the following level of service standards in Policy 1.1.1 of its 40881999 Comprehensive Plan Traffic Circulation Element: 1.tt . �� : .!+ � t t 1. .It -t.. a Miami Shores Village will endeavor to maintain these standard by limiting development to the densities and intensities indicated in the Future Land Use Map. Miami Shores Village does not expect that these densities and intensities will result in development which is significantly greater than that which is now in place. Thus development in Miami Shores Village will not contribute significantly to a lower level of service than projected for its roads in Table 2.2. Further, Miami Shares Village will maintain its adopted traffic level of service standards through a concurrency management system. The system will be designed to ensure that new developments will not be approved if they would � Responds to Trerreportation Element Level of Service Issue Objection and Recommendation 1. The etendarda hereby adopted ere are same standards adopted by Dede County. 13 cause the actual level of service on roadways to deteriorate below the adopted standard. A post-1989 amendment to the Miami -Dade County Comprehensive Plan established a Transportation Concurrency Exception Area in the portion of un-incorporated Miami -Dade County within the Urban Infill Area. Within that portion of un-incorporated Miami -Dade County, a proposed development is not subject to the requirements of Rule 9J- 5.0055 (8) (c) 1-4. Proposed developments are exempt from satisfying Transportation concurrencey requirements for purposes of issuing development orders. Since this new and lower standard was approved for unincorporated portions of Miami -Dade County by the Florida Department of Community Affairs, it should also be approved for Miami Shores Village, at least for the major roads which will be more heavily loaded by general conditions than by conditions within Miami Shores Village. These roads surely include Biscayne Boulevard, NE 6th Avenue, NE 2nd Avenue, and North Miami Avenue. Demonstration of how Miami Shores Village wilt Maintain its Adopted LOS Standards for Transit Facilities 19J-5.019 (3) (h)]: Miami Shores Village provides no transit facilities or services. Miami Shores Village will adopt level of service standards for transit because it is required to do so by Rule 9J-5.019 (4) (c) 1. It will adopt standards which are identical to or nearly identical to those adopted by Miami -Dade County. Miami Shores Village will seek to maintain its adopted level of service standards by cooperating to the extent feasible with the efforts of Miami - Dade County to provide transit service. Also, The Village will maintain its adopted transit levels of service by encouraging development at the permitted densities in order to provide at least minimally acceptable concentrations of potential transit users. Demonstration of how the Miami Shores Village Adopted LOS Standards Reflect and Advance the Purpose of the Goals, Objectiuea and Policies of the Land Uae Element and al[ Other Elements of the Comprehenaiue Plan j9J• 5.019 (3) (h)j: Based on conditions at the time this comprehensive plan was prepared, it is believed that the proposed 1997 Miami Shores Village level of service standards will enable reasonable development on the few remaining vacant parcels and reasonable redevelopment on parcels with redevelopment potential. Allowing such development and redevelopment (indeed encouraging it) is the primary purpose of the comprehensive plan in general, and of the land use element in particular. Allowing such development and redevelopment will not significantly degrade service on roads which lie primarily within Miami Shores Village or adjacent to it. The most important of these roads surely includes Biscayne Boulevard. The adopted LOS for roads and transit services are not inconsistent in any discernible way with any of the other goals, objectives and policies of this Comprehensive Plan. The Rule 9J-5.019 B) (h) requirement that the transportation element data and analysis demonstrate how the adopted traffic and transit LOS standards reflect and advance the purpose of the goals, objectives and policies of all elements of the plan could be read to mean that each such goal, objective and policy must be examined in light of the traffic and transit LOS standards. Such would be a Sisyphean task since most of the goals, objectives and policies are not specifically related to the traffic and transit LOS, at least in the case of Miami Shores Village. Demonstration of how the Miami Shores Village Adopted LOS Standards Reflect and Aduance the Purpose of Rule 9J-5.OI9 (9J-5.019 (3) (h)]: Rule 9J-5.019 (1), entitled "Application and Purpose," states that, "The purpose of the transportation element shall be to plan for a multimodal transportation system that places emphasis on public transportation systems." Rule 9J-5.019 (1) likely means that this too is its own purpose. To accomplish its purpose, Rule 9J-5.019 requires small developed cities which do not provide transit service (e.g. Miami Shores Village) to prepare transportation elements, rather than just traffic circulation elements as was required in the past. Since the proposed 1997 Miami Shores Village traffic and transit LOS standards reflect the LOS standards adopted by Miami -Dade County, it is the intent herein to rely on and cite the applicable portion of the Miami -Dade County EAR -based Transportation Element data and analysis to explain how the adopted LOS standards reflect and advance the purpose of Rule 9J-5.019. Internal Consistency (9J-5.079 (3) (i)]: The referenced portion of Rule 9J-5 requires that the transportation element explicitly address and document the internal consistency of the plan, especially its provisions addressing transportation, land use and availability of facilities and services. The Miami Shores Village level of service standards enable reasonable development on the few remaining vacant parcels and reasonable redevelopment on parcels with redevelopment potential. P �. u. �. 'u �r., �e 14 "' Boemte, Merlon end Crease, Randall. 'L.A. S[ory: A Reality Check for'hareib Baeed Honeing; APA ✓ourrml, Volume 63, Number 2, Spring 1997, page 189. x a o � 8 " m ��, � �o ow oDx as ��.9 w4 Q.. o.^aFU C �b QoQ Ewa g� �[s�Q[q.^; �� � �, W4F �FU O'�CH mw Fq� .� �q r�� m N v m w 3 C a� � 8 6 o f3 0.. 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B Q, n °>,°N CF,o Nam �y� u g���oN «q e'�� b a W croi '' 3 � +' i O� �O �, a0 �, w Gb � � .^ � � ` F� q y i F � '� o o � o W � W' W gg W W o o gg a 8 � « 6'0 � r FW,� fk Wmw iA mom wz�Z zzz zzZ m"Qao x'w" Wc.�°F.9 .%. �a M j\Jt § 2 #! m !( | 2uu \ \ \ \ \ \ \ \ § §! =£slEa_ 2 �)M § pa \ k2)§) m - - - - - ! § z 0 ��I IM C6 ,, � - ` - - - - - )�3}�j�\ )�\ \�\ } Exhibit 2.1 Facsimile Letter with Definition of Dade County Special Transportation Areas METROPOLITAN DADE COUNTY, FLORIDA DEPARTMENT OF PLANNING, DEVELOPMENT AND REGULATION 111 NW 1ST STREET SUITE 1110 MIAMI FLORIDA 33128-1974 (305)375-2500 FAX (305)375-2795 July 11, 1996 Mr. Robert K. Swarthout, AICP Robert K. Swarthout, Inc. 400 South Dixie Highway, Suite 121 Boca Raton, Florida 33432-5800 Dear Mr. Swarthout: In response to your request of July 9, 1996, I can offer the following history regarding "Special Transportation Areas (STAB)." STAB are def ed as compact geographic areas where, due to extenuating circumstances, more permissive level of service standards may be justified and allowed on the State Highway System for the purpose of issuing development orders. The concept of STAB was developed by the Florida Department of Transportation (FDOT) and first presented in the Department's 1986 Florida Transportation Plan (FTP). The reference to STAB specifically related to FDOT's establishment of minimum level of service standards, which, at that time were not legally binding on local governments. Conceptually, STAB were to include central business districts, outlying business districts, areawide Developments of Regional Impact, and regional activity centers; they did not apply to whole cities or to strip development along individual highway corridors. No precise criteria were established related to size limitations of STAB. FDOT designated level of service "E" during the peak hour as the minimum level of service standard for STAB. The designation of an STA did not mean that all facilities within it were to be lowered to a certain level, rather the actual level of service desired for each facility would be negotiated between local governments, FOOT and the applicable regional agencies. The City of Miami applied for and received the designation of Special Transportation Area for downtown Miami in 1987 as part of the Development of Regional Impact (DRD for downtown Miami. As far as I know, Miami holds the distinction of having the only officially designated STA in Dade County, and probably the entire state. Dade County, in preparing its Traffic Circulation Element for the 1988 update of the Comprehensive Development Master Plan (CDMP), included the provision for STAB in the County's traffic circulation level of service standards to allow the County to designate future STAB in unincorporated Dade County and utilize the lower standard on state facilities. Since 1988, the County has not designated any STAB. Special Transportation Areas, as a term of art, do not exist anymore. FDOT no longer makes reference to STAB and the term has been removed from the Florida Transportation Plan for some time now. STAB had no statutory or administrative rule basis. In an around about way, STAB have been supplanted with the "Transportation Concurrency Management Area" (TCMA) concept (aec e.163.3180(7), Florida Statutes and s.9J-5.0055(5), Florida Administrative Code). Furthermore, in 1989, FOOT adopted Rule 14-94, F.A.C. establishing "Statewide Minimum Level of Service Standards for State Highway System." Since 1993, s.163.3180(10), F.S. has required local governments to adopt in their comprehensive plans the FDOT level of service standards for those facilities on the Florida Intrastate Highway System (FIRS), i.e. interstate highways, expressways, and other controlled access highways. Minimum standards for these types of facilities are included for areas designated as TCMAs in local plane. Since STAs are no longer recognized by FDOT, Dade County has filed an amendment to the CDMP to delete all STA references. Other local governments in Dade County that have incorporated STAB into their comprehensive plan may wish to consider taking similar action. I trust this information will assist you as you prepare plan revisions for other Dade communities. If you have any questions, please do not hesitate to call me at (305)375-2825. Sincerely, Mark R. Woerner, AICP Planning Section Supervisor Metropolitan Planning Section Exhibit 2.2 Miami Herald Reporting and Commentary on 189l1 Miami -Dade County Transit Tao Vote Aaer'No' vote, Dade seeks transit funds Commias:onere cenidering feasibility of drawing on port income Saturday, JWy 31, 1999 By Alfonso Chordy, Henld Staff Writer One day after the landslide vote that killed the [rani[ tax, Miami -Dade officlWe scrambled W find ways to improve eervice with limited resources. Higher trmuit fares ere a possibility, es is tapping into other money far transit including Miami International Airport timda or auport and seaport departure fees. County Commiasionera, who met Friday on badger marten, approved solution by Commiasionere Miriam Alono and Miguel Diez de la Partilla -- both foes of Miemi�Dade Mayor Alex Penelae'tm --instructing nasty staff to seek federal approval to rep into airport. and aeeport money for transit. While it's unclear whether Congrem would grant such authorization, it is clam Nat no one is talking about trying far another"peay tax" vote any time soon or reinstating Ne two gas -tax cents commiaeionera -- Penelee included -- rescinded in 1996. "We have an opportunity m do some reel creative stuff to look et Flexibility of airport fimde and light transit;' Diaz de le PorBlla said. Despite Ne failure of the sales tax, some trartait projects me still und« way. Fifty-one new buaee will be rolled out to replace old onee, end gineera are deaigrdng en extension o[Ne SouN Dede Bnway from Cutler Ridge to Florida Qty. While massive Metrorail expanion ie now deniled, a small extension from Ne Okeechob« station [o Ne Palmetto Expressway ie on track. p B«[Nand fmd mesa rail tree t, evenfia scaled -beck pl�nenish en aging bus Danny Alvarez, director of the Miami -Dade Transit Agency, would not rWe out the possibility ofraiaing transit fares, which would have dropped from $1.2510 $1 if voten had approved Ne one -cent inceease in Ne 6.5 percent sales tax. While Alvarez said Ne higher -fare issue tr not on Ne table, he said it's an option he reviewed before Ne transit fax went on Ne ballot. Potential price hikes ranged from 6 cents to 26 cents. Taz defeat derails plane ONer options, Alvarez said, included reducing red increasing Ne actual county transit subsidy, which ie now about $103 million. A look et how Ne transit agency ie funded and how much it spends every year explain ifs financial constraints. The agency's average eauW budget ie $214 million. federal eta of Ne c t end $77 milliotnin fineatanya othemellion from Ne goverrmeen gency revenue such sa hue advertising. Actual expense roughly equal $214 million --sometimes more, sometimes lees. TAie yam, for example, the agency expects to have a $100,000 surplus becene of budget savings. That's about enough money to buy ' '-bit but not enough to operate it, which would coat en additional $120,000 a year. The price of a regular hue ie $300,000, but operating it costa about $200,000 a year. That's why Alvarez had hoped vofera woWd peas the sales tax in«ens, which would have given hie agency additional money to buy and operate new ban. WiN Na eryected $240 million a year in [m revenue, Alvarez hoped to have more than enough money to fund Metrorail expanmion and buy additional buaee to newly double Ne 634-vehicle Metrobue Reet. A mfal of 71 replacement buaee have been purchased over the last year Nineteen were put into service in March end 51 will Wtimately be rolled out over Ne next few days, Alvarez said. BmW raH growth eHD likely But Ne agency still needs to replace at least 183 other buaee that ere either 10 years old or have been driven more Nan 500,000 miles. If the transit agency doesn't have enough money m buy additions] basso, it certsicdy dcean't have any money to expend Metrorail. Under Ne failed taz plea, the agency wax seeking $170 million over Nrce y are to add buaee end $6.9 biBcon over 20 yema to build seven Metrorail lines. An eighty line, Ne $88 million 1.4-mile extenion @oar Okeechobee station to Ne Palmetto, likely will fie built became Ne county needs only about $10 million to begin Ne project. Alvarez said he did not antidpete pp oblema getting Net money from federal end elate tranportatron o8idels. To build more embitroua rail [recoil projects, however, the county needs large amounts of money. Far example, bWlding the proposed Metrorail line betty«n the Port of Miami -Dade end Miami International Airport would coat $1.6 billion. The Alono-Diaz de la Portilla reeolution approved by county on Friday revive earlier efforts toe«k non -tax alternatives to finnceotranit ezpanion. Amass to airport funds end hi her airport end seaport peeaenger fees idered end discarded in Mey, shortly afar Penalas obtained state I.egislatme approval to put the trenit tax on the ballot. Cavgreecionel nod needed One of the reasons commissioners rej«fed these alteratives was Net the nasty would need cottgreesional approval to use airport money and the agreement of cruise Gnee W hike ueport fees. The House of Representatives already hex endorsed Ne idea of raising Ne ehe levied for each passenger Oyin from MIA, from $3 a on to $6. at` It `a fall congress naa rat m arc'r�ae increase has been � Naaea in Ne context of airport, not transit, expansion. Wh0e Alono and Diez de le PorHBa are aagg ' eking ways to use Neae funds, neither appeam to be seeking Ne $6.9 billion needed for Ne full mpenion program contemplated in Ne transit tax plan. Alomo pr posed that commissioners end other elected offidels in Ne ty hold a "tranportatron summit" soon to review reil [rani[ projects end scale Nem back to a "more realistic plan." Such a prrcen likely will lake monNa. For now, rounty traffic planners have fs fall beck on a $T.2 billion 20-year plan that f on roadway pp jecfa, primarily colt fedlitiee operated by Ne independent Miami -Dade Exprenway AuNority. Au)thorit m here plan to meet soon to review all of their roadway Pnclede adding auxiliary lanes on ��ce �aa �s �,a ew regular tense on the GraBgny Parkway. Herald Staff Writers Itmen Branch and Don Finefrock contributed to Nia report. Defeat of travail play crossed a8 bouvderiec Saturday, JWy 31, 1999 By Curtze Morgan, Scoff Writer For Crisato Villa, Ne mesa-tranit tax vote came dawn to one issue: "Anything Nate a rax hike, [ dori t like." The NorN Miami man spoke for two-thirds of Ne community, at least Ne e who vote in Miami-Dede County. Msym Alex Penelee' proposal for e ce t sales fez increase went down in a ding re]'«lion that on seed both Ne map and eNW<linee. Of the 234,309 ballots teat, 67.5 percent were punched no. While Nere were wide disparities, not one of the three Imgeat ethcdc and sal groups pppoorted the fax, according to reaWte released Friday by Ne Miami -Dade EI«tron Department. Blecka said no -- if by a mere &action. Hiapmdn gave it a Numbs down, 2 [0 1, ee did nearly tom out of five white non-Hiapenin. ONy two of 38 geogrepphi� voting areas approved Ne inaeece -- inner -tit Miami end So th Beach, two voting blocs shoat as eNcdcsllY dissimilar ran be found but boN heavily dependent on public tranportation. as Many v [ere, among Ne 28 percent who turned ouk ware wary of putting another $240 million a year into politiciatta' hands, but [cast -- or lack of it sere'[ Ne oNy driving concern. Ae Ville expressed, Ne real bottom line became the pocketbook. "This was a fairly countywide rej«lion of a tea;' mid Ric Ifatz, the tiedon't wet Netron advisor. I clunk the excite a lot o(p«ple use ie y government" Razz believes many votere eppmendy didn't see enough penonel benefits from the added fax, a penny increase Net amounted to a 15 percent hike i the existing 6.5 percent salsa tax. That view ie backed by one exit poll of 800 voters conducted Thursday by WSCV-Channe151. Nearly half-- 46 pe nt -- said Ney voted na beceuae Ney felt faxes already were fuo high end 32 percent said Ney didn't heat cowry with Ne money. ONy 8 percent had specific concern about Ne trernaportation proposal itself, saying Ney wanted the money spent on roeda rather than on Metrorail end bases. 36 Exhibit 2a (continued) hlfand Herald Reporting and Commentary on Transit Tax High taxes, low confidence "Clearly the two factors seem to be taxes were too high end a lack of confidence in county government;' said Carlos McDonald, WSCVs Political analyst. Katz said car dealer Norman Braman, a key tax fort, had he finger on the pulse of voters when he named his ggrroum People Who Just Don't WantHigher Taxes. 'Chat was hitting trreal on the head." Katz said. Penelas agreed. Taxea are a hard sell anywhere, but especially in the Hispanic community," he said. PoBater Rob Schroth comidered the biggest atuner the wide margin of defeat among Hispanic voters. ONy a week before Thursday's vote, his polls showed Hispanics almost evenly divided, with about 10 percent undecided. At the risk ofmixing metaphors, the bottom fell out of this thin at hyperapeed in the last seven days, especially among Hispanim; he said. They turned it down two to one and also turned out in the heaviest umbers -- 31 percent -- many ethnic group' special election that drew gl a strong turnout for a sine -issue race. Schroth credited a late push of advertising and commentary from critics on television, radio and in newspapers, witch raised the -'specter of corruption." "When organized opposition every and began talking about financial an .nagement at the county level, this election took on art entirely new dynamic, a dynamic that even a popular mayor with $2 million tea spend could not overcome," Schroth said. Hfeleah'e rejection vote high Hispanic vales, particularly Cuban-Americems, also have traditionally opposed fax increeaea, Schroth acid. Hialeah Mayor Raul Martinez'" vocal opposition likely had some impact as well, Schroth said, though higher verb numbers than atic" one. Hialeah voted against the t& in a ightlyhighest higher p beta tin other heavily Hispanic communities. The highest turnout, 35 percent, wm in Miami Springs. Analysts had also expected stronger support from blacks, who lend Owe public transportation more than other groups. Instead, they aplit and voted in smaller numbers than other groups -- h2a Percent, the lowest turnout. Twenty-five percent of non- panic wr orthea t DeThe largest X action hich am mostly white, but more thana d zen of communities also topped 70 Percent. But ethnic beckg e d wasn't a clear predictor in this election. The two comunities -- the Liberty City area and South Beach -. that supported themmeasure have minor opposite demographic mixes, the former 95 p fit black and the latter 97 percent Hispanic and white non Hispanic. But buses are a prime mode of transport in both communities. Beach Mayor Nelsen Kmdin had also campaigned for the Ox. which would have boosted bus service in the congested city and provided other benefits, such m $6 million for replenishing eroded beaches. South Beach resident Antonio F7anarryy 22, executive assistant W party mogul Ingrid Caearea, said he voted for the penny tax. "Not a lot of e ale here have cars, and public transportation here is really bad. Plus, edgerly People here need transportation.' Herald BOB Writers Karen Branch and Allison Klein contributed to this story. SIDB BAR: The rejection o(Mfami-Dade County's mass transit taz was rewinding: More than On of three Miami -Dade vote" turned thumbs down. No ethnic group supported it. Blacks, the strongest backem, split. Only two of 38 communities backed it. One exit poll of vote" found half thought taxes already overe too high and one-third didn't trust county government. Votes crush transit tax. 2-1 Friday, July 30, 1999, Miami Hemald By Alfonso Chardy, SteH Writer Miami -Dade County voters on Thursday soundly defeated n proposed sales tax increase tint Miami -Dade Mayor Alax Perishes had sought to finance a vest expansion of Metrorail end the Metrobue Fleet. The transit Or died in a landslide, with two-thirds of the voters rejecting the bike in a clear vote of no wn idence in lord ggo rnment. With99 pe ant of the precincts counted, the vote was 67.5 percent aggainst and 32.5 percent for the increase. Complete results were naval able early today because of computer problems. UNeas county officials come up with a surprise In overnight, connotationsfor the foreseeable future are likely to see mainly roadway construction -- funded by toll revenue and erurual federal and state Id hway allocations.All of the elaborate rid expensive rail traruit projects Hrat Penelas and county traffic planners pushed will be shelved. Politicallypepolthe vote was a blow to Pericles, a highly Wpular Politician who he saked Ideal charisma .. riled W win voters to the cause on which t It was Penelas who proposed the tax -or -tolls idea and who subsequently cempaigned for it -- reluctantly at first, then more aggressively. The mayor conceded that skepticism about county government influenced the outcome. 'UNbrturately, a majority of voters did not agree with the solution and they were not reedyy to entreat us with more of their lax dollars at this time," Penelaa aaid.'The decision was'no,' rid, of course, I respect that." dealer yi the nigaman who ht at his Biscay" eBoulevard car deOr alership• vrc ry earlyin g emerged p. "I as f recent scandals that nave rfactor, c County Ha1raman L a� don'tthink to a h were pusre was hing this were our mayor and, worst of all uestion. How could it not be the issue? Ithe special Ip nteresta." County Manger Merrett Stierheim who backed the lax, said the'higgest losers' were lowpincome People who rely on public traruportation. " he said therepe a w We lot of poplle out there who depend n transcars lit." But peoD Now the key player in the future of transportation is the independent mad -Dade Expressway Authority, whose highways Panel" targeted for colt repeal "We most move forward immediately with our $2.75 billion expressway provement program for addressing roadway gnellock," Exp y Authority Chairman Sonny Holtzman said late Thursday, adding that transit prdeMa should not be abandoned. Looking to future 'The importance of Iroadweyl p jests is their ability to buy time in our battie against gridlock while Miami -Dade continues to look for ways to finance longer -term transit solutions for moving large numbers of reaiitems and visitore around our community," he said. Starting in January the Expressway Authority plans to add lanes on State Road 936 and the Gretigny Parkway. Long-term plans call for new toll roads, including a north -south highway between the Palmetto Expressway and State Road 112. For the opposition, it was a victory for Braman and also Kendall attorney a it longtime Metronril foe Richard Friedman. Both prevailed in the court of public opinion -- if not in court itself. The two sued to atop the election, but their legal challenges over ballot ]engorge were dismissed. Ultimately it was Braman and Friedman who swayed voters with trnings th t local Politicians couldn't be treated and that expanded ransit would not work in a community where the automobile reigns. "We have a car -oriented and shopping -center society," Friedman said. The vote outcome was the same as in the three Previous elections over the lest two dewdea in which the county has tried -- and failed -- to impose a transit tax. Decades of losses In 19765 a proposed 1 Percent sales tax for transportation was defeated 65 to 35 ppee nt; in 1990, a similar proposal went down 54 to 46 percent; and in 1991, the vote was 69 to 31 Percent. Thursday's heavier -than -expected turnout for a rare, Perhaps uni u 'ngta le -issue summer election easy have played a role in the x de%et. Originally, Penelm'rritim claimed he deliberately called a summer election to ensure victory with a light turnout. relay, however, maintained all along that he had no choice but to call a never election, because federal transit authorities required that the only submit its federal grant package for transit dollars by mid -August. From Anemone to Little Havana to Hialeah to Liberty City, voters overwhelmingly said they don't trust their leaders. This was real] yy a r ferendum on county government,"and Deno Moreno, cleaver of political science at Florida International University. They eeid,'We see the need for transit, but we don't trust the politiment Penelas said he would have preferred W clean up county government first before asking voters to approve an increase in the sales tax. His time frame was pushed forward by a federal go rnment mandate that local goverunenta have a dedicated source of money W match federal grants. 'I would have preferred more time year and a hat we two to other ur cleaoaing process to an end first,"e neear aaid no hoice. Herald staff writers Karen Branch, Don Flnefrock, Sandra Marques Garcia, Sent Jacobs, Bruce Taylor Seems and Peter Whoriskey wntri meed to this report. 37 Lr:wmt as tnnnHnaed) Miami Herald Reporting end Commentary on Travail Tu The [rave rtatiov future: 1Yaifle, toiia a .raw new mea. Friday. JWyy o3n, 1999 BY Peter W'h 'akeY. SmH Writer 3o forget the penny tax end itr promise of a massive network of trairu end buses. What happen next? For Miami -Dade a beleaguered commuters, the defeat of the traruit referendum signals a future of growing trafficjama, a handfW of new roadways end at least five new tulle. No new buses. No new Ueiru. 'Ddvare really shouldn't expect much in [emu of relief," said Jme Mesa, atafidirector o[ the county'e treeuportation plamting team. "It's going m be tough." Referendum opponent however, while acknowledging a future o[ congestion, dismiss such forxasta ae "doom and gloom." Said Ueruit foe Richard Friedman:'The sky wiB not fall." With the Metroreil and Metrobua expansions put on hold by the voters' ending rejection, the county will fall back one $T.2 billion 20-year backup transportation plan that focuses largely on roadways. But even the bi&gear of these projects likely will have relatively minor effects on Miamr-Dadeb moat notorious UaR'icjams. The plaru.ed projects include a tunnel to the Miami -Dade seaport; added lanes in places on the Dolphin Expreaoway end en extemion of it two nn'lggea W the west new "Lexue" lanes on wme espreeawaye for which roadies ascenger cen would vey higher tolls; a new "interarmectol' and State Roadel l2;e rile newEEcenUal parkway" that would cormled the intercormector to the Palmetto Expreaewgy. A lack of money, combined with the fad that many o(Ne m��ty'e busiest roads have no more apace for widening, severely limits road -building optioru, plmmare said. 'There really isn't much right afwey in this dryy for new expressway laztea;' Mesa said. "Plus, I'm not sure we ran aRord that" lameree head Ne corount t'e pro Wation tore under way, moreover $.g miBianae olo. ana tXat m eases mr��u waraenn s 2am1-�aaa a to trWEc tie-ups. The addition of several new tolls wiB heighten Gustretiom, too. Erectly here the new toll booths will be located is not known. But officials at the Miami -Dade Expressway Authority say they4e needed to rWae money for to $2.T5 bilBon portion of the overall Miamr-Dade traneporlation plan. One recent proposal put the added loB booths on the Don Shute, the Dalphiq the proposed xe„ort tumel and the other roadways not yet built. 'We're currently re wing the locati for the Miawe posed tolls," 'd Sareh Peacock C 11, spokeswomen d Expressway AuNodty. "Nothing u certain yet" For the roughly 125,000 peopple who ride the coun[ya buses end truN elresdyy, the news ie worse. 3Te fare reducdotu, route improvements, pended hours and new buses that had been promised in the pewy tax Plan aren't likely to Happen without it transportation plermare say. Aww shoo[!" said bw rider Rex Somerville, 19, while waid� for e downtown bus late Thursday afternoon. "If they don't peso the tax, we're beck to square one." Dutmet or officials played critical role Friday, JWy 30, 1999 By Karen srm,cn ana Hmre Taylor seaman, staffwri[ere Voters who helped kill the salsa fez proposal Thursday left the polls with very strong opinion. And it wasn't about mesa transit It we about corruption. "It's a bunch of crooks there in the government;' said GeorVIa a Swortz, 54, ofbeenthem oe y're aful echo ennd good thieves. They71 spend the money etw aftes; across the mast At many who voted for the tax.dted misgivings gs thattethe money woulid� many w r givinge y woo rmeapen[. wLolee�thetr bile has little confidenceinhe �fclaims hev elecethose r va honestyo teaser.. Nearly every voter envisioned a diR rent scenario o(malfeaeance -- trecte given m imiden, money skimmed from budgets, p jests ballooWng in costa and finished years late. Aaymond Bowleg, 36, en unemployed Ope-Locke resident who coaches pee -wee f [ball in Overtown, said his pedence f local g come t had ezpved. For him, We lest strew wm the corutruMion of American MBnes Arena. 'They tricked ua "Bowleg eaid.'They told ua about WI the jobs they'd have for people in Overtown. I don't know l0 people who gotjobs in that Jacobo Duefiae, a 73-year-old Miami Beech retiree wee among veral who raid they he voted in favor of the fax, dmpite {ears that the money would be squandered. °I'm skeptical," Dvefiea avid. "But if they do what they eey, or part of whet tner ear. there w:n l,e a benefit to the rommnWty.' Spomors of the tax Dien knew they faced serious public ekepddam. In the Zest two years, miaconduc[ has forced from office two county end a port director. In the city of Miami comtpdon ousted e dry manager, two myy rammi end a code eNbrcement irepector, plus reversed a Ueudulent mayoral election. In March, before the county derided it needed to raise funds to meet e federal traruit f ding requirement, Mayor Alex Pansies inidauy opPmed the sWea tax proposal. One of hie reawm: government comrption. "We moat complete the houeeclearurig ofcoun[y government to reg in the [ere' confidence " Penelea said then. Earlier, he had referred to Mianu Dade ae a "haB of shame." Car dealer Norman Hreman, who baWarolled the and -tax movement in t days, hit the corruption issue herd in hie p bile statements. Joanne Stu-pWa, 46, the last person Thundey to vote at her prednct in Coconut Grove, said she was v,ewr� the issue the same way. "I feel the way Norman Braman feels," Shypula said. "By voting yea, we would just be feeding into Miami corruption." CLHaena committee MindfW that public trust remained low before the seise tax referendum, Ne County Commission this week endorsed a dtrzena committee to keep tabs on transportation spending. Sporuon o[the tax plan Mad hmd to convince vo[ere that safeguards Wd make acre that tratuit fimde would 6e spent correctly, said Ric EaU, the mayor's tramportadov advisor. Some were persuaded, he said. Some we*reyonot. the otTice holdera[who are Ne�re, the[z sale. "But i[ the public doesn't like y need to run ana they need tog t their friends to run. No one gate a seat f life. They can't complain r[ they don't get involved themaelvea. This stetement'We don't trust them with another penny; is pretty much a lame excuse." Benefit of the doubt Some votere wgerre willinggbo give ificiWs We benefit of the doubt'Tiather ho voted m llvertowrta"W (have tq� trust mebody.�eler, 56, a retiree But such expreaeio:u atfaiN were in short supply. Suepidom oC goverrment mimpending became a daylong refrain. "I don't need the politidaru miupendirr��gg any more of my money," said Timothy Rosa, 40, a Coconut Grove mident. "7 voted na because some people ere going to get richer from We end we den'[ went to nay an eztra one perant" said Lilly Lewis, 72, of Aventma. The traffic is not going to improve because o(thu." "I don't agree with this taz," said Paula Lope; 64 ho voted in Ees[ tittle Haveru. I'm worried about what they woo{d do with the money. They always seem to reroute the money that theybe approved to spend for something else." Voter' fame also cast a pall over more than just the trenaporletion tar. Mti-corruption ettorte Miami -Dade County has Med for two years to launch a new era of eve t integrity — e new ethic commieaion, an inspector general end wa targeted at ndluence peddling. In recent weelu, local leedere have reported progress in ongoing anti -corruption eHorls. The Greater Miami Chamber ofCommmce adopted a code otethice intended to keep members honest in such mess as government rules compliance and poli[icel pertidpedon. In addition, a coalition of business educational and relig� a leedere -- Ne Miami -Dade Allimce for Ethical Gtovarnment --has drafted a preliminary plan la restore integrity in electiam, lobbying, buaineu and govertuvent purchasing. But after Thmeday widespread condemnation ofcounty government, it was dam the public wee either not paying attention or was unimpressed. "If there's a lack o[faith due to the perceptlon that corruption been'[ been ddreeaed or corrected then wa as the unity wiR have W work herder;' said Jay Molina, chairmen of the Greeter Miami Chamber o[ Commerce. "Corrupption wean'[ created overnight Md I think our entitorrupdon hfbrta h e made a lot of progress. Sometimes it's hard to educate people ow much progrem ie being made. A[ the same limo, we have to do more." Herald sfaRwdtem Don Fine[rork, Pater Whoriekey end Soryi Jacobs conWbuted to due report. Exhibit 22 (continued) Miami Herald Reporting and Commentary on Transit Tax Vote on tax hike draws high number to polls Heavy spendinmedia coverage helped turnout g Friday, July 30, 1999 By Don Finefreck, Staff Writer The issue of incresseg the sales tax W fund trade voriation projecdre t w voters in much higher numbers than anyone had thought likely for a midsummer, single -issue ballot. Mornegthen 27 perceto nt of the aunee ty's registered voteddlera at )allots --a Dade E ectiorug Su a aP BaeOelv�dtLeah the d. The tfurnuout wee Miemi- parable to a pnmarnryaoelection en September, when voton are eked to choose among donna of wndidatea, he seta. Leahy expected turnout to be heavier among Hispar .c voters (39 percent), ligghter among black voters (21 percent) and about average for white non -Hip a 'c ootore(32 percent). The election supervisor had deceased to predict teturnout in advance becedee of the unnnet timing of the election. In hindaight, Leahy said he was glad he didn't. A draw a sr election rc November registered on an i Grew a in id percent of registered voters. peaks in presidential election. By comparia dealer aid the electin Norman sn ho mare than avow about and highways. s is an election about corroption in Miami -Dade County," he said Wedmoday. 7hls is an opportunity for people to step up W the plate and r their wrowe of what has happened over the years -- cost ovemene et the airport, trees paid for and never planted, money, stolen from the port. We ve become the laughingstock of the United States.' Davidson Barlett, a Realtor who handed out pomwx leaflets Wednesday in the lobby of County Hall, said that kind of apposition could strangle the ounty. a Republican who home taxes, but this tax is necessary," Barlett said. "If We doesn't pass, it shows Miami will never be able to come together to get flange done. Miand is a world -cam city, but it doesn't have world- m any class transportation. Personally, I'not going to have y reason to stay in Miami if it continues to be a traffic jam." Will vote 'no, Paul Berry, a Spring Garden resident who fin followed the county's ev lveg transportation placefor yya 'd he supports main transit but wiB vote "no" today because the planisis t0ted too far toward tourists going between the port and the airport. "We've got this Cadillac, let's -go -for -everything proposal;' he said. "But this is my train. I watt to ride this train." soh t'e a the ballot he spending b whet creates ties spa not the election Late Wednesday till t nn, the county'¢ Cttixena Tn tree macon Advisory iftelf. Leahy and heavy by the g by bath epees a this special election -- expansion¢ was atoll rXes a decide how it felt about the massive d saturation coverage by the mean -- helped drive the t yy t turnout. expansion plan that re ins heavily on Metrorsil experience. 'There was a lot of news coverage and a lot of money epee[ re the two political committees.sed That reselly brought the issue to the hied $1.8 The Sandy O e committee o an advisor to would s arrived before the meeting ended to p tea Pone, led by Miami -Dade Mayor Alex i car de, raised ma million spe the commtte rates it would share in the eft rG to oversee or the , raise n Theo . One a ter that Meets ter dealer Norman spending should the area tax pass. Braman, raced $1 mar w. One factor tent apparently didn't playa role: The committee passed a resolution in favor of the 1 Leahy s id. 'Be a weather. a tropes the hest was not a factor, pee pen, but with the Leahy said. But who knows? If the temperature was in the 70e, maybe condition that its members participate in reviews of transit expansion. we would have had a higher turnout. When Ihear $100 mutton per mite I can barely ce of that, (emphasis added] committee member F4ank Hernandezz said. Afterward, committee member Marlene Cutler said her vote in favor of the transit tax win a vote "of hope." Transit tax fate fella W voters Passionate debate climaxes at this k o cue final d probler sin net a peat," she sat transportation I rplan. it at Miami -Dade polls today When I'm 80 Id, ance at eke fu refit nsive 'u Thursday, July 29, 1999 years o ge By Broad Taylor Seeman, Staff Writer When the seise tax initiative was set for a vote only 37 days ago, it coed the issue might come end go ss a quiet summer election on the somewhat obscure topic of mass transit funding. Instead, the question will be answered today with implintion teething tarp beyond issues of transportation and public spending, observer; say. or ose steward don dthe tax on't al p net W e an arrogant thloved government the prove y can opera honesty and good sense. Advocates say the cynics an missing a chance at redemption -- not only to rescue public transit, but also W show that integrity can prevail as a wmmumtyvalue. As the battle culminted Wednesday, the campaign stood an a remarkable exhibit of fast, passionate politico -- content radio debates, lawsuits filed to challenge the ballot and million -dollar spending. "If we don't do this -- I mean iswith all mh,forget politics Moms in a siriM 'y."ea; Al per, wo has tinitiative fortheGreater emi Chamber of Commerce. "I'm telling you, it's that Richard Freedman, a longtime critic of Metmrail, remained an angry opponent of the plan. Theta a lot of money to give up on the hope they're going a improve on a 2e1 our money." Friedman said. 'The government wants W oe The election's Intense pitch was even more notable beam the sales tax idea was considered nearly irrelevant six months ago. in March, when a discussion was scheduled before the Metropolitan PlacidCounty ComsatOrgasign, m en of r,6cmemben eosed i thely of the howed up late m not at all.ommrearo ve er a After a pair of commissioners advanced the spending plan as the only realistic way W ease gridlock and encourage economic growth, Mayor Alex Penedos initially dismissed the proposal in premature. But then came word from the federal g r t that Meets -Dade would lose its chance to receive billion of dollars in federal funding if it did not establish a large, ongoing source of transportation funding. Parsers, ed by Norte pretlictingg economic stagnation and owning gquality ofp Iefeepceereuaded the County Co io to put the question before voters. He promised a plan to trade the sales tan intresse for the cooof tolls on four express while launching more Wen $i6 billionn in transportation improvements over 20 years. The spending plan struck a latent chord of discontent Vocal opponent Key quecHove end answers ov the Issue Thursday, July Charily 1!)99 by Alfonso Cherdy Voters today will decide whether to pay an additional pe y per dollar on the local 6.5 percent sales tax, which would be earram ad for tranaportation. In exchange, walls on Pour highways would be repealed. Here are some of the key question and answers: @: tow will the tax money be used? A: Thin estimated $240 million annual tax revenue would be Wed nue on primarily for ex andin Metrora0 and the Metrobde Beat end repledng the Far Idg�rwayn where tone wawa be abeli,trea -.state Ronda 112 836 and 874 anythe o match Parkway. The Wanly pen to the buck congressional the revenue i match ederal transit tunas which a subject liesand nrly appropriation -- would ggoo rbuild eight new rail [ranee[ lines and nearly double the 6 e an de Mr m or Beet. w Projects on Ins a regardless dle the Palmetto Expprr..eeee ay end other my roaaa would get one regardless iv the vale, llion, 2t the roan and rail programs ere part ofa comprehensive ewe billion, 20-year transportation pplan.Ifthetaz as, some Expressway Authority Wed projeM would he funded with tax revenue. @: If micro approve the sales tax, will all wU# in the county be repealedf A: No. Only four of about 20 tolls in Miami -Dade County would be pliminatedy- those on 112, 836 and 874 and the Grailp�y. The toll -repeal lan would not affect Florida's Turnpike m the Ricken elm and V netian amwaye. It also does not preclude the Expresswthe ayay Authority chalace 0 rge tolls on atls on future east five future roadways ecchheduled to be b u'It over the next 20 years. @: When mould the county begin collecting the tax; and when id the toils be repealed? A: Tolls would be abolished Dn. 1. The tax would kick in Jan. 1. Q: What will be the immediate impact if votes approve the sales la:P A: Starting Friday, Metrorad and Metribus fares would be reduced from $1.25 to $I, and people 62 and older and the disabled would ride for free. Metromover, now 25 cents, would be free for everyone. Students from kindergarten through 12de grade would pay 25 cents instead of 60 cents, d the monthly Metrepaw card would coot $50 instead of $60. Also, Special Transportation Service rides for the disabled would be reduced by 50 cents oar Wn to $2. Down the road. cathode in December. 24-hon Q: Will money from the sales fax be used for anything other than transppoortationiru A: Tecludcell , AlNough Miami -Dade Mflyor Alez Penelae' ongr al plan rose to devote a portion o[ the t& Proceed¢ to pro ¢stun for cldldren d other nonvamportetion items, Ne revenue ie n rmarked exclusively for tremportetion. Yet if voters approve the fax increme, it ou7d free part ofan esisttng county transit subeidy, which mould then be wed for nontranvportation progrrems [emphasis added]. centers. Q: What happpeens ifuoters r5ject the tax-ortofA p7nnP A: The major Metrorail and Mevobm ezpemiom likely would ba put on hold, probably indefinitely-- unless mooty otfidala ceme a 'N a a apace plan. Fmea would remain et $1.25, and there wou�d be no free 'den. For now, Ne w�np�y plan to fall back on a $7.2 billion, 20-year backup trhet tulle would remam��eB largely on roadways. The plan end proliferate. Besides tolls on new roads, for example, the Expreeawey Authority platy more toll please on eziating roads such as 112 and 836, and five new rolled roadways over Ne next 20 years. @: le the�nepo i the enuironmeneP old be ynded by the tw A: EnvironmenddtalieG and anti -urban -sprawl acBviefe ere divided on Nu ue. While virtually all of them favor public tremporfation, some do not like the roadway component in the 20-year tramporletion plan Net Ne fax revenue would [and. Nonetheless, some environmental groups have endorsed Ne tax, elNough some o[ Neir members have concern about Ne roadway projects. Q: Who vupports the rasp A: Advoretee include Penelae, rdne county commiasionera, moat otthe yy in Ne county'¢ munidpalitiea and many bmineae groups, �ludin$ Ne Greeter MimW Chamber of Commerce, the Latin Builders Aaeoriation, Ne Beacon Council, Ne Greeter Miami Convention & Vieitore Bureau and Ne Latin Chamber of Commerce, CAMACOL. Some f Ne environmental groups include the Tropcoal Audubon Society, the Florida Audubon Society Ne Netioml Audubon Society, Ne Trust for Public Land, World Wildjife Fund end the Envirorimentel and Land Uae Law Center. Various cultural and arts councils and celleges also support Ne tax, parBY because Ney ¢tend to benefit from Ne nontranaporlation program¢. Q: Who e: While ales taz end anti -sprawl ectiviav sup ort a �etl a[ it mdd f etearomoreotra�c Ne taz some of these comerm, county het would eetabliah a group to review nKendallllawyer end lon�Lrmnenv rmer taraffil rand d to Jce C lest tin; d CounWoCommimionem Mi¢uel Diex de Q: WhW yu hwev mould the tas affe tP A: Virtually ell sales transaction¢ except groc a d medidne. Also on big -ticket items such m cars Ne feu would applyy only to the Bret $5,000. The Florida Department of kevenue ¢aye the eaten tax also would apply to tramient" renNb of nix money or lees, service wartentiea, cellular and bwineea telephone Nmgea. @: Hom much money miU the county collect annually from the sales tnsP de din Ne ewnom Bute rty ez t Ne A: About $240 million, pan g on y. xpe pec tax take to increase armually A recent Flmide International University study avid Ne tax yield would go from about $246 million in the first year m about $350 million to $400 million in 2020. Q: Can I avoid gfiam'-DadeY higher vales tw if I shoe in Bromard r other counties mith loner unto tns ratevP A: OWy on relatively minor purchases. If you4e buying a ter, for example, Ne Florida Department of Revenue says you moat pay the eaten tax herged by yom home county -- not Ne feu rate in the county where you buY the v¢hirJe. @: How bog mould the tus be in eryeceP A: UWeu repealed by manly commiaeionem, Ne lax woWd be in place forever. @: Wi/! anyone ouenee how the money is spentP A A dtizem overnight group would be appointed la make aura Ne money pnot stolen or agmndered. Alw, since Ne bWk of tax revenue would be ledged m obtain federal [remit money, federal auNoritiee would have Ne ability la check how Ne money ie being spent. Transit pplea hides money pit Sunday, JWy l5, 1999 by Carl Hieaeen Before yyou ride, drive or walk to the poly JWy 29, remember a Cew [hinge about th tramportation plan Hmt Miami -Dade Mayor Alex Penelea ie so exuberantly promoting. First end foremost, it's a Metrorail tax. A penny will be added to every dollar you spend at the ebre, and Na bulk of that extra tax will go toward new elevated train vecka. Estimated coat: Aa much ae $100 million per mile. That'¢ not ¢typo -- $100 million per mile. The barmtorrWng mayor dceen t dwell on the Metrorail pert othee plan, due to the fact that Metrorefl ie an ongoing Bop. No politician wants to be seen m throwing goad money after bed, especially the public a money. So Penelea ie wisely focusing atmnfion on Ne lees whimsical eepecte of his propoaW -- ¢:pending bus services yanking out toll booths on four expreeawaye, Seeing up more funds f needy causes. These ere good things Net will bring out eager voters. The issue of Metrorail will bring them out, [ce, though mwtly on Ne oppoairig aide. It's not Net people hate Ne idea at train. What people hate ie waste and ineffirienry end insurmountable debt -- Na trademarlu of Metrorail and many mom tremk vroieara. History teaches ceverel unhapppy leeaom. One: It wBl coat billion more to bWid Metrorail Nan Ney aey. 7Wo: IL will take years longer to complete Nan they aey. Three: Far fewer aommuvre will ever ride it Nan Ney predict. And, tour: Bomebody will make a fortune oR Ne wmtrnction That'¢ one reason Penelea wee able to quicWy reice more than $1 million ' private funds to help sell his plan on TV. For some companies, Metrorail won't be just another project; it will be a lifetime stipend. The money will never dry up. Thet'e Ne beauty of a eaten tax --it's like e giant strew that keelu on sucking. But Ne mayor says: Come on, people. true[ m. Don't worry about ompetence, mismanagement or corruption. Not in Miami -Dade govenwentl miles of road striping that room never done. Nobogv even26�oN¢red m dn've out end check. The nonwmk rose part of a juicy $58 million package awarded by Ne only commission W Church & Tower, a mmtrvction firm headed by the late political burly, Jorge Men Canoes. (Gee, you don't e�uppoae Church &Tower might get a piece of the new Metrorail action. If not, it's oNy berauee Ney're ouLmuarled by oNer companies with craftier IobbyieteJ Correctly perceiving a trace of cynidem among ¢sandal -weary votere, Penelea hen proposed a dtizem ovareight board to keep an eye on each penny collected and paid out from Ne new tranit tax. IL would be a grand Ning if that ectuWly worked. It woWd be even ggrr der it Ne new rail links wen firdahed on lime end for Ne tramtendaf Metrorei�actuadrovee a d ud breald err gas guzzlers y wont v ng even. Such a thin$ hen never happened in Ne anmle of modem U.S. vemporlebon. It won't happen here, either. By Ne time the firm) chapter of the Metrorail saga ie written, Mayor Penelae will be Congressmen Penelea or Governor Penelae or (more likely) Grandpa Penelea, end few will retell his role in the perry tax. He might chceee not to retell it MmaeV. If Ne transit tax peeaea, hope for Ne beat Hopa for new bone¢ eM lees tree cone¢¢ d toHo Hoor that even t�thi hwetihm atn'art d town Ne middleyou nee go. pe ry new g Y Pea In other words, hope for a miracle. la transit play a fix or foDy+P 8uburben geography of Dade ie challenge Sunday, JWy 11, 1999 By Peter Whonakey, Statf Writer I[ will be either a grand dvic achievement or a monumental folly. The transportation plan Nat gcee to Miami -Dade voters this monN proposes to do whet no other ter -oriented metropalie hm ever done: Make mesa transit work. The $I6 billion proppooee 1 woWd erieecroae Miami -Dade wiN Metrorail linen, at a mat of $]00 million a mile, reaching fiom Florida City to Aventure, from Miami Beech to Kendall, odering Ne poaeibdity Net gublic tramppoonation might one day be used ae readily here m it ie in wmn or Chicago or even New York. Exhibit 2.2 (continued) Miami Herald Reporting and Commentary on Trsndl Tax There'a one big problem: geography. Miami -Dade is a metropolis laid out for automobile travel, planned according to animation ideals, and as a result, it lacks the population density and dominant downtown typical of cities when wave transit works best Moat commuters in Miami -Dade don't travel to downtown Miami because they work elsewhere -- in Coral Gables, in Airport West, in Kendall, or in any of the county s other numerous employment enters. About half of Miami -Dade residents live in suburban single- family homes. "How do you retrofit a 20th Century city with mess transit?' asks Melvin Webber, a professor emeritus of planning at the University of California at Berkeley. "The best way would be to hunch it down and rebuild with higher densities Otherwise, it won't work." [emphasis added] While acknowledging the challenge of Miami -Dade a suburban geography and its depressing effe t on traced ridership, supporters of the transpmtation pplan, which proposes to pay for the trains by raising the sales tax from 6.5 percent a 7.6 percent, argue that no better solutions ran be found for the region's dogged roadways. "People can say whatever they want about the plan," said Miami -Dade Transit Aa y Director Denny Alvarez, responding a concerns. "But you have to ask: What's the alternative?" As it has grown, Miami -Dade has expended horizontally, sprawling, which is fine if everyone drives. But these lo-denvitydevelopmentyv tterns, bile enhancing everyone'sp cy and quiet' have left urvait able distances between shops and officeparksandsubdiusions.Nomatter here the train or but drops you of, there is a lot of trekking to do, often alongside speeding traffic or through scree of puking lots. Transit appeal lag. Today only 6 percent a hfiamLAzde commute" use transit, and that figurehas been in sturdy decline for 40 years. [emphasis added] "It's simple: Where you have ran you have suburbs, and when you have suburbs, you have care," saym s PK"rd N. Friedam the lawyer who is championing opposition to the transportation plan. "We area car - oriented society. Everyone wants to own a car." A basic transportation planning textbook quantifies the challenges facing Sunbelt cities, and suggests that Miami -Dade cennotjustify the enormous expense of Metrorail expansion. According to the text, Public Transportation & Land Use Policy by Bons P shkarev and Jel)lny Zupan, a rail system is appropriate when thepopu/ation density around the track is 12 dwelling unitsper and when the downtown has 50 million square het ofoffice or other work space. (emphasis added) aancMiami-Dade "calls short on both countalemPhas s added[. The density and Ne fat proposed Metrorail line, tram Florida International Univeraity'e main temppura to downtown, is about tour dwelling emirs pin . And downtown Miamr 'nduding the Brickell and Omni areas, has anl�y a &action of the required 50 miBron square feet of work apace, a riling b eetietin hem Cushman &Wakefield, the reel ease firm. "When you have dispersed jobs and diepemind residences, m you often do in Sunbelt does. it is very difficult for henry rail systems a Work," said Nigel Wilson, a public transportation expert at Mamachnsetis Institute of Technology. 'Where do you put the statism?" Contrast between cities A look at transit ridership in other cities, old and new, makes the point aromberway: Buses and trains are far more popularm older, denser cities than in the highway -dominated Sunbelt metropolises. The percentage of commutem [eking trait in New York San Francisco, Chicago and Boston is 47, 20, 17 and 14, respectively. The percentage of (ommutem taking transit in Los Angeles, Miami and Phoenix is 7, 6 and 2, respectively. proponents argue, in what may be tie that Miami-Dedee congealed roadway workable alternative u trains. Alternatives examined WideNrrg the Weds won't work, they say, because there's not enough room far road widening. Ending the rush-hourjam an the Dolphin Expresawey, for example would require an expansion to 321anea, eaording to plmmera. f.ogiatinlly speaking, it woWd be a nightmare;' Bard Alvarez, director of the Miami -Dade Transit Agenty, which cure Metrorail and Metrobus. "First, can you imagine cheering lanes when them ere 161anes each direction? And where would build tioee lanes? Do we cut iota the airport? Do we fill in Blue Lagoon?"?" Expanding the bus system, a remedy that would cost less than ono tenth of the new trains, wouldn't work either, the advocates say [e Assn added]. Ordinary buses get stuck in normal tris [ phesis added] and prove too slow to attract many riders, They say. And even if as arate speedier bus lance were built on the aide of dways, the bursae must still cross prize with ears, causing slowdowns. Odyone such buswav hew been built in Miami -Dade, the so-called South Dade busway tong U.S. 1, and it rens at about half the speed of Metrorail. 'We've been open d continue w be open a the leas expensive solutions," Alvarez said. 'But there are several situations where the train is the most effective solution." However, the Federal Transit Administration, which is being asked to pay for as much as one-third of Miami -Dade a train projects, has offered niy tepid enthusiasm thus far for the county's proposed rail lines ]emphasis added]. Dade proposal ranked A focuv on mobility County trait agency Director de and elsewhere, the relevance of comparisons between Miami -Dade and elsewhere, however. 'The fact Is that when you look at providing mobilitY in our area, t are vital projects." he said. As voters head to rho mlla. hnw ar r w ere [ earelieft The �me lief to the billfoo to buGd Wlwait worth! tftlemphnsuoedded] [emphasis added] Congestion a j[sture Some observers, like Webber at the Univenity of California say Metrorail "is a mathanai joke [emphasis added] -- and now why would �rt awant of the compound their error.' But others defend the system by fact that about 25,000 people use the system every day -- People who 'ght otherwise be driving. Either way, no one is denying that congestion will remain part of Miami-Dade's future. "Americans like to believe that there is a total solution for every problem like congestion," said ballot -proposal opponent Friedman. "But name me lam � e ador ded]. York?th frains hat Chicago?solved trafl"ic q motion PPhiladelphia?c Ridiculous. Nowhere. Herald staff writer Dan Keating contributed a this report A'traiyn to nowhere' by Carl �Hieeaen � 1999, in the Miami Herald "Brv"the year 2000, people will be saying, 'By gosh, how did we live without That was Metro commissioner Bay Phillippsa back in 1986, speaking in defense of Metrorail. It is now nearly 2000 and people are saying. "By gosh, were we insrme?" Metrorail was, and remains, one o(America's most info - lransit failures (emphasis added]. Now, in a hastily scheduled leteduly ]action, Miami -Dade voters will be asked again to invest prodigiously in the "train a nowhere." Metrorail is the chief beneficiary of Mayor Alex Penelas a pro permy sales tax hike. The plan is to expand the current 21-mr7e rail ne- ysWin by adding new lines to South Beach, the airport, the seaport and the Broward line. To do all that, the county needs to raise billions or lose out in matching U.S. funds. (State, federal, local -- it hardly matters. Every dime is from taxpayers.) Three times Miai-Dade voters have rebuffed a transportation tax. This yam Pericles has sweetened the package by vowing a remove toll bootie from four busy expressways, which should draw weary commuters a hie Exhibit 22 (continued) Miami Herald Reporting and Commentary on Travail Tax 29, elThvredeYkThe mayorhimiak he's drily trying m moeet an AuguatdY oR-deY midau pmmy er olection eto emfniumiae vote �c�efle<t of staging an The fewer voters who show up, Penelsa knows, the betler the chance of e tax hilt¢ passing. Until a few months ago, he opposed raisingg the setae tax from 6.5 k T.6 cents on Ne dollar. Now he says it's Ne aWy way m get Miami -Dade moving again. Experts agree that Ne solution m easingg gridlock isn't more highways, hicakgarere obsolete and overcrowded by th tlme Ney re firdshed. Experts of funding for a long *en6 tratubt plane mgendY le bet a dedicated source A one -cent fax hike isn't urueaeoneble if Ne money ie inleltigently spent. The question L mhy the counttyy sole to inoest 10 to Ib Nmea more in Metrwrasl fa proven /l0y/ eha M the boa ryry tam fmhkh Mtge numbere ofpeopk actually ore) kmpharia eddedt. It waWd be grand if commuter¢ had fallen in love wiN Ne vain, but for y reasons Ney didn't B Wlt wiN a ppmjeckd daily ridership of 200,000, it's now luckyy k ae6 60,000 trekek a day — a number Nate been eeaenfially Bet since 1994. Riderehi0 not only hasn't grown, it hasn't even kept pace wiN Ne populadon. My way you cut it, 25,000 daily round tripe m e manly of 2 mrllion ra pathetic. Meanwhile, nearly a third of Miami-Dade'e b00-odd buses have racked up re Nan 600,000 miles. They belong in a judtyard or maybe a museum, but not on the road. Pansies wank m spend $1T0 million m double Ne boa Beet over Bme. How about tripling or quadrupling it inakad? The benefik k many neoighborhooda wbuaea Nen nds Ne deam�onatrable -- already five times m re peop a use BWldi� each new rail line is predicled m take five or 10 years. The coat? MYbodY a guess. To paraphrase Ronald Keegan, it would be cheaper to buy eperypru• on the nasn their own bus fempheeie eddedt. But be certain Net lots ofwell-armeckd folks -- property owners, gg�� ntractora -- alend m make big bucks from each a drawn -out p bl c works extraveganxa. Metrorail II will be a grary train, jmt like Metrorail I. Md once done, it71 continue m gush red iWc. Bo while it might be nice not m hassle wiN kiln on Ne Dolphin Eapprtaeway, remember: The half -dollar you're saving, and plenty more, will be e.mtched by oNer fingere from your pocket. That, end poBtice, ie ell Nat keeps Metrorail rolling Travail tax —end you F4ida June 25 1999 Herald by Robert Skinback Miami -Dade County vokkre will have an opportunity J Wy 29 k choose m Ocecenk JWY 10 enA ap eaibly more lakrn orntohncreasa Necmnntynae sales fax from 65 k T.5 percent end eliminek Noae tulle. The added a Heea tax 11 satsuma nronttratuportetiongbenefita.d nmae transit improvemen How ahoWd vokre choose? Ae wiN any fax, some People will win, oNer¢ will lone. Uae the following handy gWde le delermtne your situation. Pay attention, now -- this could get corduaing. If Ne additlonW-pe�my tax referendum passes: You win if you drive downppmwn m work. You lose if youldan thwa a ie begun lere benefi�fmmyelim�naledamlls� increase, on Y g Y Youmwin if you rely on mesa transit. That's because y 11 experience rn provedThe fare w 1 deaeaeed �oetmreil service thanks m Ne sales tax You win more if you rely on mesa transit and you're elderly or disabled. Then you get k ride mom traruit for free. Everything clear w far? Yau lose i[you4e a ammuler who lives in northern Miami -Dade. That's beceuee norN aunty commulere already have a frce highway downown: Inkrekm 96. Commulem in south and west Miami -Dade will save $125 a year if Ne mil dropped an Ne Dolphin Expressway -- Ne ody way downown other Wen surface streets. Moat norN county ammulera will save nothing. You win even more if you drive downtown from Weet Kendall or poink uN. Thet'a beaune those drivers pay tolls on both Ne Dolphn end the Don Shula expressways. For those commukrs, eliminating the tolls would mean a $2fi0 mmuel savings. sBu wiN me? You lose if you drive downtown and love buying etuR. Being freed alone 50-cant toll would save $125 a year. A typical South Florida household pends $6,400 on taxable gouda, memdng that household will save $41 R the lax k approved. However, if you re a big ependm --more than $12,600 in leaable purchmea a year -- the tax cock come Nan Ne tolls. Even heavy -shopping c ufera in Weet Kendall and points eouN win 'N Ne salsa tax. That's because Ney peY two lelb m ammuk downtown. They71 come out ahead ae long as they spend lam Nan $26,000 on taxable items. Hang in Nere. There's more. North county drivers might ¢tilingwin wiN Ne sales taz increase. They ycan g t to eryp ins edbend exppt d td hi h and Co Mierm'-DadeCountb for 1 yimprov pane g ways in Y ea coat. However, norN county drjvere who buy only big items like rare in Browerd won't save enythi g The ¢rate is already hip m that trick. The lax charged an each ilema is based on where you live, not where you buy. I hope you're taking notes. All Miami -Dade reeidenk will win because Broward residenk who mute m downtown Miami will pay more. That's becewe Bmward m okra already pay no mB if they fake I-95. My purchases Ney make rn Miami -Dade will generele permy-tax revenue. Miami -Dade wi0lose revenue firm Weet Broward commutere who pay the toll on Ne Gratigny Expressway, wMch connecle m I-T5. Theret Thet should help you d Homeakadva d don't mmm� yak, or i you y be a;aerent area the near f live in Miami -Dade but ammule le Broward, or if yours in an area that would get Metroral, or .... Cent tax rebee ov ezpavded tall lMen Sunday, June 20, 1999 ey Al(oe,so Chardy, Writer Every 'ng, one million Miami -Dade commukra climb ink their rare d fight Neir way, bumper m bumper, through whet tratBc platmera rah Ne rmtion'e third moat congealed v ban area. Next monN, many of Noae commutate will be asked le approve a new -cent salsa tax inlended b ease Ne co Bon. But proponents acknowledge now Nat Ne new tax will do little le ¢ace lammed roadways. "You ratmot build }uahweye k get youreelf out ofcorigeetiov"said Dmmy Alvarez, Ne Miamf-Dade Transit Agency dveclor who mm {derorail end ' 'ng expmuion plar�a.'To ease Ne angeetion on SNle Road 836, eouvwould need m widen it le 321avea. The only alfanmtdve you have left k provide kareit' In essence, Ne vole on Ne seise tax wi6 be e referendum ov Metrorail: Will commukrn agree that en expended Metrorail will help ease angestlon for everyone in Miami -Dade County? Tha proposal earmarks the bulk of the money for an embidoue expansion f Metrmeil. A smaller slice will be spent k double Ne stretched -thin boa neat. Tne remainaer win be spear an same tare) roaawaY preieak eat f dad by Ne federal government. "Whet people have m understand ie that this plan won't amp angeation," said Mmmi-Dade Mayor Alex Penelea, chief proponent of Ne increase. "It provides people wiN choices." Maas -travail support doubted The tax -or -tulle proposal would repeal tulle an four highways in exchange for sons -cent boost in Ne locel fi.5-cent sales tea. The peony i e would be ammitled m tretuporletion if votere approve it July 29. � Already, there ie opposition. Critice say that even Ne elaborek end ¢xpenmve reil exknaioria won't lam ammukre from Nem care. Frank Moretti, direcmr oheeeerch for The Road Id'ormeBon Program, e groreethat advoaka made, says Net in the 1990a commukre have singly chosen tern over trmuit deapile inveatmenfa m build or expend rail trm�sit in urban arena. 'The reapo�e of the American pp blic has been a continued ehiR away from mesa transd m privek velilcles;' Moretti wrole in a recent paper citing U.S. Department of Traruporktron surveys. AL one time, roads were viewed ae Ne only solution. A 1969 traruporktiompmenrecmre Ne aunt M t of Noaerelled k�mOludin two expressways y. projec c g pmvpos�east-west Mghwaye, wem killed by mmmwaty oppaition, soil concerts and oB shocks a[Ne 19TOe Nat prompted plemere k rum m mesa trar�nit. The trend is re0ecfed in Ne cowry's 20-year hlueprint for trmisporfation. 42 Exhibit 2.2 (continued) Meant Herald Reporting and Commentary on Transit. Tax North -south roadway planned The Dray major expressway project in the $15.8 billion plan, with or without the penny taxis a north -south illwayway parallel to 1-95 and the Palmetto. That,atl as a Wnnel to the Poof Miami, wifl collect tolls. The plan calla for adding a 1 lanes on various highways and two expressway extensions: a link between State Roads 836 and 112 and a westward expansion of 836 to Northwest 137th Avenue. "We're reachinga point where we can't expand highways,' said Gordon Linton, head of the Federal Transit Administration, the agency that doles out billions of federal dollar for mass -truant projects. The logic: There is little room to build roads wide enough to accommodate e few ncromind invite more when built, and roads get congealed within years an development prow . The calculation planner; make is simple -- albeit painful for the driving commuter. Rail transit carries more passengers -- about 901) in a six -car Metroreil train -- than the meet crowded bee. "Now husbands and wives we working, and both often end up driving in different directions;" said Norman Wartman, chairman of the Cilium. Transportation Advisory Committee, a panel of dtizens that advises the county on tri nsportation.'Trawit is not that conducive is attracting driving commuters." Whether voters approve or reject the proposed increase in the sales W. mauler will get most of the mad pmjects outlined in the county& long- term transportation plan. A $7.2 billion backup plan calls for increasing tolls countywide all well as building new toll roads. Federal raft funds at stake While the aunty can be assume an annual resupply of n:derul end fate funds to build thoseo mroads,ds. itt moat bid for federal ties( money to finance its ambitious rail prcompete ojects. To coete for the federal money, the county moat have a fiat plan for a steady source of transit funding by mid -August. That source could be the penny sales tax, which would launch the most ambitious explosion of mass transit in Miami -Dade history. The existing 21-mile Metroreil would appnut nine new (nose -- to the ,port, seaport, South Beach and the Breword County line — and grow by 78.5 miles to become one of the nation's largest rail aysten; in the next 20 year. The difficulty will be in selling the public on a toady expansion of a Metroreil system that is, by moat accounts, considered a failure .- except by hard-core riders. David Leahy, the county's elections supervisor, parks his car at a Kendall Metmrail station, hope on the train and goes to work at County Hall downtown. "I get to read books and office refreshed and in a good mood;' he said. "If I drive, ( often come nbad d If Leahy needs to go somewhere after work, he drives because of Metrormi's limited reach. "If Metmrail went to more places, I'd certainly take it," he said. Metroreil has yet to carry the more than 200,000 riders predicted in the late 1970e when the system was on the drawing boards. On weekdays, Metgroomil boarding& are roughly 50,000. Le de weacritics believe the biggest mistake Metroreil designers initially not running the line to the airport or the seaport. Instead, there woolpolitical pressure to take the line to Liberty City and Hialeah. Those are the leae4ueed legs of Metrical. The largest number of rail riders lives south of Kendall Drive. Ridership estimates revised With proposed expndons, planer argue, Metroreil wouldgo where people need mgo ..the airport, the beech and the suburbs. Ffumbled by the huge riders up projections that never materialized, planners are more conservative. If all proposed lines we bmit, the say, mas y, s-transit riderhip countywide would increase to more than 216%00 weekday boarding& in 20 years. Each new rail transit line would register about the seine number of boardings as, or fewer than, the existing Meteoroid line. Deily boerdingga on the purposed line m the mrporL for "ample, are pp jetted at 63,T00 -- but Duly ff the line is built in its entirety from F'loride Intemetiorml University to South Beech. If a limited version nnrooff that extensiocued n is built — between the palmetto and the a ding is Florida Depmlm nt afTrnboardings ordY 31,440, sportation figures Still, transit manager claim limited success in persuading some drivers to become riders. More than one-third of Muttered riders earn at least $6 997 Miami -Dade Transit Ag n`y ridership trawn at least cking study. aawarding to The stretch of South Dixie Highway from Disdained to Coconut Grove where it merges with 1-95 remains congested during the morning and evening rush boon, despite early hopes that Metrorail would ease traffic there. In 1976, long before Metrorail wee built, a vaNcle-counting station on South Dixie Highway near Bird Road showed an average ashy traffic count of70,770 vehicles both ways. Dixie Highway still congested In 1984, the your Maharani opened, the average daily traffic count race to 76,388. And in 1998, the figure reached 94,000 vehicles. South Dixie remains congested, but planners; insist it would be worse out Metrorail. Aa Dade a population has need doubled since the 1970a to about two Ilion the number otvehide& hero increased pp portionally. Traffic planes note that when Mehurail opened in 1994, carpool lanes on South Dixie were eliminated, prompting more solo drivers. Thia time, alongside some of the proposed extension, lanners have inclppuooded new carpool lanes. For example, the proposes extension to the t and aleart c which hiwould run largely next to State Road 836 -- nclvdes new l l If the sales tons is approved by voters, it could take at least five to 10 years b build each line. Even if all the proposed extensions were built muhaneously, the expanded system would not be ready until well beyond 2010. During the lag time, the existing 634-vehicle box fleet would grow W between 1,000 and 1.200 buses within three years. More boxes would an re frequent service. On some current routes, boar stop about once an hour. "1 take the No. 3 bus from Government Center to get home, and I try to get the 10 p.m., but no matter what I do, I generally mine it and have to wait an how, and that P--- me off something fierce," said David Bumite, a Miami rider. "If it werejust once in a while, that's one thing, but right after night is way too much." Buses bear the load Busea carry the bulk of public trarsportontion commuter in Dade. Recent h wit agency figures show about 215,000 weekday hoardings on the Metrobw Beet -- 165.000 more rider than Metrorail. That raises a question: Why not devote more money to boom than Metroreil? "Adding more buses, keeping f down, can do much more than grandiose n till projects," amd Jonethn E. D. Richmond, a researcher at the A. Allied Taubman Center for State and Local Government at Harvard University's John F. Kennedy School of Government. Alvarez, the county a transportation director, said buses and rail transit mplement each other. He acknowledged that the 8.3-mile South Dade Busway hall been extremely successful in attracting riders. He estimated busway ridership at 12,500 weekday boardings, compared with 7,200 in early 1997, a year after it opened. Alvarez cautioned Net buses will never be able to arty as maera as ny g m s� people ei`me e t c seaa."'a`.Ivit�s°o8m ro e-rrbus eirsad u Exhibit 2,3 LIVING WITH THE CAR The Economist, December 6.12, 1997 There is no space, no money and no appetite for endless road -building. That is why road pricing Is coming. SINGAPORE invented it. Norway copied it. Stockholm spent 20 ears and $1 billion before thinksng gain. Ho Kong retreated at the last ant in the face of a popular revolt . Pticia= are terrified of road pp tag. How can you get people to pay for something that has always bn n gee? Yet governments all around the world, faced by worsening can congestion and pollution are stneling their nerves and fora mammon to pay for road apace. Tolling technology is advancing soli t that $3 billion -worth of electronic chargr' yacoma have already been installed worldwide. From Bar an and IN ban W Paris d New York, motorists are learning that road apace does not come Gee. It u no surprise that Singapore, with al own p en th brand of democracy (pricing bubble -gum is wthW), hea been the first toattempt m =e road paring to limit the growth of urban traffic. After 22 yeae'.. ., its planners we convinced that coed pricing is the key to solving the stye traffic problemsNewtechnologytechnology m be introduced next year will enable its cutest relatively oolbe replacedperude b electronic mile that area-accesseg y according dined to paper icey electronic ry actor r� m time order. et In Europe, road -pricing schemes have been successfully operated for re than five years in Trondheim, Bergen and Onto. Trondheim, Norway'e third-Iargest sty, gw rately needed a ring oad m step huge Bewa of traffic waning through the centre of town. After m h debate, the local council hit upon the idea of charging for access to the city centre by putting up a ring f 12 tell stations, and using the revenues to pay for the construction of the new road. A high tariff applies from 6 am fill 10 am, a lower one from then ti115 pm. After that, travel is Gee until next morning. There is also a discount fan rain with an electronic tag hich allows them m go through tolls wfthout stopping, thereby reducing the congestion caused by toll queues. In Oslo, motorists pay a toll of about $1.70 every time they enter the cordon ri . The pricing scheme ban proved so successful in financing con aa�gew ache°; ana�ia ge e: gnat at the city authority is now The Netherlands has a more ambitious plan to introduce road pricing. covering the densely populated Randstad area of the four main towns — Amsterdam, Rotterdam, Utrecht and the Begun. It is due to come into effect in 2001. Cars will have to carry a smart card containing rash credits that can be used for other transactions The charge for driving into each of the four 'ties will be set high, at about 15 ec= ($17), between 6 am and 10 am, but the price will fell to 3 ecus at other times. Non -payers will be caught on video camerae and aunt a In by the fez office, using the giatration details culled from the number plate. Toll plazas are being placed to prevent driven divertinngg on to leaser roads; it will be possible to enter the centre without passing a tall point. There is sill some debate about whether the proceeds should be returned to the public in lower faxes or whether they should all be spent on public seaport. [emphasis added] ))Even in Francurban e, when a former president, Georges Pompidou, once bagno esthe Se nee French l the a disfiguring cars),) m is now a cent leura the bast ire' (the French lovetheirni minister there fe now a change of press when Last August the such as Par minions was ecorohed by the prep when pollution in cities much ea Pens, Lyons and considered T, rose o the m called third level, at which o is generally considered dangerous .many Gab people and damaging h the lunge of the population at large. By September, when fine weather produced more smog, the government bermes care from encoring Perin on alternate days, according W whether they had odd. or even -numbered license plane, and made public transport free. It has the powers for such draconian action under a clean -air law passed 18 months no by the previous administration. One French motorway company, which runs the Al north of Paris towards Lille, introduced variable pricing, patting ay the ran by 25% on Sunday afternwne to reduce the jam of weekendera returning to Paris. The result was a reduction of 15%in traffic with a consequential speeding up ofjourneys tre eoOci angel their ou a oorJ tat trave J 1 changed the time or their Britain and Germany are much less advanced, but both have conducted trials of urban and motorway road grip g. Field trials in Leicester and Stuttgart have sought to how high changes must be before motorists we persuaded to leave their =r behind and switch m other forms of tra=port. The Stuttgart trial, involving 400 driven yielded promising results, contradicting the view that car travel is re{atively use to price. If that were the w very high charges would be r ended W deter traffic, but the evidence from the preliminary trials is that a charge of DM 15 ($8) would be sufficient to deter significant numbers of drivers fium entaring inner aties. pMotummy tolling using automated collection techniques has �erophasiis added] Byter to / to voters 2000 at leant half the seemo Portugstion el'e iriaGonal toll -motorway network are expected to be using a tag based, non-stop electronic tolling system. Estimates of the costa of man, a congestion must be [reefed with mutton. The European Co port in a however, has celculeted that the eznroal were of road transport coin mime of 250 linfrastructure, n($30 meets, pollution and congestion, ere a U'sbillion«_ y external billion)a year, which inequivalent y 4%e the use GDP. eyhem. ale, it means the mats not directly borne by those incurring them. Halfof this billion same,, says the commission, ran be blamed on co�eated roads, Congestion and its associated problems are going to gat much worse uulees somethingg inks ma. Osier the nest 13 yeas, the leuropenn Cfosearier ca `hfnhs rood jre ghttraryl will grow ro e's people passenger c by ly psi [emphatic added! Moot of Europe's do live d work r adea and populated area roughly bounded by London, Paris, Frankfurt end Amsterdam. This in where traffic problems ere at thew wore[. In the United States, where half the traffic on freeways mewls twice a day during rush hour, the Tra on unknown that, b Board and the Federal Hlghways Awill have ultimate that, by 2010, the traffic congestion an The freeways will have quadrupled, se"bi the peaks longer end longer. The time spent injemd will increase 6y 3.fi billion hours d the coat of delay w01 increase by $4l billion. One example of the looming thaw: if present trends continued, a one-way 30 counts early. ming commute along Bouts 1 from New Brunswick, New Jersey, to Trenton, might turn into a five -hour crawl. Long before this, of comae, many driven would turn in despair to alternative forma of transport or simply avoid this journey. Down with roads n as Until the be n ' g of the 1990e, the selutian to risin$ ongestfon w= e' pie: p edict the growth in tsW&c and pronde extra roads m carry it. Several thine have undermined that approach. First, road construction has become increasingly unpopular with voters, pp rticularly those who live near the path of plmmed rww mutes. In Britain, spectacular protests against by-pass highways, led by green tivlats but supported by tweedy, conservative country dwellers, forced the government to evey hurge d-building program. In Japan, Tokyo residentasucceeded in bl«king a noisy cow bypme eral years ego end they won the right for noise pollution m be considered when buf(dfng new roads --for instance, in Kobe, to replace the multilevel atmacres wrecked in the earthquake two years ago. Second, economic growth in the 1980s and in the peat few years has ant that new roads only briefly relieve congestion. Such is the level of suppressed demand that new roads attract even more traffic. It is 'del accepted that pourin monistic over lets as of the now [cols[ y rn densely popWand n tries Buchan Britain and the Netherlands makes little sense. Professor Phil Goodwin, a transport gomist at University College, London, and an adviser to the British transient, recently pointed out that lack of space (rather than air pollution greenhouse gases or the cost of road accidents) race= that treSic wi have to be limited. True, other measures short of road pricing mould limit traffic after e fashion. Regulation has been used widely. Many European stiers from s ben wch = Be fin end Bre en ' turning ens over toced trio=. Others promo pooling dubs that people have ablest toa care when they ally need them but belong Wotherwise and to u sae public Ge=port. Some city c 0 Germans now belong to such dubs over 20 cities.,nEdinburgh anti council is trying m import this idea ism Britain, end it is also planning scar -free C!1 E:wbu as ccantlnnea) LNING WITH THE CAR The Economist, December &12, 1997 suburb, where residents ran move in only if they agree not m have Neir Ftinally Nere is Ne burgeoNng industry of transport'televmtica'-- baloved of Na car industry because it pule fancy gadget in care. The Wtimate in road telemetice is the automated highway that was demonstrated near Sen Diego in California Chia summer. Fletaons of re linked electronically; transponders in the vehicles calk to beamm byy Ne mad which keep Nem ell in lane and properly spaced, allowing th driver to read a book or wamh Ne scenery. Amore modest 'a being tried out in Europpaa by Mercedes-Benz. This links ve ego 1 tomes together wiN en electronic tow -ter eo that Ney travel closer together at hi her speeds, using less road all under the control of Ne finnt loin a driver. Until each adence-fiction atufl becomes a reality, the reel benefit of telematice is Nat its technologies offer a way to implement differential road prcng. At moat, Ne future use of telemetim mold imreeee road peaty by little more Nen 10%, end even then Ne caste involved for highway authorities and for individuate may not be worth it. In Ne end telemaths may prove better suited to radudng accidents N.m to squeezing more treat on to Ne roads. All other forrtu of treat demand -management amount to variations on d-end-control politles. Raising fuel duties ie a blunt weapon hiN unfairly die 'minatee agair,at rural molonala. Aoad pricing is Ne oNy method Nat can replace rationing -by- a 'ng with precisely for 6nanonsrihe mmtruction of made st fo halo road ge ext a roglsd�ed cpem. Once t� infra astthe oN7ench have d n�ov the Al1muld be do egmore rsceidely�n sbrar�i$r Persuading motorists Clint road pridng is good for Nem ie a leek Nat politicians around Ne world ere o�y Host beg'vudng to take ap The use to which revenues are put is d 1 in convincing votere that road pricng ekes same. Borrowing gaunt future revenues allows spending on better public tremport fs be brought forward eo ea to coincide wiN Ne introduction ofroad pricing. The auaeae of Norway a city char g schemes shows that is is possible to persuade votes of the merits it�Ney approve of the way Lhe revenues ere spent. Ne other obetaclea to road prang have been solved by bra Honll Konpri�the issue which forced the n of 8 81 PrieinH scheme, is not n a tax. m aaaitian, anybdy eny�� a new tar ma.t get a permit; 40,000 new ppee 'fe ere issued each year. AL bday a rates Ney coat between $2T,N10 end $49,000. As well as diamureg�� car ownerehip, No authorities have also restriMed car use. For Ne peat 20 yeare, [o enter Ne central restricted erin$ about 7 square kaometere, drivere have had to display s Gcenae; a eimaer license mart be shown on the windaereen on Ne island's Nree expressways. In each case the lanff u now $2 in Ne 'ng peak hour, felli� to $1.30 at off-peak time¢. In 19B9 Ne peak coo herge wee extended W the evening rush-hour. That reduced attemaon traffic sharply (see chart) and raised average speeds inside Ne restricted cone by a fiRh. Some drivers have switched to oa peek travel or now fake buses or trains; through treat has declined. F}om March next year Ne liceriee system will be automated wiN eWred- value smart cmda. WiN n builLin processor clap, Nees ran be preloaded to carry credit of up [o $160�e d cen be used Pot tramectiom Ner Nen traffic tolls. Unlike et traditional pay as -you -go loll plazas, Ne Nar$i� will be done automatically by means o(miwwave tcebon between en electroWc device in Ne cer (where Ne smart era � � aen<a) ana an a�arneaa gantry. wnBa treat maven at aceed. Apart tram Net advantage, the main difference ie Nat motorists mill be chu qed moreprecirel �o their foal confrJbutbn to trnR"ic congestmn. lemphaar ddedl To avoid congestion surges at Ne end of e pensive peak hours, Ne authoatiea may introduce a eo-celled houlder pricng system, with a tariff of $2 at 6 pm, $1.60 at 7 pm end $1 at 8 pm. Those who pain a gantry without a valid Nmge cerd will have Neir number plates snapped by video cemerae and be fined. Will Nis be the complete mower to Sirigapore'e treat p blame? The polermere Nink not. They once considered a plan [o build a network of the have ahi�fied their ett noon to buildiNe Planld-ctea � buried. Now tratyiepart system. g a war 1 public latest tclhng equipment ran �'7lwra even a Ney swath lanes et e regmred only for ' m�iee dwertrng away from 3. _ , s.�,_�.:�..._c a � r diacult problem But the use ar 'p: b q %4' M 1• r. i. at dN in tar receivers end v.=:+a. �xerw.w Wwp Nl�om now an politic, not technology, will dictate Ne pace of change. Governments around Ne world are still nervous about the iinpect of d p ' 'ng. But ae mare end more charging scheme¢ are implemented nd the benefits of lees mr,gosted, unpolluted coeds ere felt, attltudee will chm�ge. In YO yean'time, when paying foe d•P�ue mill 6e reerew the norm, People mill look back nd umnder why they erprepared fo put up with the pollution, noise aM parvlY•ix p/today i cute•. lemphasia eddedl Sfngaporo's Plan WiN incomes per heed of $23,000, a popWatlon of 3m, end an area of just 660 square kilometers lalmoat 12 000 people per eeuere coital, Singapore ie a very rich, very small country. Peopl w nt fa cruise d N style. Their 370,000 care (plus 310,000 buses, loniea, vain d mgotorbike�) translate into 220 vehiaee per road -kilometer, one of N old beeendleea jama� Ne world. If nothing were done, the reaWt To curb growN in tar ownership, Singapore has for many yeere slapped high emtome duties on imported care and set stiff regiatratian fees and 45 Exhibit 2.4 TransitlLand Use Relationship Report Prepared by Gannett Fleming, Inc., Planners and Engineers Consultants to the Metro -Dade County, Metropolitan Planning Organization December 1995. The following report is an abridgment of the above styled document. The recommendation Nat resulted from this study are summarized and included in this section by subject area. Residential Development • Rnompprmevdetiov td eocieconperiodically rnicdacurrent to identify thsmeeo- suggested residential transit -supportive thresholds. The material h ee investing gthe the page page neumrber. paten • t edComt rehem vActivie Devof Carter mem'ptio r P min Future land Uae Element[o nelud¢ language regarding building orientation W transit slope. • Actively pursue the Metro -Dade Transit Agency participation in site design for new Wrotruction or improvements W etiating ailoe ensure Net transit stops are more oriented toward safety and convenience for the van&it rider. • Review and update the Zoning Code to include tranait-oriented wrong regulations for site design, parki d building setbacks for all development that falls within a designated transit zone. (page in) Wearing Distances ti a Pedestrian Scale Recommendation Include a measurement for specific pedestrian walking distance Standards in all transit -oriented sections of the Zoning Code. • Where po 'bias initiate amendments would nla W the The Activity Center wncep4 [in the Dade Future Lend Use Map that would follow County d to mom Plant needs W be ggeetesi thresholds Fut for residential densities Minimal Parking Recommendation expended u more Greve along opmethe transit along designated Future Rapid Transit condom such that development u norm corridors. Update Zoning Code veinclude along Future Thtrae Sacramento also be trawit Oriented . P kingg sit co a for development Wong Future The Sacramento County des examples of Appkcetione W change the Future Land Use sapid Tlrneit corridors end adjacent W transit Design ment for urban, an,n ei examples w • Map within identified transit -supportive areas elope. development for urban, neighborhood, core should be reviewed in Wrme of existing and commercial, and Secondary transit- oriented planned transit Service. Does the change help areas. support existing and planned transit service? Additional Measures for Improving Transit Ridership • The MPO and MDTA should help in drafting trarcitoriented land we Policies to be adopted Nov -Residential Development etra Dad n the Comprehensive Development Master Cnnnha Pro eBPennaDevelopment Recommendation dgear33MtiEvronnnICo Contra Areas l • Periodically review current and p ojected sorio- Metro -Dade County Development Code. This • There exists a good deed (sic) of ongoing m; data lo identify areas that meet provision to e;vdlar W providing the option of arch and gross in the area of land use e suggested employment transit -supportive venSfer o(development rights end could be allocation mole. Currently, the U.S. thresholds. applied lo designated transit aonse in n effort Depar nient of Transportation is funding a W promote transit-eupport;ve development. Use Travel Model Improvement Program to research • Continue W concentrate employment activity TDR W concentrate development intercity near d recommend improvements to land we Wong plamrad Future Rapid Transit corridors, transit slops. allocation models. (page A) particularly within designated Metropolitan Activity Centers. Where poeaible ' WtiaW • If a specifica maws a large number of tripe Before Metro -Dade County invests funds and amendcreseements W the Future Lend inn Map W that maid be served by transit, the County power into the development of a land use a ployment densities within should develop Incentive measures that will allocation model, it is recommended that the destgnated Metropolitan Activity Centers, along help lo locate the development within a Canty utilize the rage vii) of this federally design red Future Rapid Tremont com our, or designated transit cane. funded program. (page vti) thin highly developed employment areas 'd thin by de review of the aocio-economre The draft Year 2015 Long Range Transportation As mentioned in the report, Guideline for Transit. date. (page ii) Plan includes lamed transit orrridms. In Sensitive Suburban Land Use Design [the pest ., cP.., w,%Ann hnv n:A omwth in the level 3) am mpatible with abutting end nearby lend ned protect the chamctm of established ighborhoods; and 4) Enhnce or degrade environmental or historical resources, features m systems of county significance. This policy needs lo be revised to include transit Station. Add the following language to Policy 71: 5) Be compatible with eugg red land e that promote transit, particularly if the pplicadon is located within a designated Future Rapid Transit corridor or designated it -supportive area. The section needs to pbpeee reviewyyed regardm locatinoof these Traditional N ghborhood how does Is Developments (TND's) tie into the pplmmed transit corridom [ the UDB and UEA. Code] ditional Neighborhood Development Zoning Apppkcetiom lo chemrrigg the Future Lend Use Future Rapid Transit corridors, thus Wdicating of complexity at suburban activity. Ju^uron areas • Mep wthin identifiedetrami4auppartive erase need for County rightof--way ecgmeition. The which came once bucolic bedroom communities for should c reviewed th t. D e of heeling and Zorong Code covers right -of -wry plane and commuters multifunctional u into if a cenVW business with a district ill r have planed Wmsit service. planned the change he� m ri rdths. Renew il blefor that become multi business areas titth v full range of es support existing end planed transit service. naough right-of-way is available for the planned a Ptoymel 1 business and ofmost mAt activities ., nun f`n.l. mass.iph rihowever, the trwne nfinernsin mesa on needs concentrated (page W be emended and action needs lo be mass. the travel patterns run mesa once Mixed -Use Areas Recommendation taken W acquire the appropriate righ4ot-way. coral "we me destdiverw inations and few m^e iv) oconRrgiru navy Use a rotang overlay district er extend the concept dare of demand. Activity Camera end trip f Metropolitan R Actively Centers lo other areas zoo The Comprehensive Development Master Plan, generators i ere poorly tied W each other and Sion Future Rap d Trnsit corridors. The sarong Future Lend Use Element, includes the t[ered yr cony locations. over district should include mixed -used that are following objective and Policy: trmuit-supportive and oriented W the size of the area compassed by the overlay district such as Objective 7: Beginning in 1989 Dade County Myth: Stopping development will stop traffic high -density commercial areas, urban areas, shall maintain a process for periodic growth. neighborhoods, or secondary areas (lands no amendment W the Land Use Plan Map, Fact: Eve with no new development traffic further than one mile from a transit atop). consistent with the adopted Goals, Objectives "old Increase due W the population's and Policies of tare Plan, which will provide that growing mobility. the Land Use Plan Map accommodate& urban Land Uses Oriented W Transit Use expansion at projected countywide rates. Census data ahow that even in crew of the United Recommendation States when the population has declined, Posey 71.: Applicetiona req eating employment levels and travel have increased. Develop a zoning overlay district that correlates W e dments W the Comprehensive While new development obviously brings new designated Future Rapid Transit corridors or major Development Master Plan Land Use Plan Me traffic W an area, the growing mobilityy of the transit SOT, and includes a detailed description of hall be evaluated to consider consistency with Population has a more far-reaching eRect on travel land uses that promote transit. This district would the Goals, Objectives and Policies of all growth. be developed in conjunction with extending the Elements, other timely issues, and in particular (page 1-1) ncept of Metropolitan Activity Centers into other the extent W which the proposal, if approved, mrs c-supportive areas. would: ll Satisfy a deficiency in the Plan map W Build'tteeggtltl Toward end Activities Physically accommodate projected Count 4on or 6ervrieseRecommendetr�rtetion ecnomtc growl Y: 2) Enhance or impede provision of services at adopted LOS Standards; For trmraiLortented development to roduce grdficant mobility benefits, the evidence suggests Nat beN origins end deatinadoria of W pa moat be w'Nin 1 alking di tan ffadlitiea--another i�atretio� tlr;W<nuetaraa ane eaian<e enviromnanw 'el i r rdng over tamers to mass transit For this report, Npe term transit refers to services exp l�blbua, ail, uand`rideehare same aaN sae' cerpoole and vanpools. (Page 1-4) 1.2.1 Lend Uee Denaltiea that Eeeourage Ridership Low deruity residential areas generally rennet stain p blic transit. However these mesa may benefit fro dial-e-bus, perk -and -ride facilities, car/vanyools end similar services. For residential are e, nd¢rehip inrneaeea m density increeaea. Haxd on Regional Plan Newa, Where Transit Worts: Urban Denai[iea (or Public Transpormtion, age reletionehipe between reaidentiel density avdrtranait use ten be summarized as follows: (page 1.5) • At denaitlee between 1 and 7 dwelling orate per acre, transit ace ie mirdmal. A density of 4 dwellings per acre appears to be e threshold above which transit use bue`aa sharply end is necessary to support ervice every 30 minutes. Ezhlblt 2.4 (Continued) Transif/tand Uee Reletlonehlp Report Myth: Reducing densities wiD reduce traffic. Fact: I.imltlng densityy o[developmavt dcee imt reduce troMc cep[ in the meaiaeearea. Lowe:-aea.iey rosidentlW, rete8, or office pro seta generae mare, naue.a, ayer.li tra[fia. Traffic dcee not respect boundaries, end such a policy, while limiting traffic at individual sites, e sprawl -- a low density, euto-dapendent development pattern. Thus, a reduction in traffic ie likely to be matched by traffic ea elsewhere -- urdeae density is reduced extensive that it decreases the total level of market development In addition, research shows that higher deruit residential end office pr jects generate fewer dn'ving trips and more transit use per unit then do low density projects. • At deruitiea above 50 dwelliaga pe re Nan half the trips ere made by public transportation. • The reduction in auto tries (sad total tripe) �N hgher density w moat N transit d p 4. mvang middle-inoeme nova Rralaa�re The report also states the reaaorra for inrneeaed transit use with higher deruity, which include: per erne eiNer within ane mile of a downtown of 10 million square feet or et a distance of 10 miles from it. In the 5ret cme, public transit trap. � ni.Pm�'�. m�d�,�a � u;a a ol�a r�m�ea." to or cencentrating them transit station ie located fawn of 50 million ague 1 ❑oorepece. At a densit m Myth: People moat change their attitudes so ______ ____ a and may actually cause it. .. _... _.. ......_.......... o.oa�..�..o..� .,....,...� from a ifferent arrangement of Ne new that they depend leas on the development within the equine mile. (page 1- tomobile. Theepreaence of rail trar�ait auppreaees sofa 11) Fact CommuterY choices are based on own ship. comparlwvs of coat and convenience, not ov ebstrect values. It ie not Auta owneraNp is further iMuenced by the 1.2.2 Mized•Uee Area ttitudes that must be changed, but habitual destination of Ne tripe a household the releHve service and coat o[ options ken. Two households reaidrng et the same Aceording to the report, A Guide to Land Uae aM oRered to commutate. derzsity will own different numbere of salon Public Transportation, emajor reason suburban depending on whether their workplace ie in a rea'denfa da not use traruit ie due to the need to Transportation armlyaie have recognized that downtown or in a spread nubmban ke tripe to multiple lacationa throughout the ce er choices are made based on rational development. day. When uses ere cenaolideted, the eummobileb perieona o[trme and coat reNer than on �Derneeeirig advantage over traruit ie greedy reduced. abatraM values or attitudes. the Among auto owners, transit use is further ed'ected veilebility of perking, combining Wp uses or eaiairtg the price algae will quickly encourage them by tuna factors: A study conducted byy Cervero (Amerirnl Suburban Centers: The Lond flee-Tmnaportation Link) to carisider measures of mnaervaton. (page 1-2) The density o(Ne nonresidential cenduded Nat derue, mixed -use suburban destnaton--the higher it is, Ne more downtowru (aubatiee) averaged more than 20 The beet evidence on how careful coordirmtion of likelihood Nat auto owners will use trerieit. times u menu trmtait covunute trios by Neir • The quality of treruit service --availability. (nags 1-a) Tebb: 1-1 aummarivea Ne observed minimum rail reaidentiel Nresholda for promoting transit usage. 1.2.1.2 Non -Residential 30 percent. Conclusion comerning the The reppoort, Where Transit Works: Urban Densities 1.2.3 laud Uxa Oriented to Traveit Uee 'Nulty ojtrip qq ration rrUev and modal for Pubic Tmnaporm[ion, states that reaidentiel splih relative to changes in land -use mishrrea denartiea in the range of 7 to 16 dwelling unite per Lend uses oriented to transit use incude e diry"icult to rnnfirm lempheeia addedi. re <an support moderately convenient service by concentration of demand (density), a regular trip (page 1-3) any irenait mode if Nere is a place to o High pattern and little need to carry [erggs par la. In dentist deruity by itself xall do little for [natal[ Ne publication, The New Suburb: Gwdel:nea for Matched -pair cemparisoru in several metropolitan 'f there ie no dominant employrvent or commercial Tmnsi6Senaieive Suburban LoM Uae Design, well ae hypothetical wmuletion show destination. anal lend uses were found w be transit trmwi4orien[ed ne�gghberhoode average Ieoe vehicle compatible. Table t-3 provider examples o[ land lee traveled (Vb7T ^per household (anywhere in In addition to Ne density of Ne nonaeeidentral ea th comeponding potential treruit users. Ne range of 10 e t to 45 percenO then auto- Ne mixture of land uses within Ne (page 1-13) e fed on � 'dance also points to higher a` pployment center and Ne proximity of the center ` c'dencea of walk and trar,ait modal splits in more [o ttua residential areas is also important. For traditional neighborhoods. Several studies around public 4emigt to succeed landpueea �hgould have Ne 1.2.4 Buildings Physic Dy Oriented Towan ee art ezlent, building density nBuncea modal p°a �a allyduring Ne oN-penak `ode midae day, Fnhua Tranaportatmn Serviaee splits. rings, and weekends. A m' eu d-use area y� euildinga and Activity Centers mint provide mnteirdng restaurant, a museum or Neater, end nv alert and attractive access m Ne transit user retail stores hoe a greater potential to attract boa People are not motivated to uoe public d rail riders than en area with oNy retail stores. tra �po� lion i[buildinge do not provide quality Adding housing also generates edditiorml ridership. cee 'f the building ie located within a short (page. 1-S) distance of the transit atop. Entrances end paved w Ikweye moat lead direcdy to a bin ebp, park - The report Nrban Deruitiea for Public Treneit] d-ride tat, or [natal[ station. The trm�ait atop also provides examples of land use polidea effecting ahauld be near Ne building entrance, which may traruit use. Four possible land use ncenerioa are qq p king d open apace m be located pr (o'doeWe nd Ne recommended policy is discunaed beldnd the building. (pogo 1-15) 1. ciaacedng ordir;aing non-reaiaenual .pace. Fnr example, ]0 millon aquere feet ere to be added m e growing inter area. One option is [o eat Ne non-residential floors ace into two pread clusters, each five million square f tin . Mother ie to rneete a new downtown of 10 million aquere feet. In Ne second case, pe capita tripe by trermit within a 3 to 5 miler diva will be 50 to TO percent higher Nan in the first case, keeping residential density Ne 2. Enlarging downtown size or raising nearby Faidential density. nr example, Ne optioria are to double the size o(a downtown from 10 to 20 million square feet, or to double the reaidentiel deruity within a few ilea of it from 15 to 30 dwallinp per acre. The former will increase per capita trip by [natal[ m the virinity f Nat downtown three la four Nnea more Nan Ne letter. 3. Increasing residental density near downtown or farther away. Fnr example, the optioru ere to double reaidentiel density from 5 to 10 dwelling unite The report suggests clustering Ne buildiriga to thieve a higher cencentreton o(workere at one locetion, Nus justifying the higher ftequeney of and redo ' g verall travel time. The ceport provides Ne following suggested model language for master plan ordinances: Clustering oj8uildinga: Buildings shellbe fostered to the maximum extent feasible, to p de for efficient pedeafrlen circulation. Building dusters shell be organized around an 47 Exhibit 2.4 (CovHnued) Trevsif/I.end Uae Relatiovahip Report Layout ofParkingl bet located m that the walk Transit stops ehheell between the building end Ne atop i leas than be ar e�ittud eo N �g lots. Parking lobuild�� ccommodete handicapped nd viduale, van pools, ear pools end single -occupant autos in n�ii b'dei« Ptaear�ru`�tlfe:i �m me ewlai:,�.wa Rus Service to Shoppitµ Macs: Piam shall i dude p 'eiom to encourage bus use. An na nrooriete mall antratnce. Drefe eb1Y the mein 17) I toi Bus mutes she eavement dequete Emrourage Ridesharing and Tmnait Use (including A Review of Experience). Additional avenues are available to encourage and promote development that will support yublic tremit. These measures include the following: 1. Providie�gTramfer of Development Rights (TDAe). Development rights demitiea ere tremferred from one locetion to another. Such TDRa cne be utilized to increare densities at e transit atop and within Ne service area of transit elope. 2. Discouraging public facilities that will generate e significant number of tripe tram locoting to rural and eubmben erase. Imteed, these activitlee should be located in erase where public tramk is or will be evadable. 3. Reserving righ4of--way for future public tramit 4. Providing for tramibcemitive review of Lend Uae Plan emendmants, Long -Range Treneportation Plan amendments, Bite plain and development propoaWs. The needs for transit should be comidered in the development review Process. (Doge 1.21) 5. Creating Traditroml Neighborhoods that ere tranai4onenfed end designed to reduce euto- dependency. 6. Cre_latr w a Plermed Un d D eeloart (T[ (PUD) District. The district regulations should mage mixed uses, and include coax that relate well to public trmuil rather then the automobile. Ne ppfrrlate 19 f d vel0pttng a apedfia zomentg category, the Tmnsit Village Lone. that will encourage }ugh eaidential demity and mixed -uses around tramit etatiom, similar to the development Net hex beady ocourred around other Bey Ares Rapid Transit (HART) tremit etatiom. A draft ofNia Trenait Village Zone ie inrduded in Appendix C. opporturdtrea. promotion of bicyGe emeaa. proviaiom for [remit vehicle use ' w ehoppit�g [ere, < comPle:eaeetc. (pees 1-23) 1.2.8 3umeas Storlea for Promoting Transit ccurred around BART statrom. This ie due, in part, to public poGry dedeion. Nip ®dential mired reaidentlel and commercial areas around BART emtiom were down -zoned in reepome to residents' wishes to preserve the eziating character of the neighbmhoode. • Both Santa Clare County Light Rail end HART nvertireg eurface ppee king Iola et several etatiom into reaidentiepretail p jecfa. The ' deveoping the parking aupplY. but bcell moat likely imp a tremit ridmelup ecause lees avail ble parking equals inaeeaed trmuit usage. • Several large houeir�g projeMa have recently been built in 3anN Claze County, California that rely on rail proximity m a marketing pool. Plane ere underway to build more then 13,T00 units (12.40 DU/AC) near IigM rail etetioru. • The San Diego Trolley W ne hm encouraged development elo� rW corrdore. Flom 1980 to 1984 several developments were built ad'acent to the San Diego Trolley Line. (page 1-2�) • PorBmd, Oregon has inaeaeed commerdal, remdential and office apace in the downtown rea due M integrehon o[ mined-uws, a bus treneit mdl, end major l�'ght rail corridor. Acceae hen been inaeaeed to suburban idea by Ne light rail eyetem, end higher demity residential and commercial coax are being encouraged around rail atatiom. • The MARTA Lermox Station in AUenra, publ dprivate de`dvelopmpent Natincludea hotels, t5ce buildings, the Lennox Sa a Mall, and h:gh-deruity reaidentiel. In addition, the Ballston Station, built et a Virginia suburb in the Washington Matra eyatem, ie an example of the use of air rights for a major retail and otbce complex. • Exemplee of major event Activity Centers loceted an [remit coulee include Seattle's Kingdoms (intercity r l station), PoNand'e ention center end eporG arena (light rail top), Baltimore's new besebdl yark at Camden Yard (edje t to commuter and light rail fafiam), end RFX Stadium (tremtt atop on Ne Washington Metro eyetem). (page 1-27) rail end lend use has made Ne acing funds to bWld and mpam 1X light rail ayetem another 25 :mbar 1994, funding for MAX was ea -to -one vote. The Federal agement end Budget mom provide funding for the light rail on lend use measures Net were e�`augge emRment of local and Th [remit and lend me developers to provide such feolifies for transit. There ere recent developmenfa in several dtiea MAR to be en integral pert of Ne regions 50. Such incentives mold allow Ne developpeer to build Net have utilized Ne aforementioned compatibility year Plan to manage growN and a Wp sprawl. Cewer perking apacee in exchange far phyaicel feclore to promote end encourage development of (page 1-2W i pmvem¢nfa to encourage transd me. In areas public transit. Examples of these developments are where developers mint build perkier garages to listed below. Mourn Pao le in Florida: Tranii TDM and ecco odete ell the perking required under local g ,� t. wing ordinences� tremrt incentives coWd be In Cakfarnie, in Ne lest 10 ye , 261ergge Congestion (page 2-2) financially attractive These incentives mould also homing projecla have been built within ll4 mile be extended to allow developers to subsidize tremit of rail etatlom. Year 2015 Lend Uae Demides. Fi 2-2 peretiom in exchange for reduced parking ratios. gore (page 1.18) Surveys have found that reaid¢nta living 'thin represents the areas Net will have Ne minimum ll4 mile of a Caifona rail elation are three erojected demity to support [remit (eiNer local or times as likely to commute by rail ae is the x ereae bin, or rail tremi0 of 7 dwelling uWta per 1.2.8 M1Wma1 Parking erage worker in Ne same rity. The two moat d/or 5,000 pereom (employment and important determrmnta of rail usage were: homeholde) per agmre raHe by Ne year 2015. Thee �derehip for ell types of public trenaportalion 1. wheUer trip deetinetlona were within ApPlicetions b change lend uwa on Ne Future the price of parking increaeee or as w Iki diamnce ofreil eta d Land Uae Me thin Neee identified trmuiL Ne availability of parking decreesec. ng pe; an pwi 2. Nether p rking ie free et employment pportive erem shoud comider existing and A inning ordinance can be used ea a way to limit location (higher perking coat equals greeter pplanned tremit ea pert of the Future Lend Uce Ne amount end location of parking. In addition to trenait ueegW. (page 1-25) M p amendment review process. The amendment limiting rkin ,the ordinance can require Net should be reviewed in terms o[ite ability m further k;ng i � baf«atea at the.iaea or rear ar m son Ftanciem, calir a,ia over 90 percent ar pport exiahng ar lannea tramp aeryi« ana giainga.a Nat Ne "front aaar convenient stress tea 2z.s minion agnate root arafsce a� «bmH neatgnatea Fntnre Tapia TramR mmiaa.a. ea for tramrt meta end pedeeMem, Nue further nce 1965 tr within 1500 feet of Ne ur promoting rderehip. downtown EART afadom. The draft Year 2010 Long -Range Tremportetion Needs Plan recommends edditioml premium Raising Neree�of single-ocoapency vehicle (SOV) • In Oakland, California, approximately 1.5 transit (rail tremi0 along Ne S.R. 836 (Dolphin eerking or � Dorking [or rideshare vehicles million equate feet of office apace hm been built Expressway) and U.S. 1 condom end recommends mothh ey to promote transit ridership. 'Nip 1,500 feet of two downtown Oakland ddidonal major tramPortatioe inveetmente along (page 1.19) HART etanam. Ne Kendall Drive comdm. The Adopted 2000 and 2010 Lind Uce Plan for Metro -Dade County, A auggeated document that would be metal in HART's influence on homing comtmction has Florida daeigmtea Ne U.S. 1 end Kendall Drive developing additional la�uege for a zordng been leas pronounced Nan its iNluence on office 'dory ea Future Rapid Trmuit corridors. (page ordinance ie Mode! Parking Cade Prouisiom to ae�ti ` oaea oW ;iaemu�l ae:aior of h:gheve 2-8) t r n vment Exhibit 2.4 (Continued) a or bicycle eerege mold be provided behind planners with a tool m asaeea the impact o[ Tranalf/C.eed Uee Relationship Report the cluster of buildings each that a ppee y be Narrgas in either the trmuporiation ayerem or lend able to chop and go Nrectly home. l►age 2-17) use policies on Ne distribution of future Where the residential demit dace not eziet to Exam lee offend uses that cop oyment end reeidenti� activity in the region. Y P gemrNlY do not (page 42) pport plermed Future Reptd Transit corridors, peromote [remit ridershiyy'ncluda low-demity however, the County Communion mayy w t [o eNentiN (leas then 7 DU/AC), home Inclusion o(feedbeck ie reyuured to address comrder emending Ne Future Lend Uee Plan to u provement centers (req�ires transporting large nceme o[ critics of treditronN trarreportetion srdential demities along thee¢ bjece), mr dealerships d drive-in oriented food planning. Recently, Nadia and MecKertde wrote: designated corridore. The increased demity franchisee. (page 2.18) deeignatiom coWd eerveto encourage further Building more made mwideNng existing development that would support Ne designated Aa acted in the November I995 issue of SuAkce r dwaye, hoe been the treditionN reepome fo tranaut corrudore. (page 2-10) Trmraporlatlon Polury Project Progreso Newsletter: traffic problems. History shows, however, that this approach leads oNy to unmeeaed traffic end IThe Dade County Comprehemivl Pleas aNee that "Optimizing public invealmene requires a lower cur quality. Congestion forces purple to Burr area ratios (FAR'¢) m the ranter of Regional regiorml approach. Investments ininner-cities lter their travel routes and to avoid, if possible, Activity Centers designated on Ne LUP map end urban bmineaeea ought to be linked to driving t ppeeak travel times. New roads may ehoWd average not leas then 4.0, including parking egionel opportunities, not isolated by gridlock, initially Nlen'ete co lion, but soon structurae, in Ne core of the center end around q r eased by exclueiormry z rang, and m ge people to shift from other rovtee, or n transit stations, end should Paper to en drained by a bmben growth Invntmene in from other modes of tremport, until the new erege of not lam then 2.0 near the edge of the tromit should be avpported by lend use rmde are as badly congested as the old ones center. Average FAR's, including parking epatferm which put riders and jobs within an tructurea for developments near the core of sy walk of atetrom and by a coherent regional were. Metropolitmr Activity Cenere designated on the plan wMN strategically cluatere development" In another recent bmk, Dowm argued that local LUP map ehoWd be not lees then 3.0 at the core land ux mntroe have Nao been ineffective in a d ehoWd not taper [o not ten Nen 0.75 at the Metro -Dade County has Nready implemented preventing further increases in mngmtion. By edge. aeve al lend use policies that IiNr transit nrvice to diverting future growth to other communitrea, e ' IentiN and commerrial land use development growN meneg a t polices also shift futwe The locations o[ these Metropolitan Activity within the UTA. These polidee however, need to be traffic there. Ntinelly, by spreadingg future Centere end the desired roux of land rose that are viewed, upd led, end applied to ell ereee of the development of the entire metropolitan area during hewn an the Futwe Land Uee Map tin the Dede County such that trenait become a viable e y period over a larger territory then it woWd County Compreheneuve PIaN ere comuetent with transportation option to peraom living weal of Ne otherwise have occupied, growN.memgement the non -reside fiat transit tiveeholde described in UTA. (page 2-29) poliaee req motorise to drive longer diefancea Ne literature (Section 1.2. U. (page 2-13) eddung to file tropolien area's total treific Bowe, The Comprehensive Development Meater Plan, 4.0 LAND USE ALLOCTION MODEIS end increasing future traffic congestion. b\rWre Lend Uee Element inludea an objective The fallowing aectiona present an overview of some and two polilee that ductete a desire to continua TMa section diacunea Ne potential use of state -op of the lend uee/tramporetion models currently in ucentrating employment ins ereee that can the-:ut land un Wlocetuon models in projecting the use or under development. ppori transit. r laliomhip between tremportetion and land use O tiva 3: The loradon end wnfi Plemm�g for Dada County. In addition, delsiam, A mechanical accounting model that develop land bj guretion of r ptfom, that need to be made prior to the a< band upo s pie input acenerioe. Dade County rben gmwN from 1989 through of a lend un allocation model ere also The model ediuee either population data or Ne Yeer 2010 shell emyhasize concentration addressed a ployment dale, but not both within a single e d centers of activttY� swat end model run. (page 4-3) rehaMlietion of blighted areas, and contrguom Long-term tram rlatlon ppfarm eg depends on urban expemuon when warranted, rather than futmx lend use torecaeb. H ev ,the location of Maet o(the'modeling; or deermiNng where end sprawl. futm-e land me a alas dependent on the hen growth will ocour ' done by Ne unr tether tran�portetian system. Areas made more Than by the mmpuer. IFhere[ore the model is Policy SA: Hugh untemit ,well designed acts: ble through highway end transit highly dependent on the eki8 a[ tare model user. Activity Centers shell be fedlitated by Metro- provemene tend to develop to a greeter extent Tha wmputer simply epPliea the mete skill and Dade County et loctione having high countywide than they would have otherwise. knowledge comiatently across a lend me daebme. multi -model ameeaibility. Poticy SB: Lend in the vidrd/y of public mesa transit atatuom shall be planned and developed theta compatible with, and supports Ne transit system. Beaed on these paliciea end the employment centretion trends shown on Figure 2-4, the Future Lend Uee Mepp �eda a be reviewped and demitr�rea withindMatro�polien Activity Lelnt�erent and along deaigneled Future Aepid Tramut corridors. (page 2-14) The [Dede County Comprehensive Plan) description of an Activity Center is ea follows: "Activity Centers and the roux and coMrgmaBon of land ueea wihin them ere designed m en m ge convenient alernativn to [revel by tomobile, to provide more efficient land use than recent suburban development forme, and to create identifiable "town centers' for Dade e diverse commvnituee " In Lowry-tYp dale, basic mnployment ie mudered the fwdamenNl engine of growth. It is specified by zone as a model input. The allocation end un ie allocated to woes vn'N shorts gtravell� times, mmtreined by zonal control toela. (page 4-0) A weakness in moat Lowry -type models is that the land me model ue celeWeted indepeMently oENe highway network model. Putman untegraled the two models. By ' sg them iteratively, new travel times raloWated by Ne highway network model nrved n inpue to the lend me model, and ew lend vas calculated by the land use model served ee en input to the highway network model. For example, two major extemione made by the Pu et Sound Council of Govertrmene are (1) au%o�uor°ta argil tioa�n la mrerior�t �°ihrea eie to and (2) use of a compoaie multi -model coat gron, impedance measure, rather than auemobile travel time. Gravity -type models have dominated practical epludehmodastldatease models. Adventagn requuremene, few pmamete� W estimate, end simple mlibratuon. Duedvan(a� of the Igranty] model include the lack of a formal One problem ue that future lend uea plain and nderl ng economic or behavorial Naory end the tremporletion models determine future need by lack of e e pplyy de in Ne model. This le�[er projecting peat trends iota Ne future. This def envy predudee use of [hie type of model for e that cemmunitiee have little control over a lyxing Ne effects of econondc palilee end trend, Netr� design future. Yet local policy could be including tax policy and mortgage rates. formulated to induence growth Petterm Nmugh iMrastructure unveatment deciarom, land use Lend me models designed to address Ne plenrdng, end strong regulatory measures. A trot defidenciea in gravity -type models have much more e feriliete Na formulation of Nis Iomi policy ie subatential ilea requiremene and involve much Nropgh Ne use oClialred lend mdtremportation complex eatimatron end calibration. We network models. group Neae models ae economic equilibrium models. However, Ne improved Neoretiml A lend ma allomtron model will meet two underpinning m than offset by loseea in mporent needs of tranaporletion plarmere end practicality. The mint complete implemenetion of land use pletmere. First, it will provide Nem wiN Neae epyyro hea to a reel urban azee ie tar e automated tool Por forecasting Ne future Chicago by Aura. Even Nis implemenetion Ilocntion of employment end residential activities in laded only residential land me. (page 4-5) throughout Ne region. Lend use foreceae are 4andrtionally developed by lend use planmre in a bottom -up approach. Future land use ie anigned Within Ne Band use allocation] model the lend me rally to each tremportation enelyaia zone ellocalion process is heavuly influenced by Nree (TAZI, major see of factors. Fire[, future lend use ie apelfied by type. Since Ne model u a land me The second ram n d Nat Ne Land Uee Allocation Momelrwill meet ie that it will provide FS�hibit 2.4 (Continued) local experts ran be in ut into the model, end TraneiNLevd Uw Relationship Roport tad for within the Available Lend modes. It moat be recogWzad that regional foreceab are The model wn 6e used fleribly to reflect the moat i�puta to the land use aloraton modeling proceea, allceedon model, it does mt forecast ecenomic uPto-dete expert knowledge of local planners and d the reeWta can 6e ody ae good u the reg� al ctivity. Instead it simply dietdbutee/ellacetee othere. inpceerate. Regiorml foreeaste are not necessarily forecasted residential and employment growth. a le, and can be a aigWficant source of ertor. Where this gr wth can be distributed is centrolled Lend use data are wntained in current FSUTMS, by We specified future lend uee daeaificeWon. ZDATAI and ZDATA2 files. In addition, the Finally, there are m known ewdiee that have FSUTMS composite imppeedance matrices ere used determined whether lend uce allocation models Secend, lend use allocation ie effected by m calculating eccemibility. (page 4-lll produce eigmfirantly batter reeWta than do non- cceae:bility. Accessibility' function of Quantitative methods which are cemmoaly m posile wpedenoee rakWeted by the The major drewbeck to using lend use ellocetion mployed in many urban ereea. While moat woWd trans clarion planning model. These cemposite odale is the time needed to calibrate them. argue that tramporlation accessibility is an petlpo a based on the availability of Beceuae of the large number of variables, end the important factor in locetioml dedeiom, it ie highway fadfiliea and trareit services, their fact that lend use models re uire calibration over ndear to what extent it is overlooked in manual operetlng cherecteristirs, and their level of two -base years, it usueuy [ekes a year or two m foretaste. q anon. Thus, travel time is a critical element libretti such a model, sometimes longer. In fthe co poette impedance formulation. Third, addition, generally Daly the model developers, a few There exists a goad deed of ongomg search end lend me allocation is restricted by the availability ce W tents, and some local planners have the pp grew in the area of land use allocation models. oL devaiopeble land. ppertiae necessary b calibrate a lend uee 1Te U.S. Departvtent ofTreruportation fimde a allocation model. Travel Model Improvement Pno6cam. (page 4-13) This atructma allows integretion of the land use allocation model end the trerupor[ation plerming An important iaeue that is not dealt with well in Before Metro -Dade inv to funds and manpower model. Feedback between Ne models is lend uee allocation models is the eRects of areas into the development of a lend uee allocetion rporated in two ways. The land uee allocation ezter�I to the model area. While this ie a problem model, it is rewmmended that they spend model provides the eodoecenomic data inputs 'n tre�aportetion models, it is much more critical in etime'pluugggged in" to the resourcae of fhia mltich drive the tratteportation planning model. land uee models. (page 4.12) federally fimded progrmn. The transportation plentti� model, in rum, determines aoceaeibrlity whtch ie used for future Thie u particWarlY important in smaller areas Once the dedsioru have been made regarding when ileretiona of the land uee allocation model. located dose b larger ones, such tie Pembroke end what type of model to develop, aevaral erem Pines, but ceuld even be a major issue in large need to be addressed and esaumptioru weed to be A new land uee increme tie allocated areas s h ea Miami. It ie not well known how the de prior to impplementing a land uee allorafiori aimWteneoualy acmes all land uee types end all a ' us land we allocetion modeling efiorte have model for Metro-D da. These include: identifying e, based upon cendi[ioru et the end of the dealt with the iaeue of axterrml areas. mcddore, identifying aurent lend uee, apeofying previous time interval. The model is of the teat acenedoe determinin6 fixture growth Yeera, d omit rather than equiBbdure type. Future lend Since moat land uee allocation modeling fforta in a d determiNng regional growth tee. In partially determined by peat lend uee, and by the U.S. ere relatively recent, there is LWe addition, an eseumption needs to be regarding e the path taken linking the port w-rth the forme. ird'ormation on Ne low -term aauracy of such tramportetion network that in Judea eristing plus This is how urban arese really develop; the [uture models It would be ]ogical to assume that the committed prejecta for each model year. (page 4.14) is based on the peat. (page 4-9j odele should be updated with more recent iWbrmalion as it becomes evalleble. For example, Given the tom� aanngg nature of long-range regiotml In addition to residential end employment land a model 5ret developed in 1990 whow fire[ forecast odels apeafie traf7ic engineering sd'ormahon a the model will deal specifically vnth years were 1993 end 2000 mWd be updated with (i.e., vofumdrapaaty retioe by lane gco p end hotelmotel uWis and wiN school enrollments. observed 1993 data to revise the 2000 forecast. la unt of delay) will not be available. In order to ch an update valid without model rerelibretion7 determine iWbrmetton [bat to atipWaled for Running the model permits the introduction of How often should a lend uee model be recalibrated7 pp jecaepadfic eueeammh (i.e., EIS, Neater Plan pedal mneideretions et any point within the IL ie endear what experience is available to eruwer D ume R Future Lend Map) fimther armlyea wiB model's iteration. Spadel knowledge posoeeasd by such queetiona. be required. (page 4-lfi) 50 p�hibit 2.4 (Covtinued) Tramit/Wed Uee RelaHovehip Report Table 1-1 Obearved MJWmum Realdentlal Thresholds for Promotleg Transt Uuge Devsity Public Transit Single Fervily 2-4 DU/AC Local bus service which depends on riders walking a maximrw of 1,320 feet to nearest atop may not be economically feasible. Single Family 4 DU/AC Generally tea low to evpport any transit except park -and -ride ezpreu buses to very large location and/or empleymer. t centers. Singgle Family 4-7 DU/AC 2400-3T00/persona vl. mile � Threshold I'ar local bus service m residential areas, generally one hour headway. Medium Family Residential 7-15 DU/AC 6000-10,000/pereoru eq. mile Can generally suppport local bus service. If demity is maintained over a large enough area with good eceeae, rail T DU/AC nYedad foio 0 minute headway. 15 DU/AC needed for IO minpuv headway. Multi Family Residential 20-25 DU/AC 7C7avneabhe de to dentoon atze of dow tWwn (or em low express bus end rail services, if location and aceeae ere good. pen n p yment destination) end the distance to iL High De�uity Reaidentia126t DU/AC Cen support all types of public tramportatian. At fhe home end, with levels ofwalk-in, auto- evd feeder-bua- ppee� ' cad in ther areas re 'dentist demifiea to supppoort toed -guideway transit service moat range fiom 431)LVAC in the first lle miSe l0 9.6 DU/AC in the next ll8 mile. In the neat 7/S mile, the densty ehoWd be et least 1.2 fa 2.4 DU/AC, depending on venom modes of transit usage. Note: Under good conditions, 15 DU/AC ran increase bus usage 100%over 5 OU/AC. At 30 DU/AC bus usage can triple; at 50 DU/AC bw tripe can exceed auto tripe. Sources: A Guide to Land Use aM Public Tmnapormtion The Snohomish County, Washington, Tranit Authority, 1989. Guidelines (or Transit -Sensitise Suburban land Uae lksign. UWversity f Wumrisin-MBwaukee (199ll. Research Trierigle Region, Tmnsll /Land Use Studyy Barten-Aschmen Assoc. Inc., with Hemmer, Silen, George Aeaoc. (1990). Managing Transportation in Your Community, lJ.J.�DeP rtment af'hemportation (1992). The Regional Plen Amadation, WAere Transit Works: Urban Ilensilies (m Public Tmnaportation, Regional Plan Newe, August 19T6. (page 1.9) Table 1-2 Range of Devaity/Floor Aroa Ratios for Nov-ReefdevGel Areas Deveity/Floor Area Public Tremeit Low deriaity 5 - 2.0 FAR• Generates enough traffic to clog the roads but not enough ridership m sustain bus service. Can auppart raNvan pool. 50 - 60 employeedame Threshold (or employee -based local bus service with total employment base of 30,000 or more. FAR should exceed 2 to justify frequent service. 5 million eq. R. Minimal level of boa service (20 buses per directioNday or U2 hourly over 10 hours or homly over 20 hours). 10 nd0ion eq. R. Intermediary level of boa service (40 buses per dimtioNper day or IM2 hourly over 20 hours). 20 million aq. R. Frequent level of cervice (120 buses per directioNper day or n bus every 10 minutes). 83 - I67 employees per net acre Major employment center can support fixed guideway station. 'Note: Floor Area Ratio (FAR) = aL=I Boor a total land acre e Sources: A Guide to Lnnd Use and Pu6[ic Tmnaportation. The Snohomish County, Washington, Trariait Anthority, 1989. �i1en, Oeorge Assoc. (1990). Regional Plan Newa, August 1976. (page 1-10) 51 Exhibit 2A (Continued) Tranait/ and Use Relationship Report Table 1-4 Possible Land Use Activities and the Corresponding Probability of Using Local Transit, High Capacity Transit, or Ride -Sharing Services High Capacity Rid"haring Activity Local Transit Transit Services Commercial J J We Hotels Indoor Amusement sometimes J sometimes J We Na Movie Theaters Restaurants sometimes Na Neighborhood Shopping sometimes Centers J J cadvan pool Community Shopping Centers J J cadvan pool Regional Shopping Centers sometmees sometimes Na Small Size Stores Sometimes J Sometimes Na Na Medium Size Stores Sometimes Department Stores J Sometimes Na Convenience Stores J sometimes Na Beauty & Personnel Services J sometimes Na Gym & Health Clubs Residential UNts/Acre Na Na park -&-ride 4-7 Acre J We park -&-ride 7.1 Unit J Ne perk -&-ride 15-2 Units/Acre J Na perk -&-ride Over Ureta/A Over 24 UNWAcre J J pmk-&-ride Institutional High Intensity Recreation J J special events Cultural Facilities J Na special events Day Care Centers J We park -&-ride Parks J role special events Intermediate Schools J Na ride Secondary Schools J Na We College J J cadvan pool Religious Facilities J Na role Correctional Facilities J n/a cadvare pool Social Service Agencies J J car/van Pool Governmental Agencies J J cadvan pool .....Local Transit High Capacity RideSharing Services Transit Services Services Note: Local buses Ex p ess buses Car Pools J most compatible Special Services Rail transit Van pools n1a =not applicable or & disabled Passenger & sow Bus on andotherspecial groups) mes (subscription bus) Source: A Guide to Land Use and Public Transportation. The Snohomish County, Washington, Transit Authority, 1989. (page 1.16) Table 1.6 Welltin¢ Distance Guide for Locating Transit 8topa e nder Walkl User Norman Conditio e Mobility Impaired Under 750 feet Average Pedestrian 750 feet average Average Commuter using Park-n-Ride Lot 500. 1,000 feet from parking apace to bus Average High Capacity Transit Commuter 1,320 - 1,758 feet (1/4 - 1/3 mile) from Parking space to rail station Note: (1) The q ality of the walk is as important as the distance. Distances will be reduced by steep grade, lack of weather protection, and lack of paved, hazard -bee surface. (2) Distances me measured by actual walking distance - put in a straight line. Source: A Guide to Land Use and Public Transportation, Volume I, the Snohomish County, Washington, Transportation Authority (1989). (page 1.20) 52 R hibit 2A (Continued) Transit/ a d Use Relationship Report Table 4-1 Suitability of land Use Model Formalations for Analysis of Different Policy Scenario$ Policy/Model Southeast Florida Lowry- Type Putman- Typo Rcovomic Equilibrium Allowable densities very suitable very suitable very suitable somewhat suitable Fixed caps Restricted activities very suitable somewhat suitable very suitable somewhat suitable very suitable somewhetsuitable somewhat suitable somewhat suitable Different growth rates somewhstsuitable very suitable very suitable somewhat suitable Major development somewhat suitable very suitable very suitable somewhat suitable Changed control totals very suitable somewhatsuifable somewhat suitable somewhat suitable Concurrency somewhat suitable somewhatsubable very suitable somewhat suitable Vested rights somewhat suitable somewhat suitable very suitable somewhat suitable Transit improvements not suitable not suitable very suitable somewhat suitable Highway improvements notsuitable not suitable very suitable somewhat suitable Tax policies not suitable not suitable not suitable very suitable Interest rates not suitable notsuitable not suitable very suitable (page 4-7) Exhibit 2.b The Competitive Future of Urban Passenger Transport Paper Presented by Wendell Cox &Jean Love to the Third International Conference on Competition and Ownership in Public Transport Toronto, Ontario, September 1993 These trends are moat pronounced in America but web per mile -- en annual productivity lose o[ 3.2 Introduction have advanced wrisidere6ly in other nations as well. perant.(26) (See Figure 2J Competitive ties Throe hoot the develo ed world urban g mnuatry coats have declined 0.7 per ceNtcearmuelly g p peasen er For decedea Americana have moved from the 1970, and 2.3 perant mnuelly tramport continues w lose ket share b the deruely eetded dries b more epauous eubmba.(12) deregulation m the early t980e (illation ed� tad). a Wmobile despite its potential b reduce air Thie trend -- moat apparent since World War II -- Moreover, passenger tramport productivity Gas polluting energy use and traffic conggestion by dually began in the early 1800e end created a declined sharply, while productivity in Ner attracting ridership `tram the autmpbile, distinctly American lifeetyle(13) based upon transportation mdmtdea has improved. (See This the factors behind detached single-family homes with front lawns end Figure 3.) paper esaminea paeeengm beck yards. transppoort's continuing decline and concludes Net a Passenger transport costa have risen eo ntdbuting cause t that market diedpline is The wnvenGonW forma of passenger tramport -- aubabnBWly that the coat of movingg passenger largely inoperative. UNeae end until pasaeriger high wpedty rail eyetma and large buses -- ere at ne mile ie now nearly three times that of the transport ayetma are subject b compettive particular disadvantage in serving the more a Wmobile. (See Table 2). Despite perceived coat market diadplinee, their relative decline ran be decentralized travel markets Net have emerged. advent�gqes, puhGcpaaseng r transport as it is expected t wntrnue. Yet, public tramport eetlmritiea have generally produced in the US is much more cosily Phan tmue[ failed tde�ign xrvicea for Neae emerging market by putomobife.(27) Public Trmeport Market Share is Declining Convendonel passenger tramport services are most Passenger trmiepart urdt meta have escalated From 1970 t 1990, the percent a o(pwple riding effective in cerving urban cares (central titres) end around Ne world. paeaenge trm�eppoort W work (work tripP m ket central bmineae diaWcte (CBD). But Neee hare) declined by 42 percent in th¢ US. Boring markets ere of declining relevance. In Carmda, p gg tramport costs per mile rose Ne 1980e, automobiles ecwunbd for virtually all of 36 percent from 1970 W 1990, an armuW rate o[ 1.8 Ne increase in work trip travel. In 1990, 18 million Hn 1980, Ne CBD share of employment averaged percent (illation edjuetd).(28) r people traveled to work by Nen in 1980 -- o ly seven percent for Ne ten farg�et US urban the 10 ye ' growth in automobile wmmutrng rose eas. The nation's strongest CBB -- New York -- Fram 1970 W 1983, London Tramport (LT) bus more Nan Nree times Ne total number o[ people acw t for oily eight percent of metropoBtn b eecelatd et nearly twice Ne rate of trng by passenger tramport in 1990. During a Ploym nt. In Lm Anggeles, Ne CBD represent irWetron(29) Ne1980s, tramport'a work trip market share ly three perant.(14) Md the downward trend declined 17 pe c t nationally, from 6.2 percent W has continued. By 1990, more than fi0 percent of Urdt wet escalation has also occurred in western 5.1 percent,(]) and rose in just two of the 39 US emeloyymm tend two-thirds of US office apace Europe, Amtralia, and New 2ealend. tropolitan areas of mare Nan one millon people. uburban ereea.(15) (See Table 1.H2) cam to Revenues ere lees dear m Ne public sector. Indeed, Today, just ono-quartr of the American people live Nere is evidence that Ne greater Ne amount of Even Ne comtructron pf new rail Bnea and tra! dries, end the largest portlon of people -- public revenue available to passenger traruport extneiom have not reversed Ne dwfine. No US half the poppuatron —lives oubi Ne central Ne gre ter the unit wet eawlatron.(30) (See Table metropolitan area Net built or expanded urban rail is B1.(16) tdorwver, the eubarbeNzetion of both 3.) M armlyeis f the 166 public treruit agencies systems in the 1980e experienced an inveaee in re 'dances and bueinessea ie expected b (accounting f 93 percent of US tramit weW from passenger po wntrnue.(17) The trend toward ev-declinng 1979 to 1990 howed Nat Ne ter tram rt'a market share. Passenger population demitim(18) -- Ne number of people per t costa reflected Ne Ivgeat inaesaree ��e in transport's work Arip market share deceased 33 square mile -- ie wntinuin Ne traditiorml fundin 31 pe tin Portland despite Ne operdr,g of a new suburban areas ee well an%the dries. From 1950 g�( ) light rail line. Paeeeriger transport's weo�^Lnp t 1990, average demitiee for Ne central titres of The 20 percent of trmisit a that received ket share in Atlanta declined 36 p t Ne nation's 261p gent urbeaized ereae(19) declined Ne largest [ending increases also increased despite an expansion o[Ne heavy rail eyetm.(3) _„�„__. „,,,-„_ __....___ _ N' Riderehip hea continued its decline since 1990. In 1991, Ne number of tripps taken on public transport dropped W below 19701evels(4) despite a 23 percent increase in population end a 50 percent growN in employment. Reliminary data for 1992 i dicabe a further 1.3 percent dedine.(5) Total US ridership ie lees Nan hal[Net of metropolitan Tokyyo (which has one-tnN Ne total population of Ne US).(6) Similar trends are occurring throughout the developed world. IieBecting improved affluence, dutomobile wage u ruing in Europe end other eveloped me t a greeter rate then in the UWt 3tte.(7) ^n western Europe, per m08ta passenger tramport 'derehip ie decBWng in turban areae;(el Rideraldp is declining N Australia end New Zeeland;(9) end, From 1984 t 1990, passenger tramport market ehme demeeaed for two-hirda o[ the large Cmmdian passenger tramport eyatme.(10) Even Vanwuvm, BC, with one of North Amedceb moat sows fW new rail eyatms, exp rie ed a decline q�market share, r vring public offidau t eatrnn Ne wd.aom of the origiml decision a build rail (11) entire uraamzea areas deGtneO 9e perwnG(227 Aa traditional passenger tramport markets andWc, passenger tramport'e market share ehriWta ae well. Escalating Unit Coats: Mother factor that has loaeabescal tinarBe tgwab (we� a rris le of here 'ce), which have comumed funding Net otherwise wWd have been used b expand passenger transport service. From 1970 W 1991, US urban passenger trenaport Caueea of the Decline b eacelebd more Nan 60 percent ahead of 'Nation, while web per p nger have more Nan Much of Ne decline W passenger transport doubled in reel terme.(23) The extent of Nie 'deratp u Ne result of growing effluence and eceletron ie illuetretd by a wmparieon b medical changes in demogr phiw, but the decline ie care. (See Figure 1.) Since I970, pesaer�ger exacerbated by three factors: tramport ezpendi Wren have increased relative to the Grose Domeetic ProduM at approzi rely the IneR dive Marketing: Services have not been ate m medical care ezpenrbtmea.(24) bilored b changing market. Further, passenger transport unit roars rose 10 percent more than those o{medical care from 1970 Eewlatrng Unit Coeb: Operating cost have to 1990.(25) escalated above market rate. Passenger transport's unit wet performance hea WeatfW Investment (Eapedally EaiU: deteriorated sebetntraay in Ne last two decedee — Exceasively wady public tramport real cost per mile have inweesed et more than iNreatructure project have been built. double Ne rat of the previous 20 yeare. Compared b wmpetrtive indmtrres, passenger tretuport cost Ineffi tine Marketing: Urban transport market have have been even more eubetntial. Since hanged radically. Among developed mtiam, wben 1970, when public end privet wet were similar popW anon demvitiee have declined markedly, and public passenger trenaport coati per mile increased work trips ere more dispersed Nan in Ne peat. 88 percent compered W competitive boa industry t costa 48 percent on average after adjusting for ir,Bahon. The sewed quintile (based an fwdingg'n eases) had an average unit coat inaeese of 30 percent (illation edjuetd). The third quintile had an average iMetion- adjmled urdt coat increase of 19 percent. The touts and bottom quintiles -- Noee that naaived the amelleet amount of new [ending -- ayarage eWt w.e inmeaae. nr to perrent (inflation edjmted), end 21 of the 26 transit agendas where unit coats actually decreeeed were in Ne fourN end bottom quintiles. Experience hoe been similar in Canada. (See Table 4.) Ag , Ne reuse of the wet esceletron can be explerned by Ne incentrve e[ruchme. In Ne wmpetitrve market, firma seek t maximize Ne caromue t unit wet ratio W obtain Ne greatest on investment. In nomwmpetitrve nurser, such m Ne public sector, Nere is no profit motive, end Nerefore no incentive W manmtze Ne revenue W uNt wet ratio. WestefW Investments (EapeciNy Ra8) 54 EsWbit R.5 (Continued) The Competitive Future of Urban Paeaeoger Transport The annual coat of each new rider on Atlmb's rapid rail system wm over $1b,000.(36) Per peseerrgar coat on Lu Angeles' new ter rail system have been projected ae high m $25,000 annually (Ne coat pe p nger tremport peaeengar world be higher).(37) Johd Rain of Harvard Utveroity hnmg estimated trNa�Nertarmud coat pe New pp�omd Dallis rdl eyebm woWd b�more Nev $45,000.(3g) The plamdng procemee Net heve'mtified rail yy�tem� have oR.en failed b wmi� qudily alternetivu. They have routinely discounted Ne pobntid of bus dlemativea, usually by underebtir,g cepacitiu. erg � e mechani�ym for Ne of th� US Congr�eu.�)The ago pangq nger Vamport ore�readily merkleteble rbireNe r, 0 riety of passenger of Overview of the U8 Ezperievice Competitive brderirrg hm bmn slowly adopted by ppaeeexx rri�gg tremport authoritles in Ne Utted Statea.(40) Hy 1991, epprodmetely 10 percent of U�peamnger tremport bus mrvice wm petitively tendered. (Bee Table 5.) The costa o[ Ne competrtvely tendered mrvicm were miiderably lue Nm Nme of eervicm provided directly by public tramport authoritiu. (See Figme 4.) Cmpetitrve wrvicee ere Ne mot mat eflective o[I'S passenger transport eervicm. (Sae Table fiJ Pesunger traruport'e mntinuirrg decline ran be Tha five mat cmt effective U3 eyetems are either ttribubd in part to insulation tom ket foreea. mpetitively tendered ar commercid Pemenger tremport marketing is ineRetive (¢nlsepreneurid). beceme there is vo incentive m be effective. Pmeenger transport coat eacalete, because Nere ie Eighty of Ne top l0 systems ere either ce tive to be coat effectve. Peeveng competitively tendered or mmmardd. trmuport makm wasteful invutmenb, becam Nere ie no incentive b make effective investments. The mot coat effective eyatem is epprorimately n -Nird lees costly Then Ne mot coat eR tive Passenger Transport and Cuelomars light rail eyatem, 60 percent leis costly thm Na lowmt coat commuter rail eyebm; 60 percent leis Passenger trarsport can inmeam its market share cml:ly then Ne lowest met metro eyslem; end 60 only by attracting cuammere. To attract cw[omem, percent lam costly then Ne lowest met non- pauenger tremport mmt underebnd whet the competitive bm eyatem. potentid cmtomere of pmeenger Gemport - Ne automobile driven --went. Prm miry: Cmmmera want mrvice Nat ie rentiy dou b boN Neir trip origin and dmtinetian. FreQ my of Serpice: Cmtomere went b have Ne bNty b travel whenever Ney like. That meene N�t urvim moat be frequent, and it moat 6e 'table virtually dl day. M enalyda of 17 urban erem wiN repreuntetive competitive urvices indicates Net, on everege, competitive aervicm are: (See Table 7.) Nearly 60 percent leis msUy than non- competitive bm urvices. Nearly 50 percent leis wetly Nan urban rail (light rail end metro).yetema. 35 percent lam costly Nm commuter rail Speed: Cmtomera went to get where Ney are Ias Angefea: I.oa Angelo wmpetitively tendered Bourg u gmckly m pourble. As the ue�e of com titive [ends ' hee increased, �°uenger tremport route Net were threatened Pe N reneelletion u e result offimndd Irv' portent W underebnd Nat puur�g mpetition per bd packae hm aud. m faainb. Tha routes were mmspetitively tremport can reduce air pollution and tredr Bayed one 1992 survey off78 US peue g tendered by Ne dry of Lm Mga1� nd Ne county congmtion only if it entices automobile drvven eo transport competitive tendering, fewer Nan two f LaeAt�a lee in 1987 under the aupervieion of Ne itch to passerrfer travpms. Mere diversion propoeele were received, on everege, per mood of I.oe A�e(w County Traruportetion Commiuion. from automobile ra not enough. Attracting en petitive bidding (request for propmd) before Ridership on the tendered routes irrmemed 150 automobile peuengm Gam a mr pml without I985. In 1991.1992, near)yy five pro{wade were percen4 while overall pp nger treruport re wing Ne automobile from Ne mad mcompliehu received on everege. (See EYgure 4J (4U ridersNp declined in th Lae Angelo erea.(48) In n Ning. WiN respect b redutlng ev pollution and independent audit. Price Webrhouee reported: traffic mr,geetion, the teat o/Paarenger tsvruport The eurvay elw found Ne rite of a competitive en policy it rwt ham many people ore riding p ka¢ rd Ne evdlebility of publicly -owned Unit cut savings of 8D percent uvirr4a (public wets passenger hvnspor; rt a how many bwrea [o laming have an important impact on Ne were 150 percent higher tlmn wmpehbve tonsobiles passenger troneport rerrwoes from extent of mmpetitrov. Competition is greatest for b),(49) Savings on some routm were found fo ba the rood. peckagm involving fewer Nan 50 buses. For larger 69 percent, which ie unprecedented N pauenger pp ��g$���¢m (over 60 buses), Ne wmpetition ie very tramport bndering. To serve cwbmero, pemenger tremport mmt livdted here pp Pours required [o supply provide Ne urvicea Net cmmmen went end boom. Theca findrnge indiceb Net Ne many emdl M improvement in cornice reliability of over 300 p vtde Nem for no more than Ne market reb. transportation bmineeeee ere better able N percent, a 75 percent reduction in peemnger That requirm, et a minimum, inwrparetin$ Ne compete for smeller packages. (See Teblea 8 end 9J mpleinb, and virtualy the came safety entivee of the competitive market by whN Ne performance relative to Ne region a large public effectivenem of fimnrid ruoarcee ere maximized. San Diego: San Diego separates policy from paeunear tremport agency. Bm eyabm cub per mile in San Diego declined re Nan 20 percent fiem 1979 b 1993 after adjmtivg for inflation -- an ennud productivity p went d 1.6 percent(43I This coat reduction con be traced to Ne uu of competitively tendered urvicea operated by privet rerriere. San Diego hm converted to com titive tendering of bm earadce wiN moro then 30 percent of bm 'ce tendered. San Diego converted b competitive tendering et leis Nan hdfNe snood reb of employee turnover (or Ne mtard etfaition fe), arrd Nere have bmn ao empployee layot6. (The evddarrce of employee layoffs ie a MTDB poficyJ Competition hm reduced Ne coat inmeau reb of Ne public passenger transport agency Sm Diego Tremit to nearer Net of the mmpetitrve market. pCeompetitive services in San Diego everege 48 (non- t lase per mile Nan non-competitive services ompettive urvicee ere 95 percent more expeneive).(44) pe feruceroee [rorome3l porceantn n 1979 to 63 perce tyro 1990.(45) Market Strategies A number of etrabgiee exist for subjecting passenger tramport urvices m market discipline: Competitive tendering. Entrepreneurid (or wmmerciep services Independent review of major cepibl project Non-dedimtion of funding Separation of policy from operetiona Competitive Tendering Com�titive tendering ie the ppr 'eio (e public earn through a wmpetitively awarded contract. pe�atlom, and the passenger tramport pohcy g cY feaHmtm, tether Nm ape toe, mrnce. part of Ne lower operating cash hm been paaud All urvicee ere provided by bPiec cord private on b anmmere in Ne form of lower (area. peretirrg compare The k%trapoliten Tramit Development Hoard (MTDB) -- the policy board - More Nan 10 Percent of I.oa Arigelm passenger fdfille Ne relemo-f rabbet it euperviue Ne tremport serncee ere now competitively tendered. e, vamrerrpolicy, route atmauro, ens common o for publi d private cerriere. Like London uuport, San Diego hoe a routine program for :rtirrg wmpetition into ib system: Comtrucliue competition (or proauian ofaervicea will be encourvged. An annual rtaiew a(...(ron- mmpetitiue)... aeruicea (or potential contract wa d wiR 6e inrladed' the ... pkm development praesa.(42)n Denuer ggla 1988, Colorado enacted legislation y�ybm N Regions uTrmup�orfetion Dietd�etrt (RTDI,�b competitively leader 20 percent of ifs hue "a. Theceprivete providere have produced note�tZNo relatiomhip wm�und between safe yb tumaver�tln meat memureabBNe tendererebr 65 Exhibit 2.5 (Continued) The Competitive Future of Urban Passenger Transport =allyThe Dell as Aree Rapid Transit Authority gre By expended pa�verfger transport services through competitive tendering. More than 200 bases are operated under contract. Express and suburban services are provided -- types of services that are especially expensive to operate. Noneth elm, savings are being achieved, and these services have increased Dallas passenger transport rlderahip.(54) competitivelynurban tendered aall f the bus and ban red peear in Chicago, Los Angeles, Philadelphia Washington HIM, and Boston. Service quality has improved, even where the (Driver public monopoly is awarded service it previously operated noncompetitively. The tendered services division has achieved London Tmmport's beat operating per(ormance.(61) Subsidies declined from 55 percent of operating costa to 15 percent, while service levels were cressed 20 percent. By compariwn public p merger transport bus systems in Rew York, San E7anciarba and Boston carry more passengers p SOIs (t ire operating subsidies of more than Peroen Canada: Competitive tendering has been somewhat limited in Canada: Suburban services have been competitively tendered in the Montreal area for nearly 10 years. At least 100 buses are competitively tendered. tendered in Quelo Columbia,Saskeichewan, District Awtitol Capital Metropolitan than 40 Ontario, and Quebec. District (Capital Metro) provides more Nan 40 Percent g. E p e servicesthrour and University competitive Suburban o area. ere competitively tendered in New Jersey: New Jersey Transit overseas a large cour a are Express routevely to ended.CarPar area) the Toronto area. Miasiaeauga Transit (Toronto network of commercially operated services and routes are competitively tendered. Cmta per rev) conspetitively tendered a single route at provides; wine capital assistance. Private survive hour are 44 per cent law among the avings a[ m than 20 percent compared to the companies operate more than 1000 boxes. These tendered services. Caste per p rs eng mile are 60 internal cost of operation.(63) secarry more than 55 WiKon annual ppere t law and are aperoximetely 20 percent peexer�g d provide 750 million passenger beolow the seat per passenger mile of the nation's Copenhagen: The Danish parliament enacted cosine. 7Ta New Jersey commercial opemtore t efficient public bin syatem.(55) mandatory win titive tendering legislation for reprownt the nation's fifth 1 t bin system (in Copenhagenpublic passenger transport bus terms of passenger miles). U�ike other major US Atlanta: Cobb County, in the Atiente area, wed sern (4percent by 1994), and a 100 perc t ppublic passenger transport systems, the New competitive tendering to suabliah its new mandate is under consideration. More then 30 Jersey private companies receive virtually no Rer transport system. Operating costs per percent of services we now competitively tendered operating subsidies.(74) our 28 percent below those of non-competitive and savings are estimated at 10 to 15 percent. In rveces(56) In its second year of operation, addition, the passenger transport agency credits Other Internatluco/Examples: Theoverwhelming rid ership increased by nearly 40 percent, while competitive tenderingg with reversing its downward majority of bw service in Japan, Hong Bong, overall the Atlantaarea.rn transport ridership dropped in trend in ridership.(64I Taiwan, and Singapore is uubsidized. The Hong Sweden: In 1989, !roman( Kong and Singapore subways are privately Fail County, Virginia Saceleting paeaen S eo par passed legislation to operated and earn a profit. Most urban rail service ger encourage competitive tendering. In Stockholm, 20 Japan is privatel aerated and profitable.(75) trampart costa induced Fairfax County (in the percent of bur service bas been opened be Meet leas developed n tions that were not Washington, DC area) to convert its bus system on competitive tendering and some commuter rail previously o communist rely on non -subsidized competitive tendering. The county estimated that . Coat savings have been nearly 20 per cent PZnWly periledp agar transport xyatein 'ta wet wrings were 9 Percent, and the system In Goteborg (Gothenburg), competitive tendering Ren utilizing smell buwa end vamroat B has been expanded since its establishment in reduced mats Per mile by newly half from 1989 to 1986.(57) 1993J65) Competitive Rapid Transit US Specialized passenger transport services: New Zealand: A 1990 act of Parliament required Passenger traneport'a meet rapidly expanding that all yublic passenger transport services be Rapid passenger transport is t confined to rail market segment is specialized services for the provided ai rcially or through a "conspetilive systems. Cocopetitively operated bur services ere disabled and the elderly. Thew services usually pricing procedure." Christchurch reduceA its not only coat eRactive, competitively operated provide door to door estrum ("dial -a -ride" services) system -wide costs by 32 percent in the initial mund expresstomes operate at speeds equal o; superior d ere wually oppeerated with smell buses or of tenders. Competitive tenderingg f all dedicated to reil passenger transport and repprrese t the least taxicabs. Nearly 70 percent of appee 'alized services school bur serviceis also requiretl.(66) cost y sapid p Tiger transport a commove, both for senior citizens and the disabled is operated ordered coats and operating under competitive tender.(58) Other Nations: Asthepspsengertransport subsidies.(77)(Sw Table 1OJ Moreover bwways financial situation continues to deteriorate, other handle the peaeenger !Dada required in ill but Lorton: London Transport (LT) has the most nations are implementing or considering conversion a few rail orm am. reprehensive program of competitive tendering in to conspetitive tendering,' cluding the the world. Netherlands, Finland, Norway and elsewhere.(67) LT'apoliryuto Provision ofgooda [competitiuely)lender(a the and services here similar or Commercial 9arWee greater e�aemycan b sobmimderlowerrent Interco! !bout compromisingases, Chen when markets can be sewed by allowing departments, a in come rases, are allowed to bid for commercial operators W produce services, In som !lies worR.(59I coeea, passenger past services con trans perm operated rci (w to 11y (without subsidy) by private Three LT's comce e tra system itmi Nen moat complete passenger transport it urea 30 new m r k services new ace me a n can nerve markets, reports more expensive subsidized n 270systems; to operate more than 270 mules while oiler anger Passenger trmsPert services, supplement existing relamas '� service and fare coordination: m r fib service pass a that cannot t filled by publicly subsidized passenger transport services. More than 2,400 brew are competitively tendered - Transport tom service. t - 50 percent of London bases London more by competitive tender SouM Afri Black -owned minibuses ("kombi- ems•) provide commercial services to 42 percent of operate all than are operated by all US public agencies except US Black commuters in South Aftica. Avp tel New York.(60) 105,000 mintibwee with ce ties of boas 15 m 19 paci _ Overall, London Trerupart'e tom wale per mile have declined 34 percent (inflatcom ion adjusted) since petitive tendering began in 1984 -- an annua l productivity ins9 t rate of 4.5 percent Ia theyy extended March 31, 1993, bin costa were US5500 million law than they would have been if conts had risen with inflation. Since 1984, US$2.4 billion has been saved relative to inflation. The former public monopoly (London Bases, Ltd.) hen improved itr wet performance by 32 Parts productivity improvement rate of 4.3 percent As a resoil London Bmea has won competitive approximately of the services opened to Competitively tendered services carry 500 million pal N s. Among m� American bur systems, only passengers. London'a Miami: A US Department of Transportation atudy(69) conservatively wtimeted Nat 400 private u baidixed vane (jitneys) in Miami carry ea many ae 4e,000 riders perweekday--app Miami's Ue bar of heavy rail are tamed by it e biIlion dollar heavy rail a system. The jitneysti o th puoverhigh-volumeas A in competition 'N one -quarter passenger fir Arpots service. Yet lees an one -quarter p their Art her been diverted from the public eyetem. Ridership surveys Brasil: Urban areas in Bred! have heap lssdero repetitive reed passenger 4msPert. Curitabe has developed bmwey tJtat rerdw more then 300,0by ca per Y. riders peek how, 000) than a'e tow rail cerise more riders (nearly York ) Nan y reel line in the US ortrAlleggorsre cepe New York a'a p(80) wayvolumes. Sao Panaeis achieving Pea 'e peak olumow as of 30,0006 ng a central passing lane atamtions.(81) yrovidi pawing Exhibit 2.5 (Continued) general purpose motorway lanes. By comparison, further decline, and p anger tram it's work trip The Competitive Future of Urban Passenger Transport a light rail systems achieve ppask how p wronger barely gat by market share would be expected to drop another 19 in Table 11.) volumes comparable to carried a single percent m 4.1 percent ten years. (See ornway lane.(91) One of the advantages ofHOV Johannesburg: Johannesburg has built an lanes compared to rail lines is that they improve On the other hand the competitive strategies elusive busway for bones and minibuses between travel times for car pools. This makes rapid already being employed by some agencies offer the the downtown area and the nation's largest black passenger transport service available to people who Potential to reverse passenger transport's township Soweto (with an estimated population of 2 3 This facility has improved work outside central business districts. As a result, HOV it in decdne.(93) If over the next ten y , public to milLon). travel now'ly two-thirds of ridership car passenger transport agencies embraesd m petidve time and made Black -owned commercial minibus poou.(92) tendering, it is conservatively estimated thak(94) services e attractive to customers. In addition, the city has constructed two major downtown Public planning processes that are under the Ridership could increase by more than 51 terminals to handle the large volume of minibuses ccnl.rol of passenger transport authorities percent, compared in a decline of 8 percent entering the area. frequently choose rail alternatives over bm without competitive tendering ("Status Quo'). pOpoottawa: Canada, capital also communities the Won FOttawaee buewa I for competitive raptorth passenger m et" trampsttrt. ccessful new rolled more IIJJ rice' pi passenger transportnearly 16y1a00 p, ,eak hcarrying 200,000 in the Peak deify, and nearly i0's per pU how in themektively opeat ,butitb bb way is non-mmpeddvelr operated, but it male be provided through competitive tendering at lower root. Seattle: Community Transit in the Seattle area line established a competitive rapid passenger transport a has aecRnea.(an Mora than en buses ere pirated at lent an than per passenger mile --from 3o to TO in thepercentnlees than the most coat effective rail havebe m the nation. he buses uses del costa have been small, since the buses use already dofoconstructed motorwayy, and HOv lane,. The average speed of operation a 23 valid per hour, which to competitive with that of rapid rail systems. in Houston: Humorous Metropolitan Transit Authority (MTA) was one of the first agencies in the nation to use competitive rapid passenger transport. Further, MTA is Ming competitive rapid passenger transport W serve suburban employment enters, providing expedited services to a market segment usually unnerved by rapid passenger Separatloe of podcy from operations. rycannot A pn titc agency that plena se ice d other objectively choose between itself end other orgrnulzatiois for operation of n the public even where ce provision situation by others a in the public interest. In the present sttuatton, public transport moneger have incentives violate the publicinterest.er publiand c Their career advancement,spendslike that of son cretain staff budget. Yet mmpenti m tendering redo a budgets end staff sizes. Passenger transport's work trip market ahwe old increase by 28 Percent to 6.8 Percent (retunionqq peeeen a transport's market share to above the 1980 fervel). Under the "Status market share would decline to 4.1 percent ( am the 1990 level of 5.3 percent). 106,000 new full-time jobs could be created in passenger treruport operations and administration. Additional jobs would be created in industries that supply goods and services to passenger transport. No layoffs of public employee would o our, and public agencies would still continue to provide tha overwhelming majority of servteea. Incorporation of commercial services would improve the competitive projections. A "Beet" Cate and "Worst" Case projection was at" made. Under the "Best" Case, ridership would ndera" 84orcent; under the "Worst" Case, 12 and 13.) wouldpercent. (See Tables Toward a Cutomer-Orievted Ragultory Framework A new passenger transport regulatory structureis needed, one that puts the interests of customers first. It must serve the ridem, the taxpayers, and Ne annually. Passengertranaporteervices should be structured to serve the community by reducing traffic congestion and air pollution. This quires that remove then nomwarybe spent to yyredwe a mile or hour of service, m that the highcar level of peeeer�ger tramppeor[ service can be provided. New Zealand's 1989'Iramport Act provided for such a regulatory atruMura besweys has averaged Sesa Nan one-half that of cuammor-onevtea re amry�etruMure woma new light rail systems. Separation of p oy bons operation involves rporate comp erci ea wberevm possible, limiting the else of aPbhc agencies m dthen while esbrg competitive provided y t e obaa Nose San Diego: San and an Metropolitan Transit which services ehould be provided and then cols Net are not provided by the market. The Development Hoard end San Diego County provide obtaining the services in the required quantity and ppublic role should be fa prescribe minimum servtie CAMILpetitive rapid peaean er transport service 9m1itY r the lowest mat. lave le and madmen fare levee. Public authorities through in live tench rig. Operating cote per would also re establish service standards and entry pave. er mile are 34 higher thin San Diego's light Public manager are evaluated basin upon how d n or requntinue s (period of notice required to rail line (88) but incremental construction wsta efficiently and effectively they obtain public services. begin or discontinue survive). (unlike fight rail) are minimal, because the services Policy boards are able to faces more of their efforts Entrepreasons should be permitted to operate any operate on general purpose Ines. Speeds average in policy and lees on operating issues. pert of the passenger transport a win, charging al approximately 30 miles per hour, equalling the publicly prescribbeedd tthh one ere average of less flexible commuter rail systems. Public operating deperlmentt ere converted to operator could provide service on a route,co San Francisco: The San Francisco Bay Area Rapid Neysmy oobi sold lo�thetprivete effector (through r Prescribed services not provided by entrepreneurs Transit District (BART) mesa buaee to improve access t eel¢,). These firma may cempele for tandem should be provided through competitive tendering. to its real rapid passenger transport system. When s c t{orm the epedfied work along with firma the system was converted to competitive tendering already in the market. In addition, entrepreneurs should be permitted to BART p�e tinngg t per mile declined byy 26 t (89) BART customers are able to bo d buses provide any additional services that are not inn umtiee well be and rail line termtnele end The trarrett policy organizationis five to p blicly prescribed, including tedcab service. recerv�=ti fed travel to real l line ter provide for the highest levels of transit service. Regulation of these services should be limited m fundamental matters such as safety and insurance. Other US Examples: Competitive rapid passenger The public ppoolicy body could prescribe minimum transport services are also operated on busways and se levela and maximum fare levels. Public Conclusion HOV lanes in other mmmunities. For example:(90) authorities establish service standards and entry cal ,zit requirements (period of notice required to Urban passenger transport continues to lose The Shirley Higghway eusway/HOV lane in the begin or discontinue service). market share, and much of the lose is attributable Washington, DC area carries more than 15,000 Commercial services could be need wherever their isolation from market discipline. New People Per peak hour in buses (competitive and ble. Entrepreneurs would be permitted to consumer oriented services have not been non- petitive) and car pools -- a volume operate t of th rt wo ems c established. Costs ere calculating inordinately. ceeded by none of the Tight rail Itnea outride °Dr to any part of the transit system, charging mteful capita] investments an undertaken. New York City. publicly Prescribed fares. Prescribed services that are not provided by Market discipline can be brought m bear on The El Monte Buawsy/HOV one a the Los passenger transport through include competitive entrepreneurs would be provided through Angeles area carries 46,000 people daily -- tendering, commercialp services, competitive oval of a rapid derabl re than an light rail Bne competitive tendering. trmleit services, independent approval of YY any g pen pprov major in m the US, tloth competitive and non- capital projects and separation of policy bons competitive services are prodded. Entrepreneurs would cl ding toed to provide any operations. additional services, including taxicab services, that not public lyy presvibed. Regulation would be The Lincoln 3Total5,000 people lens to the New York IinJted m fundamental issues such as safety and Where passer�get" transppoort is not ex old [° area 'ea 35,000 people during peak how on rnsurence market discipline, raw at share is likely m drop both competitive and non-competitive services, en further. For urban passenger transport to exceeding the Performance of even Brazilian have a more positive future, a necessary condition beaways. Competitive Incentives: The Potential it the incorporation of competitive incentives (market discipline). These esseaduo it passengers. ability ofbuewa yawn If the continue passengertransport trendsin theleaf reg larl totractd ublee(or m. Bthe PeHO trips decadeivin--wiNout incorporating is re regularly attract double (or more) the person trips as competitive incentives -- ridership is projected to Exhibit 2b (Contivued) The Competitive Future of Urban Paeaenger Transport Table 1 IBBObIB80 Public Perens 1tensppoo Work Trip Merkel Share for U9. Metropolirn Arear wrthrMore then One Million Resident MOPor Gnilal pa W1o880�I800rk ICMSA oltMSA�u r CbanBe 1g80.180pr [Isola ].39b .]'b 9.]A 35.eT HeneYY Rad fixtended Baltimore �2d.5R New Rapid Roilline BrSrn IO6A 1]a 126R Rail EaeMed Iv �9.49M1 Napid a Lyht Rail/w Subwoy Chvlotr 1.0'b �30.05F Chmego 16.5% 19.]% -1].oR Ropid Roil ExeeMW New Rwwvya New Rapid and @ Prpla Mover New Subuwy New Suhuwy N w Light Roil�� AN<w Subwvy New Lyht RaR New light Roil Rv➢Id RuH fizrMed e oev ].0'.! �29.1'b Table 2 Pmaonal and Public Tranaporrtibn Costa nal Publle lFensiC (Automobile) a18B1 1891 Tort gzpenditurm tin Billionel 5190.] i20.5 Urr Ezpndimnelln BilBanal 5493.0 55.8 zaee✓De0ut IM Bi10or1 E2.3 IE14.9) Urr Pry % 100.5% 2].3% Person Miles Un Billionel 3,0853 3].5 Ezpendirrn pee Person Mile 54.]¢ Urr Ezpudimree per Pereen Mile 18.1¢ 14.9¢ Tez Subsidy per Penn Mile lNomuver ra rubaidieal 0.1¢ 39.Be Higb ndimres rtimer in<ludr allpranel, bosiner, end goveumenl azp[1 iaa�eeon hugnwrelated personal endN sin vet. FF1 pods h of vT Damn Saarutws, 5eenon l5. endnNet+onat lnaolme end Pmde<t A�<cu Dent dau.enl Table9 Pubb<Traneit Unit Cr[ Inmear following Revenue Inarear: l9]9 r 1980 mn.Hon Aynsrdl Chenge in Unit CaW Pe n geof Public Ayyenciee by Funding increaseq tle (Cast per MHn tee Top 40R 2nd 2Vb 3rd 20'k Ith E05F 6lb 3091 e 50%end Ova 90g. 8T 92. 38� 09. 90tFr50�b 2]% 89F 34 0% 10%r30�k 36M 3Yp 49% 509E r ]0'b 6% fi9F 18T 125E 21'b lase Nan 096 U% 3S 33% 29R. Average Ciwyer Urdt Coate 48% 3trh I99F 10% tOT� PFemm foul Y u 1880 ample of 168 Publr trenut agendas a<runtinq (or moo then 93 heavy ru1)uS Peeaeneer neneport operedn8 arts (morr bus, el«taie We, light nil and Tabb4 Re�lstbo; hip of New Revenue for Opernivw to Ch¢nge in Cael par How eW Awer.ge Increas ry Revenues AvenN Nymhee of 'ltami[Ae Change in (Faperce andq Inc Tnveil IlMstiwd0peu�lq 9ubsinea BybeMieel Con A[enciee in Anln¢ per Hvur Category a2o5F end Over a34.9% s6.3'.p r a18.9'.z .8.]'b a3.5R De<rere S.8'A� =2.1M1. 5 Bmnple or t]lerg end medium sized public Veneit agenair Celulard tram Canadian Urban Trenen Aswdeuon ICUTA) der. Extent of ComYYpelitive Operstlon•In UB Metropolitan AreeF IBBI in II881 0pervttM Melenpollrn Ares Above 40% Austin Miami 30%to 40% New Ych Snn Diego 20m r29'S Da11w�Ft WorN Denver Houston MinneepoluStgPaeul 109E r l4'F Iws Sgn Fren<uu Ne�uv Ork bmr8'b Atlanr 0elHmere S¢CmNmr SeaWe Wrhington, DC IBerd on Number of Burn 'Competitive Tenderingand Commerdel5ervi¢r. Table 8 U9. Public Trensport Cwtper Perwnger Mile Top 608yrtemm I6W Rank 3rte 6Yerm Type Cons ��� CA 9enePnnau�mr-0d�en Gar TD <5 MB CA San Ou �r < MO�Cf 25.B2 4s NY uterr[[yy one i4in<.r MO zfi.]a 4] IL Der P4inae�No 9ubmb TD MO 2].OB 48 CA AOenr: Cobb County LATE) MB-LT Ri.25 NV New York-MTNR CR 50 N3 Newark-NdT COR CR 2].64 T CR.mPamtmuGr rail m "e;LR•Bghtmil,nu�mpatlOw;MB- �Codr: rbua �e1; RR-mre om�vbus�mmpetinve;M&CO. motor boq oMB ^L�'To. anlnpreneu eu , pehb Prop sale per Competitive Procurement by Year Years Peoposale AverotPmpoul• 18s4.na Berme B l.e 1985 � 198E 14 1.1 198)�1988 1] 4.2 1990 20 4.0 1891 � 1992 4.] MI ]8 4.0 Sourume: Wend 0oeuiaeneo Pu6lk TYawport Co ih ;e�rmMgmg New Zealend� Auur�vlwt vrW Connrumnl Eumpe, 10eI1wi11e, IL: Wendell Cor Co�Kuulmney, Augwi 19921. 68 Eghibit 2A (Coutimued) The Compelltive Future of Urbev Paeaeager Treueport Cumpvlwn of ComPolitive Public Y4vnvil Cwte Per PewnBer Nile to Non�Cwmpelltive Coale In Same Urban Arve: eBll CamPelCwt S 7i9a_{etpmppe{W[s Swte wPomtitive Bue Ra91EhPai�mmRa11 WA SeeNleSnohomieM1 CoIATE) NJ Andemy line£ 9.9¢ 3d.0e dd.3P 2].SP T% Austin lLaidlawl 11 TP 3?OP TX Nowlw (Greyhowdl 11.iP 3L4¢ IN Chiwgo�Hemmnnd Yellow 11.8P 13.2P 2?8P Id OP CT Nmtford-Contrvure 15.8¢ d3.6¢ CA $ammrm�Y010 Co. t].2P d? 3¢ 3].3P RS Ranue City Johnwn Co I0.2P 586P NWbureh�Bwver County 18.2P 3B3P dd.OP NY Syracuse-Contrecmn 2L90 59AP CA W Mgelee�Contrecun 23.OP 3d.3o SB.da IA ew Orlew�Weet IATC) 35.]a 25.0¢ CA San OiapConencbn 25.8P 90.2P II.Te GA AdanW. Cobb CowtylATEI 2T.9P 3?TP IT.dp AZ PM1oenv-Contracun 28.9P 31.9P CA Sm Frmcimo-BAAT II.tiJlaw 3L9P 45.3e 2t OP 1i.dP MA SDring8eldCon[rnmon 33.0¢ 486P Compvaliw Factor 1.0 4A 1.9 L5 Nn more£ w ane nmpetidr syewm shown Poe urbm vee. Bourne: edeml PDeung<. Tnwyort Adminulretun Semm� l5. Table B Number of Propowla by Siw of Compatltiva Procurement Oceraton Probe PUM1IIc A ev Prwldm Avervge� mbar if 0ueee �lv ProPwaleAreeof Pmpo PwPowb o W SO and Over 1.0 10 3.6 30 m 69 l2 d.R I2 d.8 FewerNw lS 3.] 50 All 45 39 93 d.2 Source: Wendell Cw Cowulmn ' Tern MORm New 2:almd, prwiN Ame�nmPg. Auelmfw, and Cw��ef &: mpe,IBe111eH1b�14 W ndell Crory CowulmncY. Auguel 19921. Table IO Cost per Pawner MDe for Rapitl Tnpail aM Llghl Rall =nge. Mne CCPiIaICwt a Loweal Avenge f gerviee Bue .parades OPoreting COM S Typao yMOVI• Caal 9Yatem f PHI Competitive Bw .1 18P IOP 26.1 Commumr Bail 00% NIA 28P 15P 30.9 Rapid Bail .S13% 33a tiP 23.d LightRul a49d% 42P l3P 13.T Non�Compedtive Bus .0%-I00% 63e ]e 26.1 •NOV: MRh acupmryvahielelwwforev pooh and bows. Cepiml male ere leuleted per pwen8e D. Derived from Federel Treneil Adminutretion, Section 15 and Sm DieBo-MTrH data wd John Rain, Ror Gitlell, AmriG Dw:w Sm0ay 'el, Teur Summerville, end liu 2hi Iwrewing tAe ProduUiuiry c/Uw � tun' UAon Tmvpareolbn ln/ A�'eMingmn, DC: US Deperwanl of v Trmeporrtien, Federa114wit Mminiebedon, Technology Sharing Pnrgram, Jmuury 18921. iAelPoienlial for lncrtwing Pawnger Tr.nepo Service and Ueege through Compeutive Tmtledng: IO Ye.n 911Mh Yw� C tON Yetuly 8wlu R o Milr of 9eMr 2.3 Bi1Bon d.0 Bi18w a]4% GAPn(</nm 1991 W.4% .y4% BB Bil4on ]0.90illion a64% CAa�/rom 1891 S% a51% Av PewngerFw 684 �189F Cna�e/rom t99t 282%P a NO CADngr New Full Time Job 800 106,500 alABti% cbn,Me /rnm la90 w.4% .s9s% Work Trip Mu4et Shw d.l% 6g% .81% CMngr {rom 1990 .YT% a28% Piguree rounded, partentagx hued upon actual dew. Arumptione in and note. Table I2 Uwga lhrotugh ComnpeNt�vo ieoder q IO YeaPoirt� ICCue B1oiA Yuur C_blr^ T^�.` InN Yev 9wiue@uo Milr of Serviw 2.9 Bi1Bon 3.5 Billion a54% CAange (mm t991 a0.4% w51% Paurgan 8.6 Billion B.T 'lliw 9w5f% a31% CMnge /nm 1991 li% re AVC�gery J8% rorom 1991 e21% No CAoB�P New Full Time Job T:isva a8.806% cApege! m t990 w:i% Work Trip Merkel Shw 4.1% a3t% CMnge /mm 1990 sPR. t4e6 Table V Maumptiona, Except 0.38%new pewngen ewumM for eed: new t permnt N Table 19 The Pnrenu.l ror merv..ing P.wmger Trm.pon Bervlw ma Usage lhnugh Compelillve Tendering: 10 Yearv: "Beal• Can elates Quo C.r agl Ut v Compared w ION Ywr 10w Yev 8 tw Quo Milr of Servin 2.3 BiIBon d.T BiNpn .104% cmrga/ 1891 w.4% .105% 6.6 Billion Id.] Billies .122% CAarrvyw /rom 1891 Sm .d4% AvCAneiye �IB% (rom19 1w 21%P •800 No Gh wP New Full Time Jobe 160,]00 a18,93096 CMr:ge from 1990 a0.4% H3% Work Trip Mehet Shw 4.l% 8.2% el9Y% CAorye /mm 1990 .28% a8% Tebla V Arumptiow, Eampt L00%new pawngen wumed far eed new 1 parrot in Exhibit 2.5 (Continued) The Competitive Future of Urban Paseeager Transport Figure 1 Figure 3 Change In Inflation -Adjusted Coate per Mlle Transit and Intercity Bus: 1950 to 19N are loan Federal Transit Administration and sustains Coammame Commnalon95 t880 Figure 2 1970 to 1990 Increases in Prices Clothing „%+v^109% Entertainment -' a'-`E+7179% Private Bus 1 so% Producer Prices §Y!~.uy."'.2i3m% Transportation y. .. General Inflation "".i`t:5»:'R.'t;':)'!'+. zzzx lioul 253% Energy 'E' Medical Cara .. <3'?. ,._ :.. 37 Public Transit MN=P,'kr aa, . k.Y,Y'1429x 0% 100% 300% 400% 600% Change In Productivity Transportation Sectors 19M to 1990 -T5% -50% -25% 0% 25% 50% 75% Water Freight w 39% Rail Freight ve.,{°i�,5{'bald64 7 % Intercity Truck "{Mp1'.i. t6% Amtrak 8 14% Airline 6=5565aM 35% Prvate Bus OW 12% Figure 4 1991 (Bus) Operating Expense per Mile by Size of Agency 1991 Section 15 data E6.00 E5.00 E4.00 53.00 Ez.00 Ef.00 E0.00 iMa 25 25-99 100.249 250 arc Size bl Trenait Agency Over g Directly Operated a Contracted Service End Notec: Amaral Iive in central cities, and 24 percent live 1. Alan E. Pimareki, New Perapeclivea in Commuting As Calculated from Canadian an TretMit m rural areas. Fed ngto DC: US De partment of Treas2'Istitry Association data. Federal FI ghway Administration, Office of Highway 17. John D. Kilmartin, People and Jobs on the Move : led'ormation Management, July 1992). Market inhere 11. "Vancouver Commuter Rail Losing Out to America's New Spacial Dynamics, Paper presented f tmda (0.11 percent) are included by the Census ar a Autos," Daily Journal of Commerce (Seattle, WA: to America's New Economic Geography form of public transit. The taxi share has been July 27, 1993) quotes Vancouver Mayor Gordon (conference), Rutgers University Center for Urban subtracted from these figurea. Campbell (who is also chair of the Vancouver Policy Research, Washington, D(6, April, 1987. 2. Half. Also derived from US Census Bureau data. Tra�iloeponal Transit System) and BC Mirdatry of rt Officials. 18. Some low -density areas are Increasing population density as in-fillinfThs dose in 3. Calculated from US Cemus Bureau data. 12. scorer city population density declines were not represent a trend toward dendfication; which masked for decades by growth in other would require Is her demitiem to be achieved in 4. U.S. Department of Transportation, Federal neighborhoods within the city limits. For example, already developed areas. Transit Administration, Section 15 data (FfA a city Philadeiyyhia wards reached their peak Section 15). Data is for the four primary modes of Populations; in 1830 according to Kenneth T. 19. Includes those urban areas with greater than transit: motor bun, electric bus, rapid rail, and Jackson, Car rocs Frontier: The Suburbanization 500,000 population in 1960. light rail (street car). of the United States, (New York, NY: Oxford University Prase, 1985). 20. On average, the cities added 53 percent in land 5. According to the American Public Trareit area and decreased 12 percent in Population. Amocietion official ee reported in Bill Samson 13. The cities of the US, Canada, Australis and 'RTA has Miles to Go to Re pure Loat Riders," New Zealand historically have been Iese de�uely 21. These suburbs added 262 percent in land area The Plain Dealer (Cleveland) June 28, 1993. Populated than comparable cities in Europe, and 174 Percent in population. anfor a ggrere ter proportion of the Population 6. Calculated from Chris Bushell, ad., Jane's to or detached aingle-family dweltngs 22. Land area increased 179 Percent and Urban Transport Systems (Coalition, Surrey, UK: 6 ded by lawn and perch . The American population increased percent. Jane's Information Group, multiple editions). rensidential"lifestyle' is evident in these countries, although sub urbettization ofjobm end retell is 23. There has been same moderation in the rate of 7. See for and re, John Pucher, "Capitalism , occurring at a slower pace than in the US. acre m transit costs in recent years as a result Socialism, and tgrben Transportation,"APA of constraints and the threat of privatization. Unit Journal, 278, 2, 1990 and Charles Lave, "Those 14. Peter Gordon, "Myths and Facts of Nation's mats remain far in excess of the market rate and Unstoppable Automobiles: Do What We Will Transit Policy," Policy Ins; his No. 131(Los productivity remains below standard. People Are Going to Drive Their Own Cara," Angeles, CA: Reason Foundation, October MD. Washington Post, August 15, 1992. 24. Analysis of data in the Government Finance 15. Joel Garreau, EdgeCity: Life on the New ties (Washington, DC: U.S. Department of 8. Review of trends since 1983 in 20 major Frontier (New York, NY: Doubleday, 1991) and the Commerce Bureau of the Camara annual) and international when areas (national capitals and National Oftw a Markel Report (Houston, M Office Trends in Healthh Spendtng: An Update metropolitan areas of more than one million Network, 1987). (Washington, DC: Conggrr of the United States, population)Calculated from Chris Bushell ad. Congressional Budget Office, June 1993). Jane's Urban Transport Systems (Cuuladon, Surrey, 16. Data from the 1990 US Census, US UK: Jane's Information Group, multiple editions). Department of Commerce, Bureau of the Census. 25. Jean Love, "Maas Tramit: A Barren Promise," 9. Ibid. By compar ison, slightly more than 25 percent of Across the Board, The Conference Board (New York, NY: July -August 1992) 55. FTA SecBon lS deW. 56. National Urban Mass Tronsporalion Statistics' Section IS Annuaf Report (Washington, DC: US Department of Trensportet[on, Federal Trmrait Administration, 1992). Exhibit 23 (Covlinued) 41. Wendell Cox ComWtancy in association with The Competitive Future of Urban Travorn Morrgg n New Zeeland, Competition in 65. Bjam Mdereen, Tendering in Smndiravia: Passenger Transport Overasaa Pubfk Twneport@`a andrCo ti�ta�� Throu h e��un/gla: Sus delivlered N aTh:rd 2fi. Bead upon difference in coat per mile trend. E rotx�nBel�lle�IL: Wendell Cox Corwdtancy, InteroetionW Conferenao n Comppeetition and August 1992). Ownership in Surface Passenger'ltevpori, 27. Wendell Cox, Jean Love, and Samuel A. ToronW, September 1993. Bmnelli, The Livable Amerimn 'City:"Toward an 42. hale from Metropolitan San Diego Short Range Enuironmentef/y Frkndly Amerkw Dream, Paper Tmnsit Plan Fy ]994.200/, Metropolitan Transit 66. Ian WalRe, Compe(ili�� TeMering in New pp aented et Environmental Strategies fore Development Board (San Diego: June 1993). ZedarW: Evolving Policies and Experunce, paper Proeperoun World: 7'he National Leademh'P delivered et the 2nd International Coherence on Summit on Ne Envirorwent, Enmgy, and Natural 43. Ibid. Privatization end Deregulation in Passenger Resources, the American Legislative Ezchange Trmrspori (Tampere, FWend: 199U. Counril, Perdido Beech, AL: Apri124, 1993. 44. Ibid. 67. See Bj9rn Mdareen'e pa r, Workshop 2, same 28. In 1990, calculated from 19T0. New service 45. According W 1990 Urban Mass Transportation olume and Wendell Cox and Jeen Love, meted et the 1970 rate in 1990 dollars. Adwdatretion and San Diego Metropolitan Treriait Interratioraf Ezperknce in Competitive Tendering, Development Board data, the ody large bus end rail paper delivered at the 2nd InWmationel 29. Dep rtment o[Trannport, Scottish yetem (or bus only system) in the US wiN a higher Conference on Prvatization end Deregulation in OfBcdWelah GiBCe, Buaea (London,UK: Her fare recovery ratio wee New Jersey Transit. Peeaenger Trmupori (Tampere, Fudand: 199U. Myeaty+e Stationery Office, JWy 1984). 46. I•TA Secton 16, 1991. 68. Carole Cooper, Robin HemilWn Harty Meshebela, Shaw McKay, EBzabetSt SidiropoWoe, 47. Comparison of San Diego Transit rate for Clare Gordon -Brown, SWart Murphy end Colefane paublio-privete competition with iis sari -competitive Markham Race Relations Survry ]992/93 te. Assumes San Diego Traruit public -private (Joharmeaburg, South Africa: South African comletition rate [or additional bus services. IriatituW of Race Reletiom, 1993). 48. 'Bus Service Contnuaton ProjecR' Private 69. Urban Mobility Corporation, KPMG Peat Sectur Brkfa, Vo1.4, No.6 (Washington, DC: US Marwick, and Suhheah Mundle, The Miami ✓ilnrys Department of Trmiapor(alias, Federal Tramit (Washinr�ggtWon, DC: Department ofTrmuportation, Adminstration, Offceof Private Sector lniBativen, FederW'hm�m'tMmidatration, Office of Private JWy 1992). Sector Initiatives, August 1992). 49. Price Waterhouse, Bua Servke Continuation 70. Ibid. 31. Melynis based upon ample of ell 1661ergeet Prgpct Fisco[ Year 1988.89 Eudra[ion Report (19917. transit agendee for which national date ie available 71. Van and Car Seroke Iaeue A� cling NYCTA for 1979 and 1990. Sources include the US 50. ]U'MG Peet Marwick in 'etion with Sum Operatiorta, Metropolitan Transit Authority Depmtment a[Tranaporfation, Urban Mess Mundle & Aaeociatee, Inc. end Transportation (New York: January 1992). Transportation Adminstration Section 15 Reporting Sup)rort Grout/ Inc., Denver RTD Privatzation System and the American Public Transit Association. Peril rice Audit Update: July /990 -June 1991: 72. For more iNbrmetion, see E. S. Sevae, Sigmd FiralrReport. (November 1, 199ll. Creva, end Rey Sparrow, The Private Sector in Public Turnsp�nation rn New York City: APofiry 51. Ibid. Perapectiue, (New York, NY: Imtitute for Trarupo talon Systems, The City Udvereity of 52. Jean Love end Jim Seal, Competitive New York, 1991). Contracting in the US: Overcoming Borrurs, Paper presented W the Second Inlemetionel Conference 73. Seth Faison, "Bus -Fare Cute Feil W Lure Privatization and Deregulation in Passenger Q een'n Riders: Private Vane Thriving Despite Puce Trmiaportadon in Tampere, Finland (June 199D. Preeame; The New YorR Times (November 29, 1992). 53. KPMG Peet Marwick in eseooetion with 74. Melyaia of National Urban Mass Tronaporta- Mundle & Asapocistee, lnc. and Transportaton (ion Stotgia[toka: Section 15 Mnual Report 1990 Pe rlprmanca Audit f/pdate:r✓uI�1990at✓une ]99I: tioq Federal Traria tAdm�tmii 4ationr 991).�M 33. CWculated from U.S. Cerinue data. Fina4 Report. (November 1, 199D. 75. Calculated from Chris Bushell, ed. Jane's 34. Federal City Counnl, Transit in the Nation's 54. Natioraf Urban Maas Transporation Urban Transport Systems (Codedon, Surrey, UK: Capital: What Lies Mead (Washington, DC: US Statistics: Section 15 Annuaf Report (Waehir,gtan, Jene'e INbrmation Croup, multiple editiooe). Depmtment of Transportation, Urban Mess DC: US Department of 74easpporlation, Federal Trennporlation Administration, 1986). Trmrsit Admidstration, 1992). 76. Ibid. 35. Don Pickrell, Urban Rail Transit P jecta: Forecnala versus Actual Ridership and Coats (Washington, DC: US Department of TransporWBon, Urban Mass Trenapartation Administration, 1969). 77. Only commuter rail xrvicee operated (eater then competitive bus rapid trevit services. However commuter reB eyetema normally drop downtown passengers off eta single s� eobua raq�ceagmroulate nthe downmwn�area meldng 3fi. The Oeredox is that many ppeeople ride ABanta's many trevfern unnecessary. It ie reasonable to r '1 eyatem -- almost half of Allen W'e trariait 57. 'Contracted Bus Operatiorn and Maintenance: Net ezpress bus peeeengere travel et ridership is on its rail system, yet overa6 Uipn on Ne Feirisx Countyy, Virgo ;Private Sector Briefs verdl aver�ga speeds et lase[ u greet m Nose of transit eyetem have increased lees hen four percent (Washington, DC: US Department of Transports- muter rail pessengere. Commuter rail operates ce Ne rail ayetam opened. (see John Kain, Bon, Urban Masa Tranippoortatlon Admidetretion, n der either electric or diesel power. Deception in Doflas: Strategic Misrepresentation in Office of Private Sector Iru'tiativea, June 2, 1986). Reif Transit Promotion aM Evaluatmn, APA Journal 78. Car pooling declined eubetenBWly in the 1980e. (American Plarming Aaaociationl, Spring 1990). 58. Ibid. During that period little publicm eetment was applied W build H6V lanes end other fec0ities that 37. Caculated from Roger Snyder end MWnio 59. Annua(Report 1992/93, London Transport would have provided afetter Wpfor car pool. Villnrsig "CommuBng on the Backe of the (London, UK: 1993). Poor," The Loa Mgefes 7kmes, November 27, 1992. 79. John Kain, Roea GitWll, Amrite Dertiere, 60. Nick Newton, Competitive Tendering: The Sanjay Daniel, Teur Summerville, end Liu Zhi, 38. John Kein, Deception in Dallas: Strategic London Experience, presentation to Ne 3rd Increasing tAe Producliuify of the Nalion'a Urban Misrepresentation in Reif Trarvi[ Promotion and InWmetionel Conference on CameP titian and Tmnaportaeion /n(raetructure (Washingon, DC: Euafuation APA Journal (American Plarmir,g Ownership in Surface Passenger 7Yaruport US Department of Trmuportation, Federal Trmuit Association}, Spring 1990). Kain uses a 6gu of (Tmronto: September 1993). Administretion, Technology Sharing Program, $185.60 per round trip rider p da a, which has January 1992). been annualized in Na tezt. Kain timetea that 61. Annuaf Report /992/93, London 74aneport Ne proposed rail eyatem would attract ody 6 500 (Lo�.�don, UK: 1993 ). 80. Calculated from Chris BuaheB, ed. Jane's ew [remit Wpa dolly which is epproaimatejy one- Urban Transport Systems (Codedon, Surrey, UK ne thousendN of Dallas County'e more then 5.5 62. Above analysis based upon date from London Jane's Id'ormation Group, mutiple editiova). rtdllion daily person trips. Transport Annuaf Reports (multiple editior,a), Jahn Hibbs, On the Move: AMarket (o Mobility on [he 81. John Kain, Roes Gillell, Amrifa Dartiere 39. Wendell Cox end Jeen Love, Deaiguing Roads, Hobart Paper 121, Irutitute of Ecenomic Sanjay Dedel, Taur Summerville, end Liu 7.(ti, Cocopetitive Conlractir�g Syatema For The Public AffWra (London: 1993), end Buaea (Parliamentary Increasing the Productivity ofthe Nntion'a Ur6w Good: A Review ojthe U.S. Experience, paper White Pepe ), Department of7}amport, Scottish Tmnaporlation Infrastructure (WmhingWn, DC: p aented W Ne lntemationd Conference on Bus OB'ice end Welsh Office Her Majeaty'e Stationary US Department afTrmuportation, Federal Transit Own hi d Competton in Thredbo, New Office (London: 1985) end Natipnaf Urban Masa Administration, Technology Sharing Program, South Wales (1989). Tro.nsportation Statistics: Section I5 Mnuaf January 1992). ReF�ort (Weahiriglon, DC: US Department of 40. For a description of the reasons far Ne slow Tramaportation, Urban Masa Trmrsporlation 82. John Kein, Rona GitWll, Amrite Dadere cceptence of wmpetitive contracting in Ne US, see Adndnutration, mdtiple editions). Sanjay Dardel, Teur Summerville, aM Liu ZVri, Jean Love and Jim Seel, Competitive Contracting Increasing the Productivity ofthe Nation's Urbw in the US: Overcoming Barriers, Paper presented 63. American Bus Association, Tmnsit Times, Transportation Infrastructure (Washingon, DC: W Na Second International Conference on (Washington, DC: April 1990). US Department of Transportation, Federal 1}ensit Aivatuetion and Dereguaton in Passenger Admimatration Technology Sharing Program, Treruportetion in Tampere, Finland (June 199ll. 64. The Danish Model: Competition and Quality in January 1992).� Public Transport, Havedetadeamredets Taldkaelekab (Copenhagen: 1992). 83. Malyaia of FTA Secion 16 date (199ll. sl Exhibit 2.5 (Continued) Stales: AWhite Paper (College Station, TX: Tema percent per year. (1978 is wed, rather than The Competitive Future of Urban Transportation Institute, Texas A&M University, 1979, to eliminate the impact of the 1979 Passenger Transport December 1990), reports that new light rail lines gasoline allocation crisis, which narrowed 84. Calculated from Commuter Rua Service: To[al achieve from 500 to 2,600 in peak hour person trips. transit ridership temporarily. Use of 1979 date would overstate the extent of transit's Coal sit, paarisen air (Lynwood, WA: Community 92. Dennis L. Christiansen, High -Occupancy downward ridership trend). Transit, Janvery 8, 1986). Vehicle Syystem Development in the United States, 85. Calculated from Metro Contract Service: An (college Station, TX: Texas Transportation 5. Under Public -Private Competition: Institute, December 1990). U to (Lynwood, WA: Community Transit, June a. Operating coats would decrease at the 1 , 1985) and National Urban Mass Transportation 93. Motor bus, electric bus, rapid rail and light rail national competitive bus industry rate from Statistics: Section 15Annual Report 1991 (street car). 1979 to 1990 (a rate similar to the annual (Washin¢to .DC US Department of Tmsuporte- decrease rates in San Diego and tion, Fed I Transit Administration, 1992). Minneapolis -St. Paul, where public -private Assumptions: competition has been implemented). 86. "Houston- Competitive Contracting Update," Private Sector BriDepartment of 'ra sport (Wastion, F �gmto 1. Overall operating revenues (subsidiesinflation io and (area) b. Average passenger [dies would remain DC: US Department o[Tranaportation, Federal would continue to increase a the illation adjusted constant (inflation adjusted). Transit Administration Office of Private Sector Percent to 1990 national rate (eDDroximately2 Initiatives, March 1993). percent annually). c. Savings and higher fare revenues would be 87. National Urban Mass Transportation 2. Services would be subjected to public -private used to establish new services. Statistics: Section /5 Annual Report (Washington, mpetition at a rate no greater than that of natural d. New transit employer t would be created at DC: US Department of Transportation, Federal employee attrition (there would be no layoffs). 0.8percent for each 1.0 ppee t increase in Transit Administration, 1991), wer. .This assumes that the new 3. National job growth is assumed to be 14.5 competitive services would be more productive, 88. National Urban Mass Transportation percent, and tra sit's work trip market share is requiring fewer employees Per unit of service. Statistics: Section lS Annual Report(Washington, estimated by applying the change in overall DC: US Department of Trans ortation, Federal ridership to the increase in national employment. 94. This projection asumses the we of public - Transit Administration, 1991). private competition with conversion at a rate 89. Based u o 4. Passengers would increase at 0.69 ppee t for ppraminately one-iralfthat of natural employee upon comparison n of first years h 1.00 Percent increase in service (read u n llrition. More favorable results would be obtained competitive rate per hour to previous year's non- Michael D. Meyer and Eric J. Miller, Urban 7rraans- by using a higher conversion rate relative to competitive rate. po ration Planning: A Decision Oriented Appp h, employee attrition, and by incorporating McGrew Hill Book Company (New York: 1 84 ). entrepreneurial services. London has achieved 90. Denis L. Christiansen, High Occupancy 1 productivityy improvements nearly triple Vehicle Syystem Develo ment in the United States, 4. Under the states quo: that of Jan Diego, by accelerating the conversion to Institute, Decemberr 1990). Transportation a. Operating Be W public -private competition. pare '� coals per mile would continue to increase t the inflation ad)wted 1979 to WENDELL COX CONSULTANCY 9l. According to Cambridge Systematics with the 1990 national rate (approximately 2 Percent P.O. Box 8083 Urban Institute, Syriac, Inc, Herbert S. Levinson, 1990 Belleville, Illinois 62222 USA. Abrams-Cherwony & Associates and Lee & Elliot, (St. Louis Missouri -Illinois Metropolitan Area) Characteristics 0 Urban Trawportation Systems b. Average Passenger fares would rise at the Telephone: 1618-632-8507 (Wwldngtoq DC: US Department ofTrawportation. same inflation adjusted rate w overall Facsimile: +1618-632-8538 Technology JInuir Program, September 1992), the peratingrevenues tassel. above). Internet: httpltwww.publicpurpronscomr :deal cap 'ty of a free y lane is 2,200 pe on trips E-Mail: policy@publicpurpose.com per r peek hourrhtDleen i81LnChhChristiansen, High- c. Ridership per 'le would routines to decline All rights reserved Occupancy y Development in the United at the 19T8 W 1990 rate, approximately 1.6 ��a HOUSING ELEMENT higher resale value than the County -wide average and are typically well -maintained. Miami Shores is a fully developed, predominantly residential community. The opportunity for the development of new subdivisions or major residential building projects is limited to redevelopment. The redevelopment of the now vacant site of the demolished Biscayne Kennel Club would provide an opportunity for new housing. This characteristic is evidenced by the fact that between April of 1987 and March 1995 building permits were issued for only thirteen single-family residences. The other residential building permit issued during this time period was for 16 apartments and 11 townhouses on the campus of Barry University. E1aSTIIVG HOUSING Homing Type: Miami Shores is not only residential in nature, it is also predominantly comprised of single-family detached housing. According to the 1990 Census, 86.2 percent (3,379 units) of the year-round housing units were single- family dwellings. This figure for year-round single-family units was practically unchanged since the 1970 and 1980 Censuses. The dominant single-family residential character in Miami Shores is in strong contrast to Dade County, where only 50.0 percent of the year-round housing units were single- family in 1990 and 56.4 percent in 1980 and 56.2 percent in 1970. Total units and percentage of inventory for the type of unit is shown in Table 3.1, which compares the Miami Shores and Dade County housing inventories in 1970, 1980 and 1990. Tenure: Reinforcing the fact that Miami Shores is predominantly single-family, a very high percentage of the housing units are owner -occupied. In 1990, the Census reported that 86.4 percent of all occupied units were owner - occupied; the remaining 13.6 percent were renter -occupied. Table 3.2 illustrates the difference between the tenure characteristics of Miami Shores and Dade County. In the County, the owner -occupancy rate was reported as only 54.3 percent in 1990. Vacancy: Table 3.3 shows the housing vacancy characteristics for Miami Shores and Dade County as reported in the 1990 Census. Only 251 of the 3,918 total housing units in Miami Shores were vacant at the time of the Census. The vacancy rate was 3.2 percent in the Village, compared to an overall County rate of 2.3 percent. There were 104 vacant housing units for sale, and only 35 of those units had been on the market for more than six months. The median list price of the vacant units for sale in Miami Shores was $105,600. This figure is $23,500 more than the median list price of all the vacant units for sale in Dade County at the time. Since the Census, housing in the Village has maintained a higher median value compared to Dade County as a whole, thereby showing the strength of the housing stock. Age of Housing: The reported age of housing structures in Miami Shores is another indicator of the established residential character of the Village. A significant portion of the housing stock is over 35 years old. Approximately 15.1 percent is at least 56 years old, having been constructed in 1939 or earlier. Another 62.9 percent of the housing stock is 36 to 55 years old, having been constructed from 1940 to 1959. Only 3.4 percent of the housing units (totaling 131 units) were constructed between 1980 and 1990. The average annual rate of construction during that decade was thirteen units per year. Recent construction has been more infrequent as few vacant developable residential lots remain. Table 3.4 lists the age of housing structures reported in the 1990 Census. While there is a high proportion of older homes, the homes haws generally Renter -Occupied Housing Coats: Table 3.5 compares the monthly gross rents for specified renter -occupied housing units in the Village with the Dade County totals. The median contract rent for specified renter -occupied housing units at the time of the last Census was $491 a month in Miami Shores. This was 14.6 percent higher than the median rent of $419 a month for Dade County. In 1990, 29.6 percent of the renter - occupied housing units in the Village rented for $600 or more a month. Only 16.2 percent of the County -wide renter -occupied housing units were in this group. Rentals under $350 a month comprised 22.0 percent of the renter -occupied housing units in Miami Shores, compared to 31.1 percent for the County. Owner -Occupied Housing Value: The median value of regular owner -occupied housing units in Miami Shores was $104,900 in 1990, and the median value of owner -occupied condominium units was $50,000. According to the Census, 42.7 percent of the housing units were in the value range from $603000 to $99,999. Housing units valued at $100,000 or more comprised 53 percent Monthly Costa of OwnervOccapied Homing Units: The median cost of owner -occupied housing units in Miami Shores in 1990 was $994 with a mortgage, $303 when there was no mortgage. Sixty-nine percent of the total number of owner - occupied housing units were mortgaged and the median monthly coat of owner -occupied housing units in Dade County was $796 for mortgaged units, and decreased to a median cost of $244 when there was no mortgage. Of the total number of owner -occupied housing units in Dade County in 1990, 79.5 percent were mortgaged (see Table 3.7). Again, strong property values are evident in Miami Shores. Rent -to -Income Ratio: Table 3.8 illustrates the number and percentage of rental units by as rent category and rent -to - income ratio. The median household income in Miami Shores for renter -occupied housing units in 1990 was $23,021. The median gross rent was $587. The median rent -to -income ratio was 30.6 percent. This ratio is only slightly above the generally accepted standard that housing costs should not exceed 30 percent of household income. Utilizing the 30 percent ratio standard of housing costs to household income, rental costs would be deemed excessive at $577 per month. There were approximately 277 rental occupied units, or 55.4 percent of the rental units, in Miami Shores in 1990 with rents at or below the median rent of $587. Approximately another 223 units or 44.6 percent exceeded the recommended rent -to - income ratio of 30 percent, based on median household income for renter -occupied housing units. Homing Coat -to -Income Ratio: Table 3.9 illustrates the number and percentage of owner -occupied unite by monthly owner costs category and cost -to -income ratio. The median household income in Miami Shores for owner -occupied housing units in 1990 was $47,612 The median monthly owner costs for owner -occupied housing units was $994 with a mortgage and $303 without a mortgage. The median coat -to -income ratio was 25.1 percent with a mortgage and 7.6 percent without a mortgage. This was well below the recommended cost -to -income ratio of 30 percent or $1,190, based on median household income for owner -occupied housing units. There were approximately 574 units, or 20.1 percent of the 2,852 total owner -occupied housing units which had a cost -to -income ratio of 30% or more. EXISTING HOUSING CONDITIONS Internal Conditions: The condition of housing units can be rated based upon the lack of complete plumbing for exclusive use, the lack of kitchen facilities, the lack of central heating, and more than one person residing per room (as a measure of overcrowding). The 1990 Census provides data regarding these interior conditions of the housing stock (see Table 3.10). It should be noted that data related to the lack of central heating as an indicator of a substandard housing condition was not collected in the 1990 Census and is not available in any other existing source. This indicator is not a good measure of substandard condition in subtropical Dade County, where other means of heating may be sufficient for the infrequent cool weather. Miami Shores compared very favorably to Dade County in the given indicators. Exterior Conditions and Substandard Housing Definition: Deteriorated housing is herein defined as housing in need of minor exterior repair due to deferred maintenance of roof, foundation, windows, porches, siding (including painting) or accessory buildings. Dilapidated housing is defined as housing with a combination of the above items that is serious enough to render the structure unfit for human habitation. For the purposes of this document, dilapidated housing constitutes substandard housing. The most recent planning field survey of exterior housing conditions was conducted in 1995 pursuant to preparation of the 1995 Evaluation and Appraisal Report. No unit was found to be "dilapidated." Figure 3.1 shows the approximate location of the 43 deteriorated housing units from the 1995 survey. Most of the deteriorated units are located in the western section of the Village, where renter occupancy is more prevalent. This area receives most of the citations issued through the Village code enforcement program. During 1997, Village code enforcement efforts identified several structures which are dilapidated or near dilapidated. Subsidized Rental Housing Development: According to Federal, State and 1998 local records, there are no reported government -subsidized rental housing developments in Miami Shores and subsidized owner housing in Miami Shores. Group Homes: According to the HRS District Office, there are no State family group homes, no foster Family group homes, and no licensed child caring or child placing facilities within Miami Shores. Dormitories: Barry University has 434 rooms in their college dormitories with a maximum capacity of 613 persons according to information provided by the University in June 1998. Mobile Home Parka: Miami Shares has no mobile home subdivisions or parka. No mobile homes are located within the Village, as observed through a 1995 field survey and the 1998 observations of the Miami Shores Village Building Department. Historically Significant Housing: Two recent surveys (one by the Village and another jointly by the County) in Miami Shores resulted in some 220 houses being rated "historically significant." The Grand Concourse Apartments, at 421 Grand Concourse, was listed on the National Register of Historic Places on December 2, 1985. The structure was designed by Robert Law Weed and built in the mid-1920s. The building is a fine example of the Mediterranean Revival Style of architecture and is a prominent visual landmark of Miami Shores. It is the only building in the Village listed on the Register at this time. Miami Shores has a thematic national registration area; it is bounded by Northeast 1st and 6th Avenues and Northeast 91st and 102nd Streets, which includes a group of approximately 70 single-family homes constructed in a similar architectural style that is referred to as "The Spanish Style" or "The Mediterranean Revival Style." A table listing historically and architecturally significant sites, including housing, is contained in the Future Land Use Element. Recent Housing Activity: Few vacant residential lots remain and it is anticipated that redevelopment of existing residential uses will not be a significant factor during the ten- year planning period. No permits for demolition of housing structures were issued between 1990 and 1995; there was one demolition permit issued in 1996. Additional demolition permits were applied for in 1997. Only 7 units were constructed between 1989 and March 1990 (see Table 3.4). NEEDS ASSESSMENT Projection of HouaehoZd Formation: Based on projections of population and the number of average persona per household, the number and size of households is projected in Tables 3.12a and 3.12b. It is also based on the existing residential land use pattern and construction of single family detached housing on the remaining vacant lots. It has been assumed that the group quarters population at Barry University will remain constant at about 528 persons during the 10-year period as will the seasonal population of 55 persons. The projections indicate that 33 new households will be constructed by the year 2000. Miami Shores Village will an be 100 percent developed and the number of households are expected to remain constant through 2015. Anticipated New Housing Needs: Housing needs are determined by analyzing projected population trends and new housing formation, in conjunction with a consideration of the life expectancy of the existing housing inventory. Twenty of the 33 new households projected for the year 2000 are expected to be in the high income range. Private Sector Role in Meeting Need: Thirteen aingle- family residences and 27 multi -family units were constructed between 1987 and 1995. Based on the 1987-1990 experience, it is assumed that 28 single family units will be constructed, with the balance being 5 multi -family units. At existing densities, approximately 28 single-family detached dwellings and 75 multifamily units could be constructed on the remaining vacant residential parcels. Therefore, residential capacity is a much more significant determinant of new housing than market demand. The characteristics of new housing units are expected to reflect the existing stock of moderate to upper income owner -occupied units. The multifamily units will be condominium units, targeted to middle or upper income tenants. In short, 100 percent of this need will be met by the private sector. Housing Rehabilitation: A significant portion of the housing stock was constructed between the 1920s and the 1950s. Although most of these units are in sound condition, it is anticipated that two percent of the housing stock, as it reaches 50 years of age, will become substandard and require rehabilitation or in a few cases, replacement. Of the 1,474 units built prior to 1950, 29 units may require rehabilitation (or replacement) annually. Of the 2,053 units built between 1950 and 1969, it is projected that 21 units per year may require substantial repair (or replacement) after 1995. Land Requirements for Additional Housing: The market feasibility of new residential development or redevelopment will continue to be contingent the supply of appropriately zoned land. As noted above, only 7 single-family lots remain to be built upon. Three vacant multifamily parcels could accommodate up to an estimated 75 new units. The largest potential site for new reaidential development is the nits of the former Biscayne Kennel Club. While pressure for higher residential densities may increase in the future, Mit�mi Shores does not anticipate any change in existing densities during the next ten years. A potential exception to this condition would be annexation of adjacent land which may be apprq>riate for higher densities than the pattern within the Village. Private Sector Housing Delivery Process: The market for residential properties in Miami Shores is enhanced by the quality of the existing housing stock and the attractive environment in the Village. The private sector is not anticipated to have any difficulty meeting the needs for new construction plus rehabilitation of the existing housing stock. The Village permitting process and local private financing have not proved to be an obstacle to constructing ta�o units per year of intill single family housing; land costs seem to be the constraint on multifamily and single construction; incompatible land uses (prompting the redevelopment proposal) are also a constraint on the vacant land zoned for multifamily use. These judgments have been verified by discussions with the private development community including realtora attempting to market the land. In short, land availability remains the principal problem. Factors in Housing Deterioration: In order to minimize the effects of age and deterioration, adequate housing maintenance is important. Although the housing has been generally well -maintained up to this time, a threshold point is rapidly being reached. Effective code enforcement will be a significant factor in insuring that substandard housing does not deteriorate. The staff of the Village Building and Zoning Department reports concern in three primary area=... First, multiple occupancy is creating overcrowding. Second, some structural feilurea (e.g. concrete tie -beam failure or roof structure collapse) may occur in the older housing within the next 10 to 15 yearn. Third, the greatest number of problems arise and the majority of violation citations are associated with units which are not owner occupied. Ejfectioenesa of Code Enforcement: The currem: program of code enforcement is active and obtaining an excellent record of compliance. Of the approximately 800 violations being cited annually, 96 percent are brought into compliance. Only four percent of the cases have to be brought before the Code Enforcement Board. The five moat prevalent code violations being issued, in the order of citation frequency are: yard maintenance; house maintenance; boats, campers, or trailers stored improperly; abandoned vehicles; and unlawful uses. An active and locally -supported program of code enforcement is critical to the process of controlling and preventing the spread of substandard housing. Based upon the experience of code enforcement officials (particularly with absentee owners), an ordinance that would require inspection and code compliance before each new occupant moves in should prove a helpful tool in code enforcement. Such an ordinance was adopl;ed in 1997. By far the largest number of substandard units is ;rlong the western edge of the Village, adjacent to a section of unincorporated Dade County characterized by extensive substandard units. To some degree, the same is true in the southeastern corner of Miami Shores. Thin is partly due to an understaffed County code enforcement staff. P.nnexation and thus better code enforcement in order to protect the Village housing stock is one possible solution. Sites for Mobile Homes not Appropriate in a Etuilt-Up Coastal Community: Aa a built-up community in a coastal area, mobile homea are not appropriate residential use in Miami Shores. The land vests for redevelopment of an existing residential area would probably be prohibitively expensive for this form of housing. The few remaining vacant residential lots are zoned for single-family homes; such homea could be factory manufactured structures (not mobile homes) installed on nits built foundations. Or, they could be conventional on - site "stick -built" structures. Mobile homes are more subject to damage from high winds during a severe storm event than site -built housing; therefore, the location of thin type of housing in a coastal area moat be carefully considered. Adequate Sties for Low and Moderate Income Housing: The South Florida I.ow Income Housing Taek Force has recommended that housing issues for low and moderate income families be addressed on the basis of housing markets. In Dade County, these areas are defined as the seven major statistical areas used by Metro -Dade Planning. Miami Shores is in the Northeast Dade housing market area. Median family income in Dade County was estimated to be $26,909 by the 1990 U.S. Census. According to the U.S. Department of Housing and Urban development (HUD) very low income is less than 50 percent of the median, or below $13,455. The moderate family income level is betwepn SO and 95 percent of the median, or $21,528 to $25,564. Realistically, the high coat of the limited vacant land inventory will not make the construction of new low income housing feasible; even moderate income units will be difficult to achieve; the County or State housing finance agency bond program could be helpful in this regard. Therefore, "sites" for such households will primarily have to come from the existing housing stock. See Affordability discussion below. Affordability: Families in the low and very low income ranges are not typically participants in the home -ownership market. Therefore, it is appropriate to focus on rental housing for this issue. The amount of "affordable" units has probably been reduced since 1990, and cannot be accurately determined without a current houning market study. Recent sales of owner -occupied units in Miami Shores (particularly along the western edge of the Village) indicate that there ie ample housing for moderate income families. But some form of subsidy is needed to reach most of the very low and law income brackets. This can take the form of Section S "existing housing" certificates Tor renters and County CDBG rehab loans to owner occupants. Licensed Group and Foster Homes: Miami Shores realizes the value of placing such facilities in reaidential neighborhoods. However, it is important to avoid undue concentrations, and that their scale and appearance blend into the neighborhood. Therefore, Village regulations should and do allow group and foster care facilities only in reaidential areas, with the following limits: no more than six residents per facility, similar facilities may not be located within 1500 feet of an established facility, and each facility must maintain a residential appearance appropriate to the existing neighborhood character. All other applicable municipal, County, and State regulations must also be satisfied before local approval will be granted. Historically Significant Housing: Efforts toward securing additional designations on the National Register of Historic Places or locally -designated landmark list should be pursued by the Historic Preservation Board. The Board now reviews all permit applications pertaining to buildings on the local landmark lint. 65 i U P': MIMMI WIMMITOMIT:3- Y{T�f�37Rd31:?S37F1;{L�;tF.S�fTRf F.T:GFi�F71{lTii. e3, •i. ,3: Table 3.1: Housing Inventory, 1870, 1980, 1990 Miami Shores 1970 1970 1980 1980 1990 1990 Type of Unit Units Percent Units Percent Unite Percent Single Family 3,074 88.7 3,415 88.4 3,379 86.2 2 to 9 Units a b 260 6.7 145 3.7 10 or More Units a b 184 4.8 360 9.2 Mobile Home/Trailer 1 0.0 3 0.1 0* 0* Other - - - - 32 0.8 Total Units (veer aou„m 3,465 100.0 3,862 100.0 3,918 100.0 Dade County 1970 1970 1980 1980 1990 1990 Type of Unit Units Percent Units Percent Units Percent Single Family 253,119 56.2 373,070 56.4 385,972 50.0 2 to 9 Units c d 87,095 13.2 92,792 12.0 10 or More Units c d 187,756 28.4 263,250 34.1 Mobile Home/Trailer 9,872 2.2 14,033 2.1 29,274 3.8 Total Unite (veer sound 450,119 100.0 661,954 300.0 771,288 100.0 Notes: a) 390 units reported for both categories. b) 11.3 percent for both categories. c) 187,128 unite reported for both categories. d) 41.6 percent for both categories. Figures marked by an asterisks (*) were collected through a field investigation and discussion with the Town Manager due to conflicting numbers in the 1990 Census. Percents rounded. Sources: U.S. Census Bureau, CH-1- 11 General Housing Characteristics, 1970, 1980,1990. Field Investigation, Robert K. Swarthout, Incorporated, 1987, 1995. Table 3.2: Housing Tenure Characteristics as a Percentage of Occupied Units Miami Shores Village and Dade County, 1990 Miami Shorg Dade County Tenure Units Percent Units Percent Occupied Housing Units 3,667 100.0 692,355 100.0 Owner -Occupied 3,167 86.4 375,912 54.3 White' 2,691 73.4 307,067 44.4 Black 403 11.0 52,590 7.6 Hispanic Origin 310 8.5 154,017 22.2 (of any race) Renter -Occupied 500 13.6 316,443 45.7 White 365 10.0 226,765 32.8 Black 106 2.9 67,731 9.S Hispanic Origin 78 2.1 165,786 23.9 (of any race) Table 3.3: Housing Vacancy Characteristics Miami Shores Village and Dade County, 1990 Miami Shares Dade County Vacancy Status Units Percent Units Percent Vacant Housing Units 251 100.0 78,933 100.0 For Sale Only 104 41.4 11,007 9.3 Vacancy Rate (a) na 3.2 na 2.8 Vacant < 6 Months 69 27.5 7,314 9.3 Median Liat Price $105,600 na $82,100 na For Rent 38 15.1 31,611 40.0 Vacancy Rate (b) na 7.1 na 9.1 Vacant < 2 Months 5 2.0 12,369 15.7 Rented/Sold, Waiting Occupant 46 18.3 8,383 10.6 Held for Occasional Uae 25 50.0 19,062 24.1 Other Vacant 38 15.1 8,679 11.0 Boarded Up- - 1,335 1.7 Notes: (a) singifies vacant for sale unita/owner-occupied units plus vacant for sale units. (b) signifies vacant for rent units/renter- occupied units plus vacant for rent units. Sources: U.S. Census Bureau, CH-1-11 General Housing Characteristics, 1990. Robert K. Swarthoat, Incorporated, 1995. 70 Table 3.4: Age of Housing Structures Miami Shores Village, 1990 Number of Percent of Year Built Units Units 1989 to March 1990 7 0.2 1985 to 1988 - - 1980 to 1984 124 3.2 1970 to 1979 259 6.6 1960 to 1969 473 12.1 1950 to 1959 1,580 40.3 1940 to 1949 884 22.6 1939 or earlier 591 15.1 Total Reported Units 31918 100.0 (Year Round and Seasonal) Sources., U.S. Census Bureau, CH-2-11 Detailed Housing Characteristics, 1990. Robert K. Swarthout, Incorporated, 1995. Table 3.6: Monthly Gross Rent for Specified A.enter-Occupied Housing Units Miami Shores Village and Dade County, 1990 Miami Shores Dade County Contract Rent Units Percent Units Percent Less than $100 - - 157527 5.0 $100 to $149 1 0.2 8,526 2.7 $150 to $199 5 1.0 7,655 2.4 $200 to $249 8 1.7 14,021 4.5 $250 to $299 54 11.2 21,364 6.8 $300 to $349 38 7.9 30,280 9.7 $350 to $399 42 8.7 39,390 12.6 $400 to $449 45 9.3 36,104 11.5 $450 to $499 38 7.9 34,036 10.9 $500 to $549 46 9.5 28,162 9.0 $550 to $599 27 5.6 20,269 6.5 $600 to $649 29 6.0 15,325 4.9 $650 to $699 28 5.8 9,722 3.1 $700 to $749 21 4.3 6,216 2.0 $750 to $999 42 8.7 11,757 3.8 $1,000 or more 23 4.8 7,581 2.4 No Cash Rent 36 7.5 7,127 2.3 Total Reported Units 483 100.0 313,062 100.0 Median Cash Rent $491 na $419 on Sources: U.S. Census Bureau, CH-1-11 General Housing Characterisitics, 1990. Robert K. Swarthout, Incorporated, 1990. Table 3.6: Value of Owner -Occupied Housing Units Miami Shores Village, 1990 Specified Owner- Number Percent Occupied Housing Units of Units of Units Less than $20,000 5 0,2 $20,000 to $29,999 4 0.1 $30,000 to $39,999 8 0.3 $40,000 to $49,999 27 1.0 $50,000 to $59,999 77 2.8 $60,000 to $69,999 246 8.9 $70,000 to $79,999 292 10.5 $80,000 to $89,999 306 11.0 $90,000 to $99,999 341 12.3 $100,000 to $199,999 1,149 41.3 $200,000 to $299,999 228 8.2 $300,000 to $399,999 56 2.0 $400,000 to $499,999 19 0.7 $500,000 or more 21 0.8 Total Units Reporting 2,779 100.0 Median Value $104,900 Owner -Occupied Condominium Housing Units Number Percent of Units of Units Total Units Reporting 292 100.0 Median Value: $50,000 Sources: U.S. Census Bureau, CH-1-11 General Housing Characterisitics, 1990. Robert K. Swarthout, Incorporated, 1995. Note: Some occupants will not report their hcusing value. Table 3.7: Monthly Owner Coats of Owner -Occupied Housing Units Miami Shores Village and Dade County, 1990 Mortgage Status and Mi mi hor a Dade County Selected Monthly Owner Costs Units Percent Units Percent Owner -Occupied Units Reporting 2,852 100.0 281,713 100.0 With a Mortgage 1,967 69.0 223,902 79.5 Less than $200 - - 1,592 0.6 $200 to $299 5 0.2 6,805 2.4 $300 to $399 28 1.0 13,805 4.9 $400 to $499 35 1.2 17,951 6.4 $500 to $599 99 3.5 21,312 7.6 $600 to $699 178 6.2 25,120 8.9 $700 to $799 210 7.4 26,464 9.4 $800 to $899 229 8.0 24,401 8.7 $900 to $999 214 7.5 20,554 7.3 $1,000 to $1,249 395 13.8 29,882 10.6 $1,250 to $1,499 254 8.9 14,182 5.0 $1,500 to $1,999 154 5.4 11,396 4.0 $2,000 or more 166 5.8 10,438 3.7 Median Monthly Costs $994 na $796 na Not Mortgaged 885 31.0 57,811 20.5 Median Monthly Costs $303 na $244 na Sources: U.S. Census Bureau, CH-2-11 Detailed Housing Characterisitics, 1990. Robert K. Swarthout, Incorporated, 1995 72 Table 5.8: Rent -to -Income Ratio Based on $23,021 Median Income for Renter -Occupied Housing Units Miami Shores Village, 1990 Gross Rent Units Percent Rent -to -Income Ratio No Caah Rent 48 9.6 na Less than $200 5 1.0 less than 10.4% $200 to $299 5 1.0 10.4 to 15.6% $300 to $399 65 13.0 15.6 to 20.8% $400 to $499 73 14.6 20.8 to 26% $500 to $599 81 16.2 26 to 31.2% $600 to $699 70 14.0 31.2 to 36.4% $700 to $999 112 22.4 36.4 to 52.1% $1,000 or more 41 8.2 52.1% or more Total Reporting Units 500 100.0 na Median Gross Rent $587 na 30.6% Sources: U.S. Census Bureau, CH-2-11 Detailed H:ouaing Characteristics, 1990. Robert K. Swarthout, Incorporated, 1995. Nate: Some occupants will not report their housing coats. Table 3.9: Cost -to -Income Ratio Based on $47,012 Median Income for Owner -Occupied Housing Units Miami Shores Village, 1990 Monthly Owner Costs Units Percent Cost -to -Income Ratio Total Reported Units 2,852 100.0 na With a Mortgage 1,967 69.0 na Less than $200 - - less than 5% $200 to $299 5 0.2 5 to 7.5% $300 to $399 28 1.0 7.5 to 10.1% $400 to $499 35 1.2 10.1 to 12.6% $500 to $599 99 3.5 12.6 to 15.1% $600 to $699 178 6.2 15.1 to 17.6% $700 to $799 210 7.4 17.6 to 20.1% $800 to $899 229 8.0 20.1 to 22.7% $900 to $999 214 7.5 22.7 to 25.2% $1,000 to $1,249 395 13.8 25.2 to 31.5% $1,250 to $1,499 254 8.9 31.5 to 37.8% $1,500 to $1,999 154 5.4 37.8 to 50.4% $2,000 or more 166 5.8 50.4% or more Not Mortgaged 885 31.0 na Median with Mortgage $994 na 25.1% Median without Mortgage $303 na 7.6% Sources: U.S. Census Bureau, CH-2-11 Detailed Housing Characteristics, 1990. Robert K. Swarthout, Incorporated, 1995. Table 3.10: Internal Condition of Housing Stock Summary Miami Shores Village and Dade Couaty, 1880 Miami Shores Dade County Number Percent of Number Percent of Condition of Units Total Units of Units Total Units Lacking Complete Plumbing for Own Use 26 0.7 6,017 0.8 Lacking Complete Kitchen Facilities 36 0.9 6,899 0.9 Lacking Central Heating - - - - Overcrowded fmo�e ms., i oereodroom) 233 5.9 125,870 16.3 Year -Round Housing Units 3,918 100.0 771,288 100.0 Note: Percents rounded. Sources: U.S. Census Bureau, CH-1-Il General Housing Characteristics, CH-2-11 Detailed Housing Characteristics, 1990. Robert K. Swarthout, Incorporated, 1995. 73 Table 3.11: Building Permit Activity Miami Sbores Village, 1887.1995 Date Permit Type of Units April 1987 Single family detached 1 June 1987 Single family detached 1 August 1987 Single family detached 1 July 1988 Single family detached 1 March 1989 Single family detached 1 May 1989 Single family detached 3 February 1990 Multifamily 16 April 1990 Single family detached 2 October 1990 Multifamily 11 July 1991 Single family detached 2 February 1993 Single family detached 1 Total 1994 Single family detached 1 Total 1995 Single family detached 1 Total 1996 Single family detached 0 Total 1997 Single family detached 0 Tota] Unite 42 Sonrcea: Miami Shores Village Building Department, 1995. Robert K. Swarthout, Incorporated, 1998. Table 3.12a Household Projections by Income, Size, Tenure and Housing Type 1990/1995 Owner- Owner- Renter- Renter Occupied Occupied Occupied Occupied Single Multi- Single Multi - Income Group Total Family family Family Family Very Low Income: 1 Person 147 0 0 127 20 2 Peraons 146 0 0 126 20 3 and 4 Peraons 0 0 0 0 0 5 or more Persons 0 0 0 0 0 Total: 293 Low Income: 1 Person 257 0 0 222 35 2 Persona 257 0 0 222 35 3 and 4 Peraons 0 0 0 0 0 5 or more Persons 0 0 0 0 0 Total: 514 Moderate Income: 1 Person 92 27 4 53 8 2 Persons 91 26 4 53 8 3 and 4 Persona 0 0 0 0 0 5 or more Persons 0 0 0 0 0 Total: 183 Middle Income: 1 Person 101 75 12 12 2 2 Persons 137 102 16 16 3 3 and 4 Persons 117 87 14 14 2 5 or more Peraons 48 35 6 6 1 Total: 403 High Income: 1 Person 569 424 68 66 11 2 Peraons 773 576 92 91 14 3 and 4 Persons 659 490 79 78 12 5 or more Persons 273 203 33 32 5 Total: 2,274 Total Households: 3,667 74 Table 3.12b Household Projections by Income, Size, Tenure and Housing Type 2000.2015 Owner- Owner- Renter- Renter - Occupied Occupied Occupied Occupied Single Multi- Single Multi - Income Group Total Family Family Family Family Very Low Income: 1 Person 148 0 0 128 20 2 Persons 148 0 0 128 20 3 and 4 Persons 0 0 0 0 0 5 or more Persons 0 0 0 0 0 Total: 296 Low Income: 1 Person 259 0 0 223 36 2 Persons 259 0 0 223 36 3 and 4 Persons 0 0 0 0 0 5 or more Persons 0 0 0 0 0 Total: 518 1 Person 93 27 4 53 9 2 Persons 92 27 4 53 8 3 and 4 Persons 0 0 0 0 0 5 or more Persons 0 0 0 0 0 Total: 185 Middle Income: 1 Person 102 76 12 12 2 2 Persons 138 103 16 16 3 3 and 4 Persons 118 88 14 14 2 5 or more Persons 49 36 6 6 1 Total: 407 High Income: 1 Person 574 428 68 67 11 2 Persons 780 581 93 91 15 3 and 4 Persons 665 496 79 78 12 5 or more Persons 275 205 33 32 5 Total: 22294 Total Households: 33700 Sources: U.S. Census Bureau, CH-1-11 General Housing Characteristics, 1990. U.S. Census Bureau, CH-2-11 Detailed Housing Characteristics, 1990. Metro -Dade Planning Department, Population Projections By City, 1991. Robert K. Swarthout, Incorporated, 1995. Methodology: 1990 U.S. Census data on Miami Shores Village households was distributed by HUD income categories as related to the median Dade County household income of $26,909. The fIUD categories for Dade County are as follows: Very Low Income Less than $13,455 Low Income $13,456 - $21,527 Moderate Income $21,528 - $25,564 Middle Income $25,565 - $320290 High Income $32,291 and over The 1990 household income distribution for Miami Shorea Village was as follows: Income Category Households Percentage Very Low Income 282 8 Law Income 476 14 Moderate Income 176 5 Middle Income 357 11 High Income 2,061 62 Total Households 3,352 100 The 1990 U.S. Census data on the number of persona per household or unit (table below) was simply distributed proportionately emmg the middle and high income categories. All of the very low and low income h to ouseholds are assumed to live in rental units since real estate costa tend preclude them from home ownership. Other inputs into the distribution are the owner - renter and single family - multi -family ratios discussed earlier in the Housing Element. Persons Per Household Households Percentage 1 913 26 2 1,259 34 3 and 4 11069 29 5 or more 426 12 Total 31667 100 The 1990 U.S. Census data on the number of persona per household or unit (table below) was simply distributed proportionately emmg the middle and high income categories. All of the very low and low income h to ouseholds are assumed to live in rental units since real estate costa tend preclude them from home ownership. Other inputs into the distribution are the owner - renter and single family - multi -family ratios discussed earlier in the Housing Element. Persons Per Household Households Percentage 1 913 26 2 1,259 34 3 and 4 11069 29 5 or more 426 12 Total 31667 100 Table 3.13 Cumulative Surplus /Deficit of Affordable Occupied Units by Income Category Cells in this table show a number which is the result of subtracting the number of households in each of several income categories from the number of unite that can be afforded by those households. Negative numbers indicate a deficit of affordable housing units. The numbers for each income category after the first (up to $8,073) are cumulative. Thus, for 1995 the total shortfall of owner -occupied units affordable by households with an income up to $13,455 is 394 units and the total shortfall ofowner-occupied units for households with an income between $8,037 and $13,455 is 394 minus 264 equals 130 units. The computations and methodology are by the Shimberg Center far Af%rdable Housing at the University of Florida. The Florida Department of Community Affairs sometimes expects communities to set an objective of providing affordable housing units to cover the shortfalls indicated in such tables for households with an income at or below 80% of median. There is no way for any community in the State of Florida to cover all such needs. Owner -occupied units Renter -occupied units Income Categories 1995 2000 2005 2010 1995 2000 2005 2010 30% of median = $8,037 -264 -251 -236 -215 -42 -40 -40 -39 50%of median= $13,455 -394 -310 -288 -258 -48 -46 -42 -37 80%ot median= $21,557 -495 -443 -410 -373 1 6 14 20 120% of median = $32,291 -222 -146 -102 -56 94 94 96 96 200% of median = $53,818 425 497 531 569 -1 -1 9 8 Source: Shimberg Center for Affordable Housing, University of Florida. Table supplied by the Florida Department of Community Affairs with Objections, Recommendations and Comments Report on the comprehensive plan adopted on first reading February 2, 1999. 76 Exhibit 3.1: Affordable Housing Objectives and Policies Approved by the Florida Department of Comatunity Affairs in 1999 for the Village of Wellington in Palm Beach County Strike through and underscore indicates chan,pea made in reaponae to DCA ORC Report and approped by DCA Objective 1.2, Provision a[ sites for affordable housing and creation of affordable housing: ln-geaeeeE pProvide adequate sites for very low, low, and moderate income households and create affordable housing for all current and anticipated future residents who might need such housing. In particular, facilitate development of es much new aflbrdable hauaing as can be accommodated given: 1) the reaidentiel densities set forth on the Future Land Use Map; 2) market economics; and 3) available federal, state and county aubaidies. Such development shell be either within the Village of Wellington or outside the Village. This objective shell be made measurable by ice implementing policies. l9J- 6.010 (3) (b) 1 and 9J-5.010 (3) (b) 41. Policy ].E.1: The Village manager or designee shall monitor the housing end related activities of Palm Beach County agencies, the Treasure Coast Regional Planning Council and nearby local jurisdictions. The purpose of such monitoring shall be to identify eMivitiea to which the Village of Wellington may make a specific contribution. The Village manager shell inform the Village Council of these activities sad shall recommend, ea appropriate, Village actions that could help encourage the provision of adequate Bites for the distribution ofvery low income, low income end moderate income families in communities with land values that can reasone6ly modate such housing. Among the act one that may be considered ere specific agreements with other local governments ruing the provision of affbrdeble housing as referenced in Rule 9J-5.010 (3) (c) (30), F.A.C.' Policy 1.2.E: The Village shall maintain end improve where appropriate land development code provisions which are consistent with the Future Land Use Map, including the lend and the densities and intensities specified thereon and the descriptions of the requvements of those categories, which appear in this Future Lend Uee Element under the heading"Future Land Uee Category Deemiptione." The map and the descriptions are incorporated by reference � The Village has already entered into an Interlorel Agreement with Pelm Beech Cowty by resolution within the 9. end agreement, the m the rvee of the QI into thin Policy 1.2.2. This policy shall be interpreted in light of these two facts: 1) the Village hoe made a legislative judgment that the mb: of reaidentiel uses centained on the Future Land Uae Map offers one of the beet poasibilitiee for developing affordable housing in the Village of Wellington; end 2) the Village hex made a legislative judgment that clear articulation of where housing is permitted end what density of housing is permitted is one of the beet ways for e municipality to coordinate the private housing delivery process however. However, this policy shall not be interpreted as e onstreiint on emending the Future Land Use Map. [OJ.5.010 (3) (c) 1] Policy ].2.3: The Village shall periodically w: I) its own development permitting proceduree; 2) best current practice employed by othor jurisdictions; and 3) beat current practice reported in relevant professional literature. The purpose ofthe review shall be to determine if there are appropriate procedural and substantive changes which could facilitate mare expeditious development application processing. [BJ-5.010 (3) (c) 2] Policy 1.2.4: Manufactured housing may be permitted in any area designated by this plan for residential use. Mobile homes shall not be permitted in the Village unleea they meet the same standards as manufactured homes. [BJ- 5.01013) (c) 5) Policy 1.2.5: Houaing for very low income, ]ow income and moderate income households shall riot be prohibited per se in any area designated by this plan for reaidentiel use. This policy shell not be interpreted as granting approval to a development which might accommodate very low income, low moderate income households, but whicheie not consistent with the land use restrictions set forth on the Future Land Uee Map, including the reaidentiel densities or intensitiee applicable thereto. I9-5.010 (3) (c) 5) Po[iry 1.2.g: The Village shall assis4 to the exteni: feasible, the Pelm Beach County Houaing Authority in identifying housing unite which may be eligible for participation in the Pelm Beach County Section 8 Rent Subsidy Program. Objective 1.3, Preservation of affordable 6oua:(ng: '_-------', `The Village shall preserve affordable housing far ell current end anticipated future residents. Iv particular, preserve the existing housing stock in sound condition. This objective shall be muds measurable by its implementing policies. [OJ-5.010 (3)(b) 11 , •. appropriate modification thereof. Any modification thereof which hoe the net effect of lowering standards shall be deemed inconsistent with this plan. These -5. F.A.C. [BJ-5.030 (3) (c) 31 Policy 3.2: The Village shall from time to time informally evaluate alternate strategies to guide enforcement of the minimum housing standards code so as to achieve aximum effectiveness. It is recognized by this policy that systematic and ad hoc inepectiona might be moat appropriate at different times and m different sub areas of the Village. IBJ-5.030 (3) (c) 41 under to per %% Exhibit 3.2: Affordable Housing Objectives and Policies Approved by the Florida Department of Community Affairs in 1999 for Miami Springs in Dede County Strike through and underscore indicates changes made in response to DCA ORC Report and approved by DCA �, - t t �' Policy 1.1.12 The City shell enact and enforce land development code provisions which are wneistent with the Future Land Uee Map (Figure 1), including the lend urea and the densities and intensities specified thereon and the descriptions of the requirements of those categories, which appear in this Future Land Uae Element under the heading "Future Land Use Category Descriptions.' The map and the descriptions are �acorporated by reference into this Policy 1.1.1. 9J-6.010 (3) (c) 1 Policy 1.1.23 The City shall periodically w: 1) its own development permitting procedures; 2) best current practice employed by other jurisdictions; end 3) beat current practice reported in relevant profeeaionel literature. The purpose of the review shall be to determine if there ere appropriate procedural and substantive changes which could facilitate more expeditious development application processing. 9J-5.010 (3) (c) 2 Policy 1.1.;14 Manufactured housing shall not be prohibited m any area designated by this plan for residential use. Mobile homes shall not be permitted in the City unless they meet the same standards ae manufactured homes. 9J-5.010 (3) (c) 5 Policy 1.1.96 Housing for very low income, low income and moderate income houaeholda shall not be prohibited in any arse designated by this plan for residential use. 9J-5.010 (3) (c) 5 Objective 1.2 Preservation of Affordable Housing In general, preaerue ¢� rdable hoasing for all current and anticipated future esidenes. In particular, preaerue al[ ofthe xisting .5000 n!¢s unite housing stock in ound condition. 9J- 5.010 (3) (b) 1 Policy 1.2.1 The City shall enact and enforce the County minimum housing standards code or an appropriate modification enacted by the City Council. 9J- 6.010 (3) (c) 3 Policy 1.2.2 The City shall from time to time informally evaluate alternate strategies to guide enforcement of the County minimum housing standards code eo ea to achieve maximum efiectiveneea. It is recognized by this policy that systematic and ad hoc inspections might be moat appropriate at different times and N different sub areas of the City. 9J-5.010 (3) (c) 4 Policy 1.2.3 Through land development code eetback/bu9c standards and through implementation of drainage improvements, the City shall help assure the wntinuation of stable residential neighborhoods. 9J-5.010 (3) (c) 3 INFRASTRUCTURE ELEMENT :.. :. WASTEWATER FACII.ITIES SUB -ELEMENT Miami Shores does not provide public sanitary sewera or wastewater treatment facilities. Wastewater disposal needs are served by septic systems, with a few exceptions. The Village requires compliance with Chapter lOD-6, Florida Administrative Code, for the permitting of septic systems. The Dade County office of the Florida Department of Health and Rehabilitative Services is responsible for administering Chapter lOD-6 and has review and approval authority for septic systems. Miami Shores does not plan to provide a public sanitary sewer system in the future. Septic Tank Syatema: Septic tank systems provide on -site wastewater treatment for most residential and non-residential uses in Miami Shores. Efiluent from septic tanks is discharged into a drainfield where it percolates into the soil. Soil permeability and depth to the water table are limiting factors on septic tank drainfield performance. Settled solids within septic tanks moat be removed periodically. These solid residues, called septage, are removed by private contractors and disposed of at approved solid waste facilities operated by the Miami -Dade County Division of Solid Waste. The volume of septage sludges removed from Miami Shores camrot be accurately determined, but represents an insignificant amount of the total volume of septage requiring disposal in Miami - Dade County. The Miami -Dade County Division of Solid Waste anticipates maintaining adequate disposal capacity to serve the Village over the next ten years. The Florid 3a�Itrts��nFrrrnsmr��a� nt CS:S:Ii:IBI71 Soil Suitability: Map 1.2 delineates the generalized soil groups within the Village. The survey rates the predominant fine sand soils groups as having moderate limitations for septic tank drainfields. Site -specific limitations are considered during the permit review and approval process. The soils west of Biscayne Boulevard (U.S. 1) are fine sands with rapid to very rapid drainage and percolation characteristics. These soils are suitable for septic tank systems, with the possible exception of periods when the water table is highly elevated. A narrow band of Perrine marls lies just east of Biscayne Boulevard. The drainage and percolation characteristics for this soils group are slow and present some constraints for septic tank usage, although the marls are not extensive and are not a major limitation. Along the bayfront east of Biscayne Boulevard, the soils are largely comprised of"made land" dredged fill material. Drainage and percolation characteristics are not determined by the Soil Conservation Service for made land. However, these soils are typically composed of sands with the same drainage and percolation characteristics of the fine sand groups west of Biscayne Boulevard. Some of the area around the Miami Shores golf course south of the Biscayne Canal is also predominantly made land. Miami -Dade County and North Miami Wastewater Facilities: Two public wastewater collection systems provide service to limited areas in Miami Shores. These systems are owned and operated by the City of North Miami and the Miami -Dade Water and Sewer Authority (WASH). North Miami contracts with the County to accept wastewater etiluent from the North Miami municipal system for treatment at the County's wastewater treatment and disposal plants. Ladd uses in the Village which are served by the North Miami municipal system include three residential properties and the site of the former Biscayne Kennel Club. These land uses are located along the northern boundary and contribute leas than 220,000 gallons per day at peak flow to the North Miami municipal system. Barry University maintains a small sanitary sewer system which is connected directly to a WASH sewer force main along North Miami Avenue. The land uses in Miami Shores served by the Comty and North Miami have separate service agreements. No other comectiona to the sanitary sewer system are anticipated during the planning period. The level of service provided by the North Miami and the WASH sanitary sewer systems is adequate to meet the potential peak demand from the Miami Shores land uses served. Private Package Wastewater Plante: There are two private package wastewater treatment plants in Miami Shores. Both plants are operated by a private firm, Pelco of Miami. One plant serves afoot -story commercial building on Northeast Sixth Avenue and provides tertiary treatment of the effluent. It has a design capacity of 3,000 gallons per day and is currently underutilized. The other plant serves a 54-unit condominium development on Northeast Eighth Avenue. This plant also provides tertiary treatment. The design capacity is 40,000 gallons per day, and the reported average daily flow in early 191i7 was 10,000 gallons per day. The remaining capacity of this plant is adequate to meet the potential future demand of this property. Needs Assessment: Miami Shores Village does not intend to provide public sanitary sewera. The limited remaining vacant, developable land will continue to be served by septic tank systems with the exception of the limited vacant land m Responds to INreetructure Element Objection and Recommendation 1. 79 designated for multifamily housing. WASA extensions should serve these parcels (on Biscayne Boulevard) if at all feasible. Otherwise, provision of a municipal sanitary sewer system would place a severe financial burden on the Village single family neighborhoods and is not warranted by the existing conditions. The use of septic tank systems to provide wastewater disposal is providing a satisfactory level of service which meets health and safety requirements. The only other possible future change may be the need to serve the N.E. 2nd Avenue or South Biscayne Boulevard businesses with a line from the County system due to the intensity of development. SOLID WASTE SUB -ELEMENT Miami Shores collects all residential solid waste and source - separated recyclables, and some commercial solid waste and source -separated recyclables within the Village limits. Several of the commercial waste generators in Miami Shores are served by private contract haulers. The Public Works Department maintains a fleet of vehicles for solid waste and recyclables collection and transportation. Solid waste is transfered to the Wheelabrator incinerator facility located on State Road 7 and Griffin Road. The Village uses this facility through an Interlocal Agreement with Miami -Dade County Solid Waste Authority. The Village pays Miami -Dade County directly. Miami -Dade County has a contractual agreement with Wheelabrator under which Wheelabrator accepts wastes generated by Miami -Dade County municipalities. Recyclable materials are transferred to the BFI recycling center; BFI is a private contractor licensed to collect solid waste in Miami Shores. The feasibility of constructing and operating a municipal transfer station and landfill has been studied by the Public Works Department. It was decided to continue to use the County -wide solid waste disposal system. Municipal Solid Waste Collection: Collection of household solid waste in Miami Shores Village is provided on a twice - weekly schedule by the Public Works Department, which operated five collection vehicles to service both residential and commercial accounts. Private waste disposal companies are also licensed in certain circumstances to serve commercial accounts within the Village. The companies used vary from time to time. Collection of trash is provided by the Public Works Department on a regular schedule, with occasional collection on an "as -needed" basis. A provision added to the Miami -Dade County Code, that became effective on January 1, 1992, prohibits the commingling of yard trash with other forms of solid waste and the delivery of any yard trash or commingled yard trash to a landfill not designated for receiving such material. The Department has adequate capacity to maintain the existing level of collection service, provided the regular schedule of vehicle maintenance and replacement is followed. The Department has changed the size of the collection vehicles to provide additional efficiency as the older packer vehicles were retired. Miami Shores Village also provides for collection of residential, source -separated recyclables with weekly pickup; commercial source -separated recyclables are collected by both Miami Shores Village and private companies. Solid Waste Generation: Solid waste generation rates for Miami Shores have been estimated to be approximately 1.7 Penn any per capita. Commercial waste generation is estimated to be approximately 1.2 pounds daily per capita. There are no industrial land uses to generate waste, and special or hazardous waste generation figures are unavailable. Special wastes include construction debris and hazardous wastes include materials such paints and solvents and do not exist in the Village. The total per capita waste generation in Miami Shores is estimated to be approximately 2.9 pounds per day. Daily waste generation in 1994, given the estimated population of 10,123 residents, was about 14.7 tons per day, on an annual average basis. While the population increases somewhat during the winter, summer waste generation includes more trash (yard clippings) which offsets the seasonal population change and results in only slight seasonal variation in the amount of waste generated. Overall, waste generation in the Village is less than one percent of the operational design capacity of the Miami -Dade resource recovery facility and the Northwest Miami -Dade landfill site. Miami -Dade County Solid Waste Disposal facilities: Solid waste disposal operations in Miami -Dade County are the responsibility of the Miami -Dade County Solid Waste Disposal Division. Miami -Dade County has implemented the Solid Waste Disposal and Resource Recovery Management Plan following its adoption in 1979. The plan was prepared in ac=dance with the Florida Resource Recovery and Management Act. All solid waste and recyclable materials collected by Miami Shores Village is transported to the Wheelabrator or BFI facilities mentioned in the first paragraph of the Solid Waste Subelement. Needs Assessment: In Miami Shores, municipal waste collection services operate efficiently and provide Village residents with an excellent and uniform level of service that matches or exceeds industry standards for smaller cities. A regular schedule for the replacement of solid waste collection vehicles assures that a satisfactory level of service will be maintained throughout the planning period. The Public Works Department operated two 25-cubic yard packers and one 20-cubic yard packer vehicle in 1995. In addition the Department has two 20cubic yard packer vehicles as spares. The vehicle replacement schedule should continue to provide for replacement of one vehicle every 12 to 18 months. Increasing vehicle size may reduce the number of vehicles required to maintain current service levels. The Miami -Dade Solid Waste Management Department anticipates maintaining adequate disposal capacity to serve the Village at lesat until some time between 2000 and 2007. However, it is difficult to project life expectancy of Miami -Dade County landfills due to the fact that many private solid waste contractors are disposing of solid waste at out of county facilities. POTABLE WATER FACILITIES SUB -ELEMENT Potable water needs within Miami Shores Village are served by the Miami -Dade Water and Sewer Authority. The Department provides treated potable water for most of the County, either as the direct supplier or through bulk water supply contracts to other utilities. The Florida Department of Environmental Protection has certified that the potable water supply of Miami Shores meets Florida drinking water standards. The Miami -Dade County Water Quality Management Plan directs the Authority to establish a single County -wide water supply and distribution system. The water distribution system in Miami Shores is part of the regional water supply and distribution system in north Miami -Dade County, which is substantially developed in accordance with the Miami -Dade County Comprehensive Development Master Plan and the Water Quality Management Plan. The water distribution system in the Village also meets the established minimum fire flow rates set in cooperation with the Miami - Dade County Fire Department and Department of Environmental Resources Management. Potable Water Supply: All potable water for Miami Shores is supplied by the Hialeah -Preston Water Treatment Plant located in Hialeah. The plant has a design capacity of 197,910,000 gallons per day (MGD) and utilizes a lime softening treatment process. Average daily water demand as of June 1995 was approximately 165 MGD and served about 800,000 persons. Demand attributable to Miami Shores is estimated at 1,012,300 gallons per day, based on per capita water use of 100 gallons daily per resident. There are no industrial uses in the Village, therefore, it is not necessary to increase the gallons per capita figure to account for industrial water demand. The Hialeah -Preston plant is scheduled to be expanded and plant capacity is anticipated to be adequate to meet the potential future demand for potable water in Miami Shores. See Conservation Element for more details. Water Distribution System: The City of North Miami and the Miami -Dade Water and Sewer Authority operate water distribution systems in the Village. North Miami scarves the predominantly residential land uses along Northeast 105th Street and north of the Biscayne Canal from a six-inch water main located along Biscayne Boulevard. The Miam:i-Dade Water and Sewer Authority system serves the remainder of Miami Shores with a series of 12-inch water mains along Northeast Second, Sixth, and Tenth Avenues, Northeast 95th Street, and Northwest Fifth Avenue. These mains supply the water distribution lines which range in size from ten inches down to two inches. Needs Assessment: Miami Shores Village does not. intend to provide potable water treatment or distribution facilities. New development or redevelopment will be served by the existing City of North Miami and Miami -Dade water distribution systems. The use of these systems to supply potable water is providing a satisfactory level of service for Miami Shores which meets health and safety requirements. The identification of existing and projected facilities needs will remain the responsibility of the City of North Miami and the County, but they are expected to adequately accommodate the 2000 Village demand of 1,090,100 gpd due to a planned County treatment plant capacity of 501 MGD but a system demand of only 466.3 MOD in the year 2000. Miami Shores Village will work closely with these service providers to assure that potable water needs continue to be met satisfactorily. DRAINAGE FACII.ITIES SUB•ELEMENT In Miami Shores Village, as in most of coastal Miami -Dade County, the natural drainage system has been largely replaced by swales, ditches, canals, and storm sewers. Drainage facilities in Miami Shores include the Biscayne Canal (C-8), storm sewers, and stormwater detention facilities. Stormwater detention facilities are provided primarily to serve commercial land uses and temporarily impound smiace run- off to slow its release through the drainage system. Rainfall either percolates into the ground or is drained through the Biscayne Canal and the Village's stormwater drainage system and then discharged into Biscayne Bay. Alteration ofNaturat Drainage Features: The natural drainage features of Miami Shores have been aubatantially altered by urbanization. The native mangrove swamp fringe along Biscayne Bay has been largely replaced by made land. The canal and stormwater sewer facilities have replaced natural drainage channels. Stormwater run-off is discharged into Biscayne Bay through the Biscayne Canal or stormwater sewer outfalls located along the shore of Biscayne flay. Miami Shores lies entirely within the Biscayne Canal drainage basin. The Biscayne Canal is part of the coastal canal network in Miami -Dade County. The canals provide primary drainage for the intensely developed urban areas along the coast. The primary canal system is operated by the South Florida Water Management District. The Miami -Dade County Water Conservation District maintains secondary canals which feed into the Water Management District canals. The coastal canal network connects the urban areas on the coastal highlands in eastern Miami -Dade County with the water conservation areas and Everglades National Park in west Miami -Dade. Drainage flows through the canals are controlled by the South Florida Water Management District and the canals are equipped with salinity dams to allow fresh water discharge to the bay and to prevent salt water intrusion during periods of low flow. Rainfall: Average annual rainfall is about GO inches, although rainfall in any given year can vary substantially, usually between 40 inches to 80 inches. The recorded low annual rainfall was 38 inches in 1971, and the high was 85 inches in 1947. More than 75 percent of the precipitation occurs between May and October, with an average of over six inches of rain in each of these months. During the dry season, monthly rainfall averages between one and 3.5 inches. The 1- day, 1-in-10 year frequency storm has about nine inches of rainfall, and the 1-in-25 year storm has about 10.5 inches of rainfall. Terrain: Miami Shores Village is characterized by ge¢tly sloping terrain rising from near sea level at Biscayne Bay to slightly more than ten feet in elevation at Barry University. Moat of the soils in Miami Shores are composed of fine sands with rapid to very rapid percolation rates to the groundwater table. Discharge of Drainage into Water Bodies: According to the Miami -Dade County Comprehensive Master Development Plan, an estimated 27.1 percent of the rainfall in the County is discharged to Biscayne Bay or the ocean from the drainage canal system. Using the Miami -Dade County averages, it is possible to determine a rough estimate of rainfall drainage discharge in Miami Shores. Annual average rainfall drainage flow will be approximately 1.4 million gallons daily. The highly localized and seasonal characteristics of rainfall in the farm of summer thundershowers in Miami -Dade Country prohibits a more accurate estimate of average daily flows. During the wet months, however, when Miami Shores can receive over six inches of rainfall in a given month, the drainage flow can rise to over 1.7 million gallons per day. Average daily drainage volume during the dry season will be much lower. The remaining rainfall either evaporates or percolates into the ground. Major Public Agency Drainage Facilities: There are four public agencies which own and maintain drainage facilities in Miami Shores Village: 1) Miami -Dade County; 2) the Florida Department of Transportation; 3) the South Florida Water Management District; and 4) Miami Shores Village. Miami - Dade County is responsible for maintaining drainage on six collector roads (see Traffic Circulation Element). The Florida Department of Transportation is responsible for maintaining drainage along its roads (as shown and listed earlier). Most Department of Transportation drainage facilities are grass or gravel swales which provide adequate capacity for runoff. During 1997, FDOT drainage facilities were improved at 6th Avenue. The South Florida Water Management District maintains the Biscayne Canal, which enters Miami Shores at the Municipal Country Club and discharges into Biscayne Bay. The Village Public Works Department is responsible for maintaining all other stormwater drainage facilities within the Village. Nine outfalls are reported to be located along the shore of Biscayne Bay, two outfalls discharge into a small canal located between 103rd and 102nd Streets, and 12 outfalls discharge into the Biscayne Canal (see map). All of the outfalls are sized between 12 and 23 inches in diameter. Some surface water runoff drains into Mirror Lake north of Northeast 103rd Street where the water evaporates, flows through the storm sewer system, or percolates into the ground. Discharge into the Biscayne Canal: All of the drainage outfalls discharging into the Biscayne Canal within Miami Shores are located below the S28 spillway, which is situated west of the Florida East Coast Railroad right-of-way on the grounds of the golf course. The S28 spillway has a design flow of 3,220 cubic feet per second, or 2,077.4 MGD. Therefore, the proportional demand on the drainage capacity of the Biscayne Canal attributable to stormwater runoff from Miami Shores Village during a peak wet season month is less than 1/10th of 190 of the Canal's design flow capacity. French Drains, Asvection Wells and Positius Drains: The majority of the drainage facilities in Miami Shores are of the french drain design. A french drain consists of perforated pipe which is laid underground and disperses stormwater runoff by allowing seepage into the groundwater table through small stones. Other drainage facilities in the Village include injection wells and positive drains. The injection wells typically consist of 4-inch pipe placed vertically into the ground with a catch basin where stormwater runoff is discharged into the groundwater table. The positive drains consist of catch basins and lateral storm sewer pipe along which stormwater runoff is drawn by gravity to a drainage outfall at the Biscayne Canal or along Biscayne Bay. Localized Dr¢inage Problems: Two areas of local responsibility have hoe been identified as having inadequate drainage facilities to handle heavy rains of short duration. One of these areas is between loth and 11th Court Northeast from Northeast 105th to Northeast 107th Streets. During severe storm events, stormwater is not drained rapidly enough to prevent street flooding which overflows into adjacent yards and occasionally causes flooding in some homes. The second area with inadequate local drainage is on Northeast 88th Terrace east of Biscayne Boulevard adjacent to a property formerly utilized as the Viking Motel. A former area with drainage problems is along Northeast 103rd Street from Northeast 13th to Northeast 15th Street. Heavy rains in this area sometimes caused temporary flooding of streets and drives, although flooding of homes was not a problem. The homeowners in this area had not been willing to participate in the cost of correcting these problems caused by the original developers. Substantial drainage improvements were made to this area in 1997. During early 1997, the Village rehabilitated the drainage on N.E. 103rd Street, from N.E. 13th to N.E. 15th Avenues. The funding for this work came from the National Pollution Discharge Elimination System Stormwater Utility money, which is collected quarterly through the County's water bill and forwarded to the Village. In 1997, the State of Florida corrected ponding problems along N.E. 6th Avenue. This was done by the installation of a new french drain in connection with FDOT road improvements. Needs Assessment: Public and private drainage facilities in Miami Shores have proven to be adequate to handle stormwater runoff, with the exception of the areas noted which experience temporary flooding during and following severe storm events. All commercial land uses are reported to provide french drains to handle stormwater runoff. Since the Village is largely developed, it is evident that the existing drainage facilities system should be adequate to serve the drainage needs during the planning period. Regular maintenance of the drainage infrastructure will assure that drainage problems are minimized. Stormwater management requirements have been incorporated into the State, County, and Village development regulations to ensure that new development and redevelopment does not negatively impact existing drainage facilities. As noted in the Coastal Management and Conservation Elements, the principal drainage system concern is the outfalls draining directly into Biscayne Bay and lower Biscayne Canal. The concern here is their contribution (although not significant) to the pollution of the estuary. Some retrofitting of these facilities is desirable in conformance with State goals. Miami Shores is participating with Miami -Dade County in storm water planning through the National Pollution Discharge Elimination System Program. An Interlocal Agreement dated July 12, 1994 was adopted by the Village and Miami -Dade County. The Village's obligation under this agreement is to provide the County with outfall update information as any changes in the outfalls may occur. The Village is also required to make lump sum payments to the County for the Village's proportional share of the cost associated with outfall monitoring activities. NATURAL GROUNDWATER AQUIFER RECHARGE SUB -ELEMENT The hydrologic unit ofwater-bearing rocks known ae the Biscayne Aquifer underlies all of the coastal area and most of the Everglades in Miami -Dade County. Almost all of the water supply for the County is drawn from the unconfined groundwater in the aquifer. The Hialeah -Preston Water Treatment Plant which supplies potable water for Miami Shores uses the aquifer as its source of water. One of the most permeable and productive aquifers in the world, the Biscayne Aquifer is quickly recharged by rainfall due to the high rate of rainfall penetration and surface water infiltration. The Miami -Dade County Comprehensive Development Master Plan identifies groundwater and aquifer recharge conditions in the County. Groundwater. The water table is only a few feet above sea level in the western area of Miami Shores and has a slight gradient toward sea level at Biscayne Bay. Although urbanization has increased the amount of surface water runoff, the rate of infiltration remains high. The variation in hydrologic conditions makes a quantitative assessment of groundwater very difficult to determine with a significant degree of accuracy. Areas of natural groundwater recharge and discharge constantly change in relation with the intensity, distribution, and duration of rainfall, the water table stage, water management, and sea level changes. Water discharge through the Biscayne Canal helps to maintain a high water table. Groundwater quantity conditions are also affected by evapotranspiration from plants since the water table is so near the ground surface and penetrated by root systems. Aquifer Recharge: Rainfall penetrates the ground and flows down into the oolitic limestone of the Fort Thompson geologic formation. Further downward penetration is prevented by the confining beds of the Tamiami Formation. The groundwater an flows laterally on a slight gradient toward the coast, where it mixes with saltwater. Withdrawal of fresh water near the coast can result in saltwater intrusion. There are no public water supply wells in Miami Shores to withdraw groundwater in an amount which would lead to saltwater intrusion. Aquifer recharge in Miami Shores occurs from surface water infiltration, the stormwater drainage system, the Biscayne Canal, and Mirror Lake. During the dry season, water seeps outward from the canal to the water table. During the wet season, groundwater flows into the canal and is discharged into Biscayne Bay. Downward percolation of water from the shallow groundwater to the Biscayne Aquifer occurs, but is unlikely to be significant given the bayfront location of the Village. Recharge characteristics vary considerably from area to area in Miami -Dade County. Significant recharge occurs in the Everglades and the Water Conservation Areas. Miami Shores is not identified as being in a prime aquifer recharge area. Needs Assessment: Miami Shores Village does not contain any prime aquifer recharge areas or areas that are prone to contamination or excessive withdrawals from development. The existing regulations and programs of Miami -Dade County and the South Florida Water Management District governing land use and development are adequate to protect recharge functions. COASTAL MANAGEMENT COASTAL AREA NATURAL RESOURCES Vegetatiue Communities: Because the coastal area of Miami Shores is largely developed, no significant vegetative communities remain. The Miami Shores Village Golf Course, an open vegetative area and the Biscayne Bay Park, which has been landscaped, are the only significant areas otvegetative cover. These areas provide some limited support fo:r species typically found in a south Florida urban environment. Arena Subject to Coasts[ Flooding: The coastal area of Miami Shores, as defined in this element, contains all areas of the Village that are subject to coastal flooding. These areas are identified on Figure 5.1. The vulnerability of these two zones to storm surge is discussed in this element under the heading of "Natural Disaster Preparedness." Coastal Wetlands: The coastal wetlands of Miami Shores Village include the estuarine wetlands of northern :Biscayne Bay and the riverine wetlands of the Biscayne Canal, located north of 104th Street. Eahsarine Wetlands: In the Miami Shores coastal area these occur along the shores of the northern Biscayne Bay estuary and include subtidal wetlands with unconsolidated bottom that have been excavated, such as the man-made c:mal north of 102nd Street. Within the Bay there are also intertidal wetlands with uncensolidated bottom that are flooded irregularly, such as those located along the shores of the spoil islands located one-half to one mile east of the shoreline. Riuerine Wetlands: The Biscayne Canal is a secondary canal in the Lower East Coast Area water management system. As part of the Miami -Dade County coastal canal network, it is maintained by the South Florida Water Management District. It serves as the primary drainage canal for Miami :ihores Village, which is located entirely within the Biscayne Canal drainage basin. See Conservation Element for more details. COASTAL AREA DEVELOPMENT PATTERN Water•Dependent and Water•Related Uaea: Rule 9J-5.012 (3) (b) 3 of the Florida requires that the plan include one or more objectives which "Provide criteria or standards for prioritizing shore -line uses, giving priority to water -dependent uaea;.. " Rule 9J-5.003 (144) reads, "'Water -dependent uses' means activities which can be carried out only on, in or adjacent to water areas because the use requires access to the water body for: water borne transportation including ports of marinas; recreation; electrical generating facilities; or water supply." Rule 9J-5.003 (146) reads, "'Water-relate<I uses' means activities which are not directly dependent upon access to a water body, but which provide goods and services that are directly associated with water -dependent or waterway uses." Miami Shores Village has neither water dependent nor water related uses as so defined. The entire waterfront is. either residential or public open space without boat access. There is no reasonable probability that the Village could alter the existing land use pattern to encourage the establishment of such uaea. Instead, the only reasonable planning approach for the Village will likely be to restrict development in accordance with something very much like the existing single family residential and open space land use pattern. Public access to Biscayne Bay can be maintained at Biscayne Bay Park, a passive linear neighborhood park located along Bayahore Drive between N.W. 94th Street and N.E. 96th Street. [9J- 5.012 (3) (c) 9] Public Acceas Facilities: The Biscayne Bay Park is the only public access point on the Bay shoreline in the Village. It provides a scenic view of the Bay and the barrier islands and has 38 adjacent on -street parking spaces. No direct access to the Bay for active in -water recreation is available at the park ar elsewhere within the Village. There are no marinas, public docks, boat ramps, fishing piers, shoreline fishing areas or other public access facilities within the Village. There are no privately owned areas of shoreline open to the general public (see Figures 5.1 and 1.1). Shoreline Uses: As indicated above, the shoreline uses within the Miami Shores coastal area are limited to residential and recreational development. Residential uses include the multiple -family development on N.E. lOSth Street, north of the Biscayne Bay Canal, and the single-family residential development that occupies the majority of the shoreline from the Biscayne Bay Canal south to the southern municipal limits. The Biscayne Bay Park, a passive recreation site, is the only non-residential shoreline use (see Figures 5.1 and 1.1). The shoreline uses of Miami Shores are compatible with each other in terms of land use and density or intensity of development. No conflicts among shoreline uaea have been identified. The single-family development is separated and buffered from the higher -density multiple -family development by the Biscayne Canal. The Biscayne Bay Park, located within asingle-family area, is a passive recreation site that poses no land use conflict with the surrounding residences. Coastal Area Historic Resources: A number of residential structures within the coastal area, as well as the Miami Shores Golt Course, have been identified as sites of architectural, archaeological, historic or contextual significance by Village, County and State agencies. These sites are listed in Table 1.7 and their locations are mapped on Figure 1.4. Twenty-four historic sites within the Miami Shores coastal area have been listed on the National Register of Historic Places. Because no significant development or redevelopment is projected to take place within the coastal area during the planning period, no adverse impact on historic resources is expected. No areas within the coastal area have been designated or proposed as an historic district. However, every reasonable effort will be made to preserve the integrity of sites within the coastal area identified as having architectural, historic or contextual significance; the sites on the Village's landmark list are already protected by the ordinance's review process. Coastal Area Future Land Uaea: The pattern of land use and development in the coastal area of Miami Shores has been established and is not expected to change significantly within the planning period. The predominant land use will continue to be single-family residential. The relative proportion of other residential and non-residential uses will be maintained at the current level. As set forth in the Future Land Uae Element of this Comprehensive Plan, the Existing Land Uae Map and Future Land Use Plan for Miami Shores are identical. Coastal Area Economic Base: Based on the Future Land Use Plan for Miami Shores Village, the future economic base of the coastal area of Miami Shores is not expected to change e Correch inconsistency wiN more recently apdeted material. significantly during the planning period. The largest contributors to the economic base of the coastal area are the commercial center on Biscayne Boulevard at the south end of the Village and the facilities of the Miami Shores Country Club and Golf Course. The commercial center, extending along both aides of Biscayne Boulevard, is the largest commercial concentration in the Village. It contains a shopping center, an automobile dealership and other commercial uses. These uaea are for the moat part vigorous enterprises. The Miami Shores Country Club and Golf Course is owned by the Village and is operated as an enterprise account. This 122-acre site is bisected by the Florida Eaet Coast Railroad, with the eastern portion falling within the coastal area, as defined above. The eastern portion contains the Country Club Tennis Center, which is located next to the golf course at East Railroad Avenue and N.E. 100th Street. The Aquatics Center, offering a 30-yard, six -lane swimming pool, and the clubhouse, located on Biscayne Boulevard, are also within the coastal area. Wildlife Habitats and Lining Marine Beaourees: With no extensive natural vegetative communities, the coastal area of Miami Shores contains no significant land -based wildlife habitats. Northern Biscayne Bay, which is characterized as a high salinity estuarine habitat, supports a variety of living marine resources. The invertebrate and fish species supported by the waters of Biscayne Bay are listed in Table 6.1 of the Conservation Element. Endangered and Threatened Species and Species of Special Concern: Endangered and threatened species and species of special concern that occur along the shorelines of southeast Florida and within Biscayne Bay and the Intracoastal Waterway, have been identified by the U.S. Fish and Wildlife Service (FWS), National Marine Fisheries Service (NMFS) and the Florida Game and Freshwater Fish Commission (FWFC). These species are identified in Table 6.2 of the Conservation Element. Biscayne Bay and the Biscayne Canal provide critical habitat for the West Indian (Florida) Manatee. The manatee inhabits these shallow coastal waters. Collisions of boats and barges with manatees has historically been one of the major causes of manatee injury and death. Within manatee critical habitats, boating speed limits should be lowered in order to protect the manatee population from injury (see Conservation Element). Estuarine Pollution: Estuarine pollution has increased mainly due to the construction of the South Florida water management system. In the early 1900s, water flawed from the Everglades through natural drainageways to Biscayne Bay. With the construction of lakes and canals, water construction areas and flow regulation structures, the quality of freshwater flows into the Bay were substantially altered. Today water seeping into the Bay from the aquifer along the shoreline is no longer completely fresh. The extensive canal system has in effect turned the Bay into a disposal area far upland runoff. Stormwater runoff outfafls and septic tanks empty into the drainage canals and flow into the Bay. In 1988, the Biscayne Bay Surface Water Improvement and Management (SWIM) Plan was drafted by the Sonth Florida Water Management District and was adopted in an effort to protect and enhance the Bay. It tends to be more of a water quality plan, as opposed to a resource water management plan. The Plan found that 78 percent of 150 statistically significant trends in water quality were improving. Miami Shores is participating with Miami -Dade County in storm water planning through the National Pollution Discharge Elimination System Program. An Interlocal Agreement dated July 12, 1994 was adopted by the Village and Miami -Dade County. The Village's obligation under this agreement is to provide the County with outfall update information as any changes in the outfalls may occur. The Village is also required to make lump sum payments to the County for the Village's proportional share of the cast associated with outfall monitoring activities. Impact of Future Land Uaea on Natural fteaourcea: The future pattern of land use and development in the Miami Shores coastal area is not expected to change significantly. The potential for future development is limited primarily to redevelopment of existing properties but even this limited potential is not expected within the coastal zone. With little future population increase projected for the Village, it is not expected that future land uses will have a significantly larger adverse impact on the natural resources of the coastal area than current land uses. IQ/cVYil' 1 _ Y _ ____-.__ Regional Hurricane Hazards: The lower southeast Florida region has been identified by the Nations] Oceanic and Atmospheric Administration as one of the most hurricane - vulnerable areas of the country. Hurricane -strength storms have impacted this region about once every three years since 1900. The hurricane season lasts from June to November, with moat events occurring during the months of September and October. Hurricane Trend Analysis: Studies by the National Hurricane Center have shown that certain intenaitiea of hurricanes are more frequent in southeast Florida. Based on the historical record, it has been determined that Category 2 and 3 intensity storms are the moat likely to strike the lower southeast Florida coast. The intensity of storms is commonly measured acwrding to the Saffir/Simpaon Hurricane Scale. The Sa%fir/Simpson Hurricane Scale: This is utilized by the National Weather Service to provide an initial and continuing assessment of potential wind and storm -surge damage from a hurricane in progress. The scale numbers are fast made available when a hurricane is within 72 hours of landfall and are revised regularly based on new observations. The categories of the scale are based on maximum sustained winds in miles per hour as follows: Category 1 -74 to 95 mph Category 2 -96 to 110 mph Category 3 -111 to 130 mph Category 4 -131 to 155 mph Category 5 -above 155 mph Category 37ntensity Storms: According to the Saffir/Simpson Scale, Category 3 atorma are characterized by winds of 111 to 130 miles per hour. Potential damage to be expected from high winds and flooding during a Category 3 storm includes: Foliage torn from trees; large trees blown down; Poorly -constructed signs blown down; Damage to roofing materials; window and door damage; Structural damage to small buildings; Mobile homes destroyed; Serious flooding at coast; Smaller structures near coast destroyed; larger structures near coast damaged by waves and floating debris; and Low-lying escape routes blocked by rising water three to five hours prior to landfall. Ofj'icial Hurricane Warning System: The official warning process for an approaching hurricane begins with issuance of a hurricane watch by the National Hurricane Center. A hurricane watch alerts residents of a specified area to the m potential of a humcane and advises them to monitor hurricane advisories, which are issued every six hours. A hurricane watch suggests that residents begin preparations for a passible evacuation. Some residents will evacuate when a hurricane watch has been ieaued, based on previous experience in hurricane actuations. The second step in the warning process is iaeuance of a hurricane warning for a large geographical area. A hurricane warning is issued when a hurricane is expected to make landfall within 24 hours with sustained winds of 74 miles per hour or mom and/or dangerously high water or a combination of high wt�ter and high waves. Many residents begin evacuating after issuance of a hurricane warning, based on media coverage or previous experience in hurricane situations. Municipal officials in low- lying or barrier island areas may issue local evacuation orders when a hurricane warning has been issued For their area. Hurricane Euacuation Order: This is the most important step in the hurricane warning system. The determination of the appropriate time for issuance of an evacuation order is critical to sate and effective evacuation of threatened areas. The earlier an order is issued, the more time residents will have to evacuate. But if an order is issued too early, there is a possibility the storm will change course, make the tvacuation unnecessary or putting evacuees in a more hazardous location. The legal authority for ordering and coordinating evacuations in the State oCFlorida resides with the Governor. The Governor has delegated this authority to local governments. Thus, an evacuation order may be issued by a municipality in the absence of an order by a higher level of government. However, an order ieaued by a higher level of government takes precedence. Leeet Hurricane Suree Vulnerability Zones: Located on the low-lying shore of Biscayne Bay, Miami Shores Village contains two hurricane sores vulnerability zones yyithin the The portion of the Village east of Biscayne Boulevard (U.S. 1) has been identified as a Surge Vulnerable Area during storms of Category 1 to 3 strength. The portion of the Village east of the Florida East Coast Railroad to Biscayne Boulevard has been identified as a Surge Vulnerable Area during storms of Category 4 or 5 strength. The balance of the Village, located west of Dixie Highway and the railroad, is not within a vulnerability zone and therefore is not within the boundaries of the Village's coastal high hazard area. The Metropolitan Miami•Dade County Hurricane Procedure: This is part of the County's Emergency Management Plan, administered by the Office of Emergency Management. As the County's Chief Executive Office, the County Manager is the "incident commander" for hurricane response. Under the current Hurricane Evacuation Procedure, the County's Regional Operations Centers begin 2�t hour operations upon the issuance of a hurricane watch by the National Hurricane Center. These Regional CenG:rs replace the one County Operations Center to improve the evacuation activities. When a hurricane warning is issued, mt extensive Public Warning System is activated. Mimi Shores Village Euacuation Plan: The preparedness of the Village in the event of a hurricane or other natural or civil disaster is maintained at a high level, as set forth in the Miami Shores Village Hurricane Plan. The plan sets forth emergency procedures to be commenced upon a Responds to Coeetel Element Objection end Remmmendetion 2. iaeuance of a hurricane warning. The Village is provided with support services through established agreements between various agencies such as the Red Crone, Civil Air Patrol, Miami -Dade County Public Schools and the Miami -Dade County Office of Emergency Management. Hurricane evacuation procedures are coordinated with the Miami -Dade Emergency Operations Center through the City of Miami Liaison Officer and by contact established between the Miami - Dade Police Department and the Miami Shores Police Department. Hurricane Euacuation Zones: Miami Shores Village falls within evacuation zones 10, 27, 32 of the regional and County evacuation plans, as shown in Figure 5.1. Each of these zones also includes areas outside the jurisdiction of the Village. Zone 10, located on the shore of Biscayne Bay, is identified as a storm tide flooded zone during Category 1 and 3 storms and therefore may be required to evacuate during storms of any intensity. Zone 27, located immediately west of Zone 10, could experience storm tide flooding during storms of Category 4 or 5. Zone 32, which includes the remainder of the Village, is not identified as a storm surge vulnerable zone, but may be required to evacuate in the event of storm landfall or exit in the immediate vicinity. Number of Persona Requiring Euacuation: For each evacuation zone that includes the Village, the total number of persons requiring evacuation in the event of an evacuation order and the total number of evacuating vehicles in each zone are outlined in Table 5.1. Number of Persons Requiring Public Hurricane Shelter. This varies depending upon the preferences of evacuees and their opportunities to reach their desired destinations. Table 5.2 shows the likely destination of evacuees and therefore the number of people potentially requiring public shelter. Since the County and U.S. Corps of Engineers no longer publish a list of shelters for Miami Shores Village residents, it ie not possible to assess the number of spaces available. It should be added that based upon the Hurricane Andrew experience, experts feel that the percentage leaving the County as opposed to seeking public shelter may increase over the 1991 assumptions. Refuge Centers and Euacuation Routes: Under the 1991 policy, the County no longer lisle hurricane shelters in their plan and procedures due to its constant state of flux. Instead, the shelters are announced at the time of the evacuation order. Evacuation routes are maintained as part of the shelter information package by Dade Emergency Management. Transportation Constraints on Euacuation Routes: The Lower Southeast Florida Hurricane Evacuation Study identifies roadway segments of the regional transportation system that would be moat critical during evacuation in terms of having the greatest travel demand relative to their ability to handle a certain volume of traffic per hour. In Miami -Dade County, five such roadway segments have been identified. None of those identified are within Miami Shores Village or within the Miami Shores evacuation network area. The County Office of Emergency Management rewmmenda special precautions, including: Police direct traffic Tow problem parked cars Redirect flow with barriers Modify lane use Adjust traffic signal timing Evacuation Time: This clearance time is the time required to clear from the roadways all vehicles evacuating in response to a hurricane situation. Evacuation time can be calculated as the sum of the following: Mobilization time, the time necessary for evacuees to secure their homes and prepare to leave; Travel time, the time spent by evacuees traveling along the road network; and Queuing delay time, delay time due to traffic congestion during evacuation. Evacuation Order Time: This is the time in hours prior to hurricane eye landfall by which an evacuation order moat be issued in order to allow all evacuees to reach their chosen destinations. Determining the appropriate time to issue an evacuation order involves not only calculation of total evacuation time, or clearance time, but also consideration of the following: Pre -evacuation order time: the time prior to an evacuation order during which some evacuees have already entered the road network; and Pre -landfall hazards time: the time immediately prior to landfall when evacuation is dangerous because of gale force winds. The Miami -Dade County Hurricane Procedures provides a method by which the appropriate evacuation order time for a given storm scenario can be determined. The process includes the following five steps: Step 1: The SafSr/Simpson Category number assigned to a hurricane becomes the cornerstone of future decision - making. Clear and constant information from the National Hurricane Center is necessary to determine the projected track of the storm (landfall, parallel or existing). Step 2: Determine the extent of expected damage and more clearly define expected wind speed, arrival time of gale force and hurricane winds and storm tide heights. Step 3: Adjust evacuation times based on the specific storm conditions. Step 4: Calculate evacuation order time and notify all agencies. Step b: Issue evacuation order. Special Evacuation Considerations: The Miami -Dade County Hurricane Procedure addresses the problems posed by the existence of special high -risk populations in the hurricane high hazard areas of the County. These special populations include the patients and clients of many medical facilities and nursing homes, elderly and disabled residents and mobile home park residents. Special arrangements are made for the safe evacuation of these populations. Miami Shares contains no hospitals, nursing homes or mobile home parks. Special Needs of the Elderly and Handicapped: The lazge elderly and disabled population residing in Miami -Dade County presents special problems in that these residents do not always receive preparedness instructions because of hearing or other disabilities. Furthermore, they may be unable because of physical limitations to effect evacuation within the required amount of time. Local disaster preparedness agencies are required by Section 252.355, Florida Statutes, to provide for voluntary registration of disabled citizens who require special assistance for evacuation. Accordingly, the Miami -Dade County Emergency Management Office keeps a listing of registered disabled persons and updates the list as necessary to plan for mobilization to safely evacuate this element of the population. Miami Shores cooperates and coordinates with the evacuation procedures and policies of the County Emergency Management Office. As recommended in the Lower Southeast Florida Hurricane Evacuation Study, elderly and disabled persona are notified of evacuation procedures during the off -hurricane season. In order to lessen their concern for the security of their property during their absence, it is stressed that local law enforcement officere are involved in any hurricane evacuation. The Emergency Management Office coordinates transportation for and attempts to make individual contact with elderly and disabled persona who register. However, voluntary registration hoe been found to be ineffective and the need for neighborly assistance is stressed as critical to the safe evacuation of these residents. Local Measures to Maintain or Reduce Evacuation Times: The willingness of those at risk to evacuate early is the primary factor in a successful regional evacuation. Analysis of various evacuation scenarios far Miami -Dade County strongly suggests that the most effective means of reducing overall evacuation times for the County may be achieved by attempting the quickest possible evacuation of persons in highly vulnerable areas. By cooperating with the County's efforts to evacuate at -rink populations early, the Village can most effectively reduce its local evacuation times and contribute to the successful evacuation of others who are at risk. Table 5 indicate vac+ a 'on 1 a an 'm s bas d on th 19 4 H � ri an m gencv P eoaredn a t dv Th table reFlects shorts Emea fo or raoid Boon s.a Prgjected Impact of Future Population Density: The projected impact of the future population density of the Village ie minimal, since there is only minor projected population growth. The additional persons who will be at risk and required to evacuate in the future should not add significantly to evacuation times. POST -DISASTER REDEVELOPMENT PLAN DATA AND ANALYSIS Relationship of Poat-Disaster Redevelopment Plan to 7989 Camprehenaive Plan: This Poat Disaster Redevelopment Plan fulfills the requirements of the 1989 Comprehensive Plan Coastal Management Objective 2.2 which called for the completion of "a workable postdieaster redevelopment plan" during 1991. Two implementation policies detailed this objective as follows: Policy 2.2.1: Develop a Village disaster assessment, clean- up and repair plan for the coastal area in conformance with the County Comprehensive Plan Element; the plan shall include the following: A survey of buildings in the coastal zone to identify unsafe structures and those not built to current standards; Alternative redevelopment scenarios for areas where substandard structures are clustered (if any); An analysis of the acceptability of various land uses in the coastal zone based on the risk to life and property; Recommended funding sources for the acquisition of severely damaged properties for redevelopment or shoreline access; Identification of structures where displaced households and businesses can be temporarily relocated. al Responds to Coastal Management Objection and Recommendation 1. Policy 2.2.2: Develop a capital improvement program mechanism for emergency post -disaster infrastructure repairs." part of the Land Use Element, but also incorporated herein by reference. Land uses are inventoried and analyzed in the Land Uae Element. State and Federal Requirements: One of the rea Bona for this State DCA growth management requirement is that Section 409 of the Federal Disaster Relief and Emergency Assistance Act (the Stafford Act) requires such a plttn to reduce future damage in order to be eligible for Federal disaster public and private loans and grants. Therefore, this document is sometimes termed a "409 plan." Specifically, the Act says: "as a condition of any disaster loan or grant made under the provisions of this Act, the State or local government..shall take action to mitigate such hazards, including safe lend use practices....shall furnish such evidence of compliance...." The Federal Emergency Management Agency (FEMA) rules say that such a plan must be approved within 180 days atier a declared disaster. But FEMA and DCA agree that it is far better to do the planning in the calm atmosphere prior to the disaster hence the State Growth Management Act requirement. Section 404 of the Act provides post -disaster funds for property relocation out of hi€;h hazard areas and Section 406 provides funds to repair public facilities. Relevant Village Documents: In 1987, prior to the 1989 Stafford Act, the Village entered into a contract with DCA as required by Chapter 252.35 (2) (a) FS and Rule 9G-13 as a first step toward making Miami Shores eligible for post- dieaster public assistance. As a part of that agreement, the Village certified or agreed to the following: The Building Code complies with Chapter 161.56 (1) FS. To participate in the National Flood Insurance Program. To have a hurricane public information program. To use preventive planning measures to lesson storm drainage. In addition, the Village also hoe a Hurricane Emer€;ency Plan. Relevant Boundaries: Coastal emergency and redevelopment planning ie related to specific hurricane vulnerability boundaries as follows: Coastal Zone: This includes those portions of surge vulnerable traffic evacuation zones 10 and 27 that are within the municipal limits. As shown an Figure 5.1, this is the area east of the railroad. ,i 1 t tt _ _, ExiaHng Land Uaea in the Coastal Zone: Existing land uses in the Coastal Zone are shown on Figure 1.1, which is u Reeponda to Coastal Element Objection end Remmmendetion 2. E Responds [o Coastal Element Objection and Recommendation 2. c Responds b Coastal Element Objection and Reconunendetion 2. n Responds b Coastal Element Objection and Recommendation 2. Structures with a History of Repeated Storm Damage: Structures within the Coastal Zone and HVZ are primarily residential and commercial. These structures have survived previous tropical storms with acceptable levels of damage. This damage has not been deemed sufficient to justify relocation of these stmcturea. However, the full force of a category 4 or 5 storm has not hit existing structures in Miami Shores. The hurricane of 1926 was a category 4 storm. *—r:ooe - - .Hurricane Andrew, 1992, did'not hit Miami Shores with its full force. Andrew's full force hit much further to the south.® Infrastructure in the Coastal Zone and High Hazard Area: The infrastructure in the Miami Shores Coastal Zone (east of the railroad)®consists of the usual municipal infrastructure, including roadways, water and drainage lines that serve the area and the shore protection stmcturea along Biscayne Bay. These are inventoried in the Infrastructure Element of this Comprehensive Plan. The small park at the foot of 96th Street adjacent Bayshore Drive and the seawall along Biscayne Bay constitute the only infrastructure in the Coastal High Hazard Area. As a preventive measure, the Village recently overhauled the landward aide of She seawall, while the County renovated the seaward aide. Relocation of Threatened Infrastructure: The Coastal High Hazard Area and Coastal Zone of Miami Shores contain no major infrastmcture elements or public service facilities that might be candidates for relocation after a major storm. Relocation or removal of the seawall, the most threatened infrastructure element, is not realistic, particularly given the recent improvements. Building Structural Modifications: Special modifications to existing residential and business structures in the zone has not been undertaken since the building code governing construction in the coastal zone is in conformance with Chapter 161.55 and 161.56, Florida Statutes. For example, stmcturea must be able to withstand wind velocities of 120 mph. Public Acquisition of Threatened Properties: In addition to Biscayne Bay Park, the Miami Shores Village Golf Course and Country Club is also located in the Coastal Zone. These facilities are maintained by the Village for recreation and public atxeas purposes. Further public acquisition of threatened land in the Coastal High Hazard Area for the purpose of hazard mitigation ie discussed in the Section below entitled "Building Replacement." A11 private land in the Coastal Zone is fully developed. Survey of Building Conditions: Field surveys and code enforcement records were used to update the 1988 housing conditions survey east of Biscayne Boulevard. The Village - wide survey results are reflected on Figure 3.1 of the 1989 Comprehensive Plan Housing Element where an explanation of the survey technique can also be found. The results show no significant changes to the prevailing pattern. The largest concentration of substandard housing is still west of North Miami Avenue, i.e. well west of the Coastal Zone. The small concentration (four houses) in the vicinity of N.E. 12th Avenue and N.E. 92nd Street has been upgraded. The problem with � Responds to Coeafal Element Objection and Remmmendetion 2. ® Added for additior,el clarity. this small concentration was more one of deferred maintenance rather than substandard initial construction. All residential structures in the Hurricane Vulnerability Zone are masonry construction. The redevelopment section of the Comprehensive Plan Future Land Use Element cites two areas of incompatible land uses along Biscayne Boulevard. The motel development at N.E. 105th Street remains but part of the N.E. 93rd Street area (the school) has been redeveloped for church use. However, there are still uses in this commercial area along southern Biscayne Boulevard that do not meet current cede requirements. Specifically, the uaea along the eastern frontage from N.E. 90th Street to one-half block south of N.E. 88th Terrace hoe "backout" parking and generally substandard site design, and the motel at N.E. 92nd Street is a nonconforming use. Bniiding ReplacemenE: Figure 5.8 shows those commercial sites that are deemed inappropriate by virtue of use and/or site design. If severely damaged (Major Damage) by a hurricane, these uaea should not be repaired. No residential structures in the Coastal Zone are deemed structurally unsafe or incompatible in location. The public park on Biscayne Bay providee shoreline access and ie a significant Village amenity. Extension of the park may be desirable in order to avoid rebuilding houses in the VE zone if some of the existing houses are destroyed. Federal funds may be available for property acquisition, relocation payments and park improvements. On the other hand. houses only a few decades old are reeularjy demolished on the Inkrarnaetal and an Biscavne Bay in order to make wav for more sum tp uous houses. If such actions are taken voluntarily with orivate funds. it is not aooarent why nublic oolicv should mitigate the natural disaster risks entailed in shore -front livine � Figure 5.4 shows these houses in relation to the VE zone ^r-r�=u„tee Impact Feea: The following is an extract from the Regional Planning Council report on post -disaster redevelopment planning: "People who build in and inhabit coastal hazard areas often impose substantially greater costs on the public than those who dwell elsewhere. There are public costa of evacuation, search and rescue, temporary housing, debris clearance, and the reconstruction of public facilities such as roads, utilities, water and sewer lines, and so an. One public policy approach is to acknowledge that additional public expenses will be entailed by permitting development in hazardous areas and to assess those who will ultimately benefit from the expenditures. A special benefit assessment is a method of raising revenue in which all or part of the cost of a facility is charged to a property owner who is so situated in relation to the facility as to derive a special benefit from the improvement " For the reasons cited above, the Village may want to consider an impact fee on new house construction facing or backing onto the Bay. This would begin to build a fund for post - disaster public facilities repairs and debris removal. Otherwise, the Village will have to amend its capital budget immediately after a disaster and shift funds to clean-up and infrastructure repair categories. Most hurricanes occur at the very end or beginning of the fiscal year. Post -Disaster Aeaeasmerzt Process: The post -disaster process is complex. It involves the Village, the Miami -Dade Office of Emergency Management, the State DCA and FEMA � Added for additional clarity. 9 Responds to Coastal Element Objection end Remmmendeaon 2. (the lead Federal agency) plus the Governor and President. The process is summarized in Figure 6.5, a flow chart. For details, see Post -Disaster Redevelopment Planning (South Florida Regional Planning Council, 1990) and the latest Miami -Dade County Recovery Procedure (the 1989 version was used for this plan). What follows is an account of the Village's role in post -disaster redevelopment during: 1) the "Immediate Emergency Period" and 2) the "Short -Range Restoration Period." It does not deal with the Village's public safety and evacuation reaponaibilitiea which are spelled out in the Village Hurricane Emergency Plan and related County documents. Bmergency Period: Key tasks of the initial emergency period are debris clearance, oral damage assessment and written damage assessment. Dehris Clearance: As soon as conditions permit, the Village Public Works Director should initiate removal of debris using the following priorities: 1) clearing lanes to assist in search and rescue; 2) clearing lanes to Village Hall, and to the hospitals such as the North Shore Medical Center; 3) clearing debris that is a threat to public safety such ae a structurally unstable building that may collapse and access to problem electric or water lines. The Village Hurricane Operations Center will be based at the Police Department. Oral Preliminary Damage Assessment: Within 8 houre of the cessation of hurricane winds, the Building and Zoning Director should make an oral report to the Miami -Dade Office of Emergency Management. For example, he might report "severe building damage only within several hundred yards of Biscayne Bay." Written Property Damage Assessment: Within 48 hours offer the hurricane, the State DCA Division of Emergency Management will become the lead agency. It will have one person leading a public facilities assessment team which will include the Village Public Works Director and another leading a private property assessment team which will include the Village Building and Zoning Director. Within 48 houre, the Public Works Director's team should complete FEMA Forms B and C (forms are in Appendix). These FEMA forms call for a preliminary description of the damage to public facilities and the estimated cost to repair them plus remove debris. For the Village this would primarily be the seawall, streets, the Village Hall and parks. Work should also be initiated on the more detailed FEMA Damage Survey Report forms for each damaged public facility. The Building and Zoning Director's team (including his code -enforcement officers) will be responsible for the private structure damage assessment (houses and business structures) using Miami -Dade Forms D and E. This process also begins within 48 houre. Short -Range Restoration Period: This begins four days offer the hurricane which means the Red Crone and FEMA are now on the scene if "emergency" or "disaster" declarations have been made at the County, State and Federal levels. If a "disaster" is declared, FEMA becomes the lead agency for Federal financial assistance. Such declarations are based (in part) upon the farms discussed in the previous section. If a State declaration is not made, the Village Damage Assessment Team completes County Form A "Final Report of Localized Natural Disaster." The Village's role becomes one of using this plan to assist Red Cross, State and FEMA officials at the Disaster Application Center in determining buildings to be saved and otherwise helping to determine individual grants loans for damage repair assistance. Miami -Dade Forma D (Housing) and E (Busineasea) will be used. There are a number of homeowner and business assistance programs, including SBA, FEMA temporary housing and HRS house damage repair supplements to flood insurance payments. Debris clearance continues by the Public Works Department. FEMA public facility repair grants are disbursed tktrough the State; grants may be as high as 75 percent. Although the 1989 Village Comprehensive Plan lists emergency temporary shelters, this list is currently being reassessed by the County. Once the hurricane has passed, families whose houses are unlivable can use the Miami Shores Community Center until FEMA's Temporary Housing Program is operatiomtl. It will provide rental assistance and potentially in critical cases, mobile homes. "Grotuth Management^ Techniques /ur Hazani Mitigation: The South Florida Hurricane Contin€;ency Planning Study suggests a number of growth management tools that local governments can use to reduce exposure to hazards during post -disaster redevelopment. These tools may be employed by Miami Shores Village to manage growth in the coastal high hazard area and mitigate the hazards to which this area is subject, although few are really practical for a fully developed small municipality. The recommended tools include: 1) zoning regulations, which can discourage inappropriate land use; 2) public acquisition, which can control development through public ownership; 3) transfer of development rights, which can remove the right of development from threatened land and transfer it eo land more appropriate for development; 4) subdivision regulations, which can minimize flood damage through appropriate standards for minimum street and floor elevations'., 6) building codes, which can reduce damage potential through requiring that structures be designed to withstand hurricane winds and flooding; 6) public facilities planning, which can discourage inappropriate land use through limiting public expenditures; and 7) Fiscal policies, including exactions, teen, or taxation, that can discourage inappropriate land use or incn;ase hazard mitigation. The South Florida Hurricwe Contingency Planning Study was prepared by the South Floridei Regicnal Planning Council and is dated June 1987. FEMA Report: The following specific Building Code and Ordinance related actions specifically recommended in FEMA 955-DR-FL were drafted in response to Hurricane Andrew. Miami Shores Village could consider undertaking 1:heae recommendations: 1) require the lawful on -site representatives of general contractors to hold a certificate of competency (1); 2) require general contractors to assume responsibility for the work of their employees and aubcoatractora (1); 3) adopt and enforce stringent penalties for persons engaged in unlicensed contracting activities (2); 4) increase the number of required hours for training and education of local building department employees (3); 6) require state registration for city building inspectors (5); 6) cooperate with other units of local government and state agencies to share information about code violations by contractors (4); 7) incorporate schedules of specific mandatory inspections in building codes (6); 8) require representative of general contractor to be on job sites at the time of inspections (7); 9) institute management techniques to ensure more comprehensive inspection of hurricane vulnerable construction components including wood -frame gable end walla, garage doors, entry doors, windows and truss bracing (8); 30) adopt ASCE Standard Number 7 as the minimum wind design standard (12); 11) prohibit mobile homes and manufactured homes unless wd until Federal construction standards have been amended to ensure better hurricane survivability (13); 12) amend the building code by inwrporating minimum uniform standards for window wind resistance (15); 13) enforce the provision of the South Florida Building Code which requires that substantially damaged buildings which are repairable be brought into compliance with current code requirements during the repair process (16); 14) develop a multilingual public education program with local :media to educate the public about why and how to retrofit homes to make them more hurricane resistant (20); 15) participate in and incorporate the recommendations of any regional and/or state-wide task group established to make comprehensive recommendations pertaining to building code modifications which will result in more hurricane resistant structures (unnumbered recommendation from page 86). Hurricane Bibliography: The following documents are made part of this data and analysis by reference: 1) Miami - Dade County Recovery Procedure, a component of the Miami - Dade Office of Emergency Management's "Emergency Operations Plan," 1989; 2) Post Disaster Redevelopment Planning, South Florida Regional Plowing Council, 1990; 3) Hurricane Emergency Plan, Village of Miami Shores, 1991; 4) Coastal Management Element, Miami -Dade Comprehensive Development Master Plan, 1997; 5) Lower Southeast Florida Hurricane Evacuation Study, U.S. Corps of Engineers, 1983. i! i Yule •. \\ulu11+, 9tt ;� ill_ Alt; Y•. W 1 :_lad t�. ta��uhda 1 1� � \La � \!1 � a Ya ! � Y la :_ 1 1 % ! �� i.. t... :.1 I� ;. ., �:, �\, gut:. a�. •'\: . it. �...� •, -�� �, $ Responds to Coastal Element Objection end Rewmmendetion 3. 91 098 Infrastructure in the Coastal Zone and Righ Ho Bard Area: The infrastructure in the Miami Shores Coastal Zone (east of the railroad) $ consists of the usual municipal infrastructure, including roadways, water and drainage lines that serve the area and the shore protection structures along Biscayne Bay. These are inventoried in the Infrastructure Element of this Comprehensive Plan. The small park at the foot of 96th Street adjacent Bayshore Drive and the seawall along Biscayne Bay constitute the only infrastructu re in the Coastal High Hazard Area. As a preventive measure, the Village recently overhauled the landward aide of the seawall, while the County renovated the seaward aide. Relocation of Threatened Infrastnrcture: The Coastal High Hazard Area and Coastal Zone of Miami Shores contain no major infrastructure elements or public service facilities that might be candidates for relocation after a major storm. Relocation or removal of the seawall, the moat threatened infrastructure element, is not realistic (emphasis added], particularly given the recent improvements. oil Mums $7li74 ITWOTWLIF k . a • lie) q is U;iq Mis a ;' - IMan . WOMWIL914va �llt;.; .t. Structures with a History of Repeated Storm Damage: Structures within the Coastal Zone and HVZ are primarily residential and commercial. These structures have survived previous tropical storms with acceptable levels of damage. This damage has not been deemed sufficient to justify relocation of these structures. However, the full force of a category 4 or 5 storm has not hit existing structures in Miami Shores. The hurricane of 1926 was a category 4 storm.—,�„P_ -- _.._ Added for additional clarity. $ Responds b Coastal Element Objection and Recommendation 2. It may be that homes in Miami Shores are more at risk from the Russian. designed nuclear reactor bein built in Cuba than from any hurricane. On Februm*y 15, 1999 a story d map about this reactor appeared in the Ft. Leadertlale sun -Sentinel. The map indicated two potential radiation plumes that could result it there were to be a Chemobytstyle accident. One of the plomes x sided over eastern Dade County and areas to the north. The story n quoted belOw. . ort ,'t memu Cube has firdehed building the first learpower Dlant in the Americas, 16 years after And it means the vIant is leaking. o ie my lawan ending r beat b get this m.." built,' said Tabor, an integral on.delection team., "If anylldng shows up, well know wn ollapsed Cube's money a tialt. some aar a coign[ never and $1 billion to firdah, end two years ago, Co��greee devoted fibre, known in Deferue parlance o Early warning system... uld, be carried in two paths from Gonta, would carry it north toward ringbn. The $sound, attached to co, lending't somewhere rity would likely hit the United t people could be exposed to a careful of to be alarmists. They .n wha are committed to about Ne plans dur'g d coruWction. By red b wi Wtand a seventh of the pressure that U.S. red for. One government report estimated that u vi t made pads are defective. There ere,nds art, Miami, inherent flaws in the design." Many be protective en ear Pumps, have been exposed long ee seven ears. There is a lot of concern psa yinawarnendsalty id. To come, it to a real enough of r that the stops b prevent the, completion of the plant.. Under .� .1 . t l /' �. . tt •' u •� t�t,� 'g �� _ . � .; ,� ,Y 1'} !1 ' l! • ! �� r t' FRMA Report: The following specific Building Code and Ordinance related actions apecitically recommended in FEMA 955-DR-FL were drafted in response to Hurricane Andrew. Miami Shores Village conid consider andertaking these recommendations (emphasis added]: 1) require the lawful on -site representatives of general contractors to hold a certificate of competency (1); 2) require general contractors to assume responsibility for the work of their employees and subcontractors (1); 3) adopt and enforce stringent penalties for persons engaged in unlicensed contracting activities (2); 4) increase the number of required hours for training and education of local building department employees (3); 6) require state registration for city building inspectors (5); 6) cooperate with other unite of local government and elate agencies to share information about code violations by contractors internauanal law, ire�aam aadaed the wnntry'a oar tr wa. at.take, rAer could ensure ttmt funding dried up and cenetruction ended, Diax�Belert said. "If [the mo�atora] ever pick up a y radiation, iU way too late; the a Cgr�eeman eeid. "'fhe United States should make it very clear that under no fence wiB it permit the wmpletion of theee plants. They cannot come on-line. (4); 7) incorporate schedules of specific mandatory inspections in building codes (6); 8) require representative of general contractor to be on job sites at the time of inspections (7); 9) institute management techniques to ensure more comprehensive inspection of hurricane vulnerable construction components including wood -frame gable end walls, garage doors, entry doors, windows and truss bracing (8); 30) adopt ASCE Standard Number 7 as the minimum wind design standard (12); 11) prohibit mobile homes and manufactured homes unless and until Federal construction standazds have been amended to ensure better hurricane survivability (13); 12) amend the building code by incorporating minimum uniform standards for window wind resistance (15); 13) enforce the provision of the South Florida Building Code which requires that substantially damaged buildings which are repairable be brought into compliance with current code requirements during the repair process (16); 14) develop a multilingual public education program with local media to educate the public about why and how to retrofit homes to make them more hurricane resistant (20); 16) participate in and incorporate the recommendations of any regional and/or state-wide task group established to make comprehensive recommendations pertaining to building code modifications which will result in more hurricane resistant structures (unnumbered recommendation from page 86). �u �}' � �� 1 !L 1 IY '1 1•- �:� !f'%! y Ali Table 5.1 Traffic Evacuation Zonal Data Evacuating Zone Population Vehicles 10 21,328 9,532 27 15,958 71085 32 21180 976 Note: This pattern is based upon a Category 4 or 5 storm occurring prior to November. Source: Lower Southeast Florida Hurricane Evacuation Study, U.S. Corps of Engineers, 1991 Table 52 Hurricane Evacuation Need Zone Evacuating Public Friend's Hotel/ Out of Number Population Shelter Home Motel Country 10 21,328 2,131 10,599 1,073 72519 27 153958 27348 %875 90 31642 32 2,180 762 980 0 436 Note., This pattern is based upon a Category 4 or 5 storm occurring prior to November. Source., Lower Southeast Florida Hurricane Evacuation Study, U.S. Corps of Engineers, 1991. Table 5.3 1993 Base Year Hurricane Emirmation Clearance Times Dade County Transportation System. Hurricane Bug Participation ugak Emergency ofteak Preparednesa Study Increas a Participation peak offoeak Category 1 Scenarios Exiatine Evacuation Rapid Response (1 sc Areas than 5 hours) n hmnx 10.25 in hn,n 9.25 in hours in hour. 10.25 9.25 Medium Response fleas Long Response (ereater ataeory 2-3 Scenarios F is ine Evacuation than hours) than 9 hour) Areas 11.50 13.00 9.75 11,00 11. 0 9.75 13.00 11,00 Rapid Reaconse (1 sa Mediam Response (leas i oue &anon (area than 5 hours) than 9 hours) tor than 9 hours) 10.25 11,50 13.00 9,25 2,75 11 00 14.75 14,00 15,50 14.50 in 95 15.00 Expanded Evacuation Rabid Response (less Areas than 5 hgIlral 12.00 11.25 15.75 15,00 Medium Response (leas I o e ae pop ( .ate o 4-5 Scenarios than 9 hours) t than 2 hours) 12.50 13 50 11.75 12.50 16 15.25 17,25 16,00 Fziatiue Evacuation Rapid &apimse degg Areas than 5 hours) '0J& 22 50 28 25 27.50 Medium Response fleas than 9 hours) 24.00 2275 28.75 27,75 Lone Response (ereater than 9 hours) 1;5.00 23.25 29 ?5 28.00 Expanded Evacuation Rapid Resoons (I sa Areas than hours) 26.50 2575 30,75 30.00 Medium Response (less than 9 hours) 97 25 2600 31.50 30,25 Long Response (greater than 9 hours) '28.00 26 25 39,95 30,50 Note: Times renorted iiadgr the column pj2tWPd "Peak" refer to 9ya0align situations whore,1 v Is of background tramc at the start of an evacuation mapgmes refer to the noted in title Table indurated it to be thr, Recommendation 11 are aimilar rate at which people provided 6/1 /99 by mat recent then available. topeak pe 'od rgapond to Mr. Robert Marton [Addition traffic levelleypla evacuation adyid9ijea HurriQane of this table on a typical workday ORapid dim and lone_ and gnter thenetwork. c�g�n� Coordinatorfor Dade Cgunty, Mr. Martin responds to Coastal Manaumpu2t O iection and Exhibit 5.1 Continued Had Harbor Poet Disaster Redevelopment Regulations fll: ' ! of of and recommenci amendments to the comprehensive plan ... NJ Enables- immediate repair shall include ciliondinjition with the r al federal POVAMMUlt And DAde Cell operation of at least one brahres ell facilitate n these d plan; end rememmo end to the mmprehenaive plan._'i Policy 8.9.I0.4.a.• The process for making long- term redevelopment decisions in poet disaster general shall li es and principles with the following removal of modification andodamaged forthe relocation, moval of modifimtion of damaged structures: 3. The Villa a shall keep a record of all repairs and rebuilding activities. Structures may not be rebuilt (as defined above) more than twice in any 100-year period in the Velocity (V or VE) Zones. Policy 2.3.11: The Village shall maintain a tingency fund aq al to 25 percent of the value of pp blic facilities in fhe 5:111t11 in order to cover the 1 govemments match for disaster assistance grants. Policy 2.3.12: The Village shell identify land and structures in the coaetal.higlrluaardarea CHHA, nlory their assessed value, judge the utility of the land for public access use and make endatioru for acolowit�h n when pp��at- disaster opportunities arise. I1ef8n8g or g1treiely high land and 9xistinor structure costs i is Village aliguld goonansition t Le Village will explore f.nduar _ gfgnit and/or loam. 59 There ie no coastal construction control line in Miami Shores Village. The coastal mnetructlon control line lies along the Atlantic meet. CONSERVATION ELEMENT INTRODUCTION The natural environment of the area along the eastern shore of Biscayne Bay has been significantly chanf;ed since the 1920's. Prior to the beginning of development in this area, the mainland shore consisted of a band of mangroves and the bay bottom was devoid of plant vegetation. In 1925 the Haulover Cut was opened and resulted in extensive changes to North Biscayne Bay. By the late 1920'a a significant amount of benthic vegetation had been established along large areas of the shallows on the eastern aide of Biscayne Bay. Dredge and fill activities during the 1950's changed the configuration of the shoreline, water depths, and shore bottom. The natural vegetation of the upland area of Miami Shores area was dominated by pine, palmetto, and scattered hardwood trees. DATA AND ANALYSIS General: The only significant part of Miami Shores which remains as a natural reservation ie that portion of Biscayne Bay which lies within the Village limits. The environmental setting of Miami Shares is characterized by a sub -tropical marine climate. The summer season is relatively long, with warm temperatures and frequent rainfall. The winters are distinguished by mild temperatures and infrequent precipitation. Conditions are favorable for plant growth all year. The predominant sandy soils are underlayed with limestone formations. The topography of the Atlantic coastal ridge, which runs through Miami Shores, provides elevations reaching 15 feet above sea level at its highest points in northwest tdiami Shores. Vegetative Communities: Because the area is largely developed, no significant vegetative communities remain. The Miami Shores Village Golf Course, an open vegetative area and the Biscayne Bay Park, which has been landscaped, are the only significant area of vegetative cover. Only this golf course provides some limited support for species typically found in a South Florida urban environment. Wetlands: The wetlands of Miami Shores includa; the estuarine wetlands of northern Biscayne Bay and the riverine wetlands of the Biscayne Canal located north of 104th Street. Mirror Lake is a made water body. All three "wetlands' are open bodies of water (all have the Interior Department "OW" designation) and all are excavated (Interior Department "x" designation). Finally, all three water bodies (with one partial exception) have "hard" edges i.e. seawalls rather than natural vegetative waterfronts. This means that none of the three have the kind of vegetative edge that are associated with estuarine mangroves or inland marsh -like wetlands. The only exception is some segments of the Biscayne Canal where it passes through the Municipal Golf Course; here some of the edge is grass and trees typical of a golf course. The Biscayne Canal, Biscayne Bay and Mirror Lake appear on the U.S. Department of Interior "National Wetlands Inventory" map. Estuarine Wetlands: The estuarine wetlands of the Miami Shores coastal area occur along the shores of the northern Biscayne Bay estuary and include subtidal wetlands with unconsolidated bottom that have been excavated, such as the man-made canal north of ]02nd Street. Within the Bay there are intidal wetlands in unconsolidated bottom that are Booded irregularly, such as those located along the spoil islands. Riuerine Wetlands: The major riverine wetlands in the lower southeast Florida region are the primary canal system maintained by the South Florida Water Management District. The major canals include the West Palm Beach, Hillsboro, North New River and Miami canals. The latter is closest to Miami Shores. These coastal canals serve three major functions. First, they are primary outlets for ezceas water from the Everglades, agricultural and the water conservation areas, and serve as secondary outlets for excess water from Lake Okeechobee. Releases from the canals are made periodically throughout the year in conformance with agricultural irrigation and drainage practices and to maintain Lake Okeechobee and the water conservation areas within their appropriate regulation schedules. Second, the coastal canals allow transfer of water from the Everglades water conservation areas to coastal communities in times of drought. The transferred water helps recharge major wellfielda located near the canals and provides additional water to self -supplied water systems in the coastal area by raising groundwater levels. Third, the canals provide primary drainage for the highly developed urban and agricultural areas of the southeast coast. Various stages in the canals are maintained at set levels depending on the season. During the wet season, they are maintained at a low level to provide additional storage capacity for runoff waters. During the dry season, they are maintained at higher levels to provide additional groundwater recharge and prevent saltwater intrusion. Releases of water from the canals into coastal waters are made whenever canal levels are raised above maintenance levels by local rainfall. Releases may also be made in anticipation of major storm events. Biscayne Canal: The Biscayne Canal is a secondary canal in the Lower East Coast Area water management system. As part of the Miami -Dade County coastal canal network, it is maintained by the South Florida Water Management District. It serves as the primary drainage canal for Miami Shores Village, which is located entirely within the Biscayne Canal drainage basin. The Village is characterized by gently sloping terrain rising from near sea level at Biscayne Bay to slightly more than ten feet near Barry University. The Village is drained by the municipal storm drainage system, which empties into the Biscayne Canal or directly into the Bay. Biscayne Bay: North Biscayne Bay extends from the Sunny Isle Causeway past Miami Shores to the Rickenbaclar Causeway in Miami. The north Bay is a naturally shallow water body with average depths of about six feet at mean low tide. However, once 20 percent of the north Bay area has been dredged. The deepest areas in the north Bay are the Borrow pit north of the Julia Tuttle Causeway and the Government Cut Channel which has been dredged to 26-29 feet and 40 feet respectfully. Use of Natural Resources: Other than the obvious use of the golf course, the only other use is recreational boating in the Bay. Gas Station Hazardous Waste: Generally, hazardous wastes are discarded by-products of industrial or commercial processes. In Miami -Dade County, hazardous wastes also include all interim products that if introduced to the water supply would threaten public health. As there are no industrial land uses in Miami Shores, very minor amounts of hazardous wastes are generated. Most hazardous waste is generated by gas stations and resident 101 disposal of household chemicals. It is believed that all Miami Shores underground gasoline tanks have been inspected by the Miami -Dade County underground tank program. Previously, there were two tanks in Miami Shores Village that were contaminated and required cleanup. At this time remediation is underway at 9601 Northeast Second Avenue (Chevron) where a large stripping tower pampa water through a filtering system. Previous planning materials identified a contamination problem at 9734 Northeast Second Avenue (former Citgo). However, a 1998 search by Village officials of relevant records produced no indication of a contamination problem or remediation permits. There is a known fuel tank contamination problem behind Village Hal] at 10050 Northeast Second Avenue. To date, the Village has completed the contamination assessment report. The Village was working on a remedial action plan when the state indicated that the Village could apply for grant funding to eradicate the problem. The Village Hall site is on the slate's list of contaminated sites, but the state has not the funds necessary for cleanup. Miami -Dade County DERM annually notifies the Village of the problem. The Village understands that no regulatory action will be taken by any agency so long as the site is on the state list. Domestic Hazardous Watts: It is estimated that the improper disposal of domestic hazardous waste is a more serious problem. Common household contaminants such as pesticides, paints and solvents are frequently dumped on the ground. Local governments have instituted amnesty days and hazardous waste pickup service to alleviate the improper disposal situation. iYnomn Pollution: While progress has been made in recent years, there are still several sources of pollution that contribute to surface and groundwater degradation in municipalities such as Miami Shores Village. Most notable among the sources is atormwater runoff. With the incidence of any large storm, especially during the rainy season, accumulated contaminants flow with runoff water into the canals and the Bay. See the Drainage Sub -Element for a discussion of Miami Shares storm drain outfalls. In addition, contaminants flow into the aquifer through infiltration. Sometimes the quality of stormwater runoff can violate standards set forth the discharge of wastewater effluents. According to the Surface Water Improvement and Management (SWIM) Plan, 1994, 78 percent of 150 statistically significant trends in water quality data for Biscayne Bay showed improvement. The parameters that showed the most improvement in water quality were turbidity, dissolved oxygen, and total coliform bacteria. Those that showed the most decline were ammonia and nitrate/nitrite nitrogen. Septic tank effluent also contributes to surface and groundwater pollution. The use of septic tanks is of special concern in Miami -Dade County because of the permeability of the Biscayne aquifer although Miami Shores is considerably east of any wellfields. Underground gasoline tanks are discussed in the hazardous waste section. 1VPDES Program: Through participation in the NPDES program, the Village has made a commitment to incorporate in the Comprehensive Plan measures responsive to the following: In such cases where the municipal Comprehensive Plan (or similar document) wntaina no policy to minimize the effects of new development and significant redevelopment on storm water quality, the permittee(s) shall evaluate how to incorporate storm water quality considerations into the Comprehensive Plan and shall provide a summary of this evaluation in the ANNUAL REPORT. If amendments are necessary, include a copy of the proposed amendments and a projected schedule far incorporating amendments into the Comprehensive Plan. Provide schedule updates as necessary in ANNUAL REPORTS. In such cases where the municipal land development codes (or similar document) do not contain requirements far proper storm water management and erosion and sediment controls during construction, the permittee(s) shall evaluate how to incorporate these requirements into the municipal development code and shall provide a summary of this evaluation in the aubaequent ANNUAL REPORT. This requirement may be satisfied by adopting, afizr promulgation, the new ordinance for Chapter 24 of the Miami -Dade County Codes which will require the use of best management practices and/or structural and non-structural controls at sites of all construction. This requirement may also be satisfied by adopting into the local development codes a section that requires receipt of a FDEP or South Florida Water Management District permit before issuance of a local building, clearing, or grading permit. If amendments to the municipal land development code are necessary, include a copy of the proposed amendments and a projected schedule for adoption. Provide progress updates in ANNUAL REPORTS until required amendments are adopted. The Village believes that Land Use Element Objective 5 and its related policies, plus other redundant objectives and policies in related elements will implement the commitments of the Village as articulated above. Air Quality: Miami Shores Village has traditionally enjoyed better air quality than most metropolitan areas in the nation because of excellent meteorological and climatological conditions. The prevailing atmospheric conditions, trade winds and convective activity common to South Florida provide for the mixing and diffusion of air pollutants. Air pollutants which affect Miami Shores are produced both within and outside the County. The U.S. Environmental Protection Agency (EPA) has established National Ambient Air Quality standards for several important pollutants. These standards were established pursuant to the 1977 for the Clean Air Act which established concentration limits of certain pollutants. Miami -Dade County and the Florida Department of Environmental Regulation has established several air quality monitoring stations to determine compliance with the Clean Air Act. With the exception of ozone, Miami - Dade County air quality data is generally encouraging. Concentrations of sulfur dioxide, lead, nitrogen dioxide and more recently carbon dioxide continue to meet national standards. Table 6.1 shows the County -wide trends for carbon monoxide, ozone and total suspended particulates. It shows the extent to which air quality is increasing, i.e., the percentage of days with "good" air quality is increasing while the percentage with "unhealthy" is decreasing. The EPA has designated Miami -Dade County as a non - attainment area for the pollutant ozone for exceeding the ambient standard more than an average of one hour per year over a consecutive three-year period. Since 1985, two to three hourly exceedances have occurred annually. The EPA has required that Miami -Dade County implement strategies County -wide to lower the rules of exceedances and thereby improve air quality. Floodplain: See Future Land Use Plan and Coastal Management Elements for analyses of the two kinds of flcodplains plus maps showing these. 102 Known Sources of Commercially Valuable Minerals: There are no known significant deposits of commercially valuable minerals within Miami Shores Village. Soil Erosion: There are no know significant areas of soil erosion within Miami Shores Village. Wildlife Habitats and Living Marine Resources: With no extensive natural vegetative communities, Miami Shores contains no significant land -based wildlife habitats. Northern Biscayne Bay, which is characterized as a high salinity estuarine habitat, supports a variety of living marine resources. The most important living marine resources are threatened or endangered animal species whose habitats along the southeast Florida coast are central to their range in the State or in the nation. The invertebrates and fish species supported by the waters of Biscayne Bay are listed in Table 6.2. Endangered and Threatened Species and Species of Special Concern: Endangered and threatened species and species of special concern that occur along the shorelines of southeast Florida and within Biscayne Bay and the Intracoastal Waterway, have been identified by the U.S. Fish and Wildlife Service (FWS), National Marine Fisheries Service (NMFS) and the Florida Game and Freshwater Fish Commission (FWFC). These species are identified in the Table 6.3 by species, designated status as Endangered (E), Threatened (T) or Species of Special Concern (SSC), and agency of jurisdiction. Special Habitats of Endangered and Threatened Species --West Indian (Florida) Manatee Critical Habitat: The manatee inhabits shallow bays and canals such as those in Miami Shores . Collisions of boats and barges with manatees has historically been one of the major causes of manatee injury and death. Within manatee critical habitats, boating speed limits have been lowered in order to protect the manatee population from injury. Northern Biscayne Bay and a portion of the central Bay area (i.e. Miami Shores) has been designated a critical habitat of the West Indian (Florida) Manatee. Although original population levels of manatees in Florida are unknown, studies indicate that peninsular Florida has been the center of the manatee's range in the continental United States. The total number of manatees in the United States has been estimated at 1,000 animals. An aerial survey of Florida habitats in the winter of 1976 indicated a maximum count of 800 animals, a significantly large proportion of the total number estimated to exist in this country. WATER NEEDS AND SOURCES Table 6.4 shows Miami Shores Village's projected water needs through 2015. The Village's demand for water from the County system is expected to increase only to 1,209,500 per day level during the next ten years from the current level of 1,012,300 gpd. There are no industrial or agricultural uses. The Hialeah -Preston treatment plant recently underwent first phase expansion, its capacity is currently 197.91 million gallons per day (MGD). The average demand is 164.93 MGD. These are existing permitted capacities. The County has a request in to the South Florida Water Management District to increase these permitted capacities to 201 MGD average demand and 241.6 MGD for maximum capacity. The quality meets State DERM standards. The Village currently cooperates with the County and SFWMD conservation programs in times of emergency, although there is no formally adopted Village program at this time such as the SFWMD model. Table 6.1 Air Quality Trends Dade County 1989 1990 1991 Percent of Days Good 61.09 58.90 73.97 Percent of Days Moderate 37.81 40.83 25.48 Percent of Days Unhealthful 1.10 0.27 0.55 Tots] 100.00 100.00 100.00 Source: Metro -Dade County Department of Environmental Resources Management, 1992. Table 6.2 Invertebrate and Fish Species of Biscayne Bay Adult Spawning Commercial Concen- Sport Ground Nursery Harvesting tration Fishing Invertebrates Blue Crab X X X X X White Shrimp 1{ Brown Shrimp g Pink Shrimp g Spiny Lobster X X X Fish Tarpon X X Sea Catfish X X Sheepshead X Spotted Seatrout X X X X X Weakfish X X X X Spot 1{ Atlantic Croaker X X X X Southern I{ingfish X Northern Kingfish X Gulf I{ingfish X Red Drum }I Star Drum }[ Black Drum X Florida Pompano X X X Bluefish X X X X Cobia X Mullet X X X X X Atlantic Spadefiah X X Pinfiah X X Pigfish X X White Grunt X X X Ladyfish X X Snook X Jack X Snapper ?{ Grouper g Soarce: Atlantic Coast Ecological Survey, U.S. Fish and Wildlife Service, Miami, Florida, 1980. 104 Table 6.3 Endangered and Threatened Species and Species of Special Concern Biscayne Bay Atlantic Marine Turtles Species Status Agency Loggerhead (Caretta caretta) T FWS, NMFS E.Evdavgerea: Aep aubepecie. o Green (Chelonia mydas) E FWS, NMFS ieoleted population en bmaed or depleted in amber, or ao a;craa in range or Habitat sae Leatherback (Dermodhelys coriacea) E FWS, NMFS to a�mammaae or natural fadom, that it ie Hawksbill (Eretmochelys imbricata) E FWS, NMFS n taanger of ertinction or e:piretion firm the State, or may attain each a etetue Kemp's ridley (Lepidochelys kempii) E FWB, NMFS within tha;mmed+ate r tare. Intracoastal Marine Mammals Florida Manatee (Trichecus manatus) E FWS Coastal Wading and Shore Birds Peregrine falcon (Falco peregrinus) E FWFC Least tern (Sterna albifrons T FWFC Brown pelican (Pelecanus occidentalis) T FWFC American oystercatcher (Haematopua palliatus) T FWFC Osprey (Pandion haliaetus) T FWFC Great white heron (Ardea herodias occidentalis) SSC FWFC Royal tern (Sterna maxima) SSC FWFC Great (common) egret (Casmerodius albus) SSC FWFC Black skimmer (Rynchops niger) SSC FWFC Sources: U.S. Fish and Wildlife Service, Marine Fisheries Service, Florida Game and Freshwater Fish Commission, Florida Natural Areas Inventory. T. Threatened: A ecedee, eubeceoee, or ' laced ppoopulation that is eo acutely vulnereble to envim.uventel alteration, or declud� in number et a revid rate, or whose range or habitat ie declining in a at a repid rate. chat as a a�uequence it ie deeebned or ry likely to become en endangered species within the foreseeable future. Table 6.4 Water Need Projections Miami Shores Village Usage Usage (Gallons) Year Population (Galhrns/Day) Capita/Day) 1994 30,123 :(,012,300 100 2000 10,901 :t,090,100 100 2005 11,318 a,131,800 100 2010 11,745 :L,174,500 100 2015 12,095 :(,209,500 100 Sources: Bureau of Economic and Business Research, Florida Estimates of Population, 1994. Cliff Walters - Aasociate Director, Metro -Dade Water and Sewer Authority, 1995. 105 Table 8.5 EzoNc apeciea not to be planted and to be removed from development sites where they eziat: Species Nome Common Name erdiaia) (Indian dalbergie, eisaoo) Air Potato (banyan tree) (weeping fig] (Indian rubber tree) (=A.dtida; =F retuae varrdtida) (lawel fig) Species Nome Flamurtie indite Hibiscus tilieceua Jasminum dichotomum Jasm ma ❑m+u Leucaene leucocephala Melaleuca quinquenervia Mimosa pigre Merremie tuberose Neyraudie reyneudiana Akin Scheffle a actimphylla Schinus terebinthifoliva Solarium viarum Theepeaia populnea 74ibulna cisto�dea Common N (governor's plum) (mahoe) (Gold Coaatjeamine) Ras qi�� Melaleuca (cetclaw mimosa) (wood rose) (Bwme reed; cane grass) Castor Bean (e henlera)eclinophylle) Brazilian Pepper (tropical soda apple) (seaside mshoe) (puncture vine) Exotic apeciea not to be planted within 500 feet of native plant communities: Esotfc Species Latin Nome fCornrnon Name) Bauhinia ariegefa (orchid tree) Bauhirda purpereta (orchid tree) CelophYllum calaba (=C. inophYllum Catherenthua rosnegus (Madagascar periwinkle) Ferris indi Gore (Surinam them) ugenie utd (3 {np��ceum Pi �atum w. Aureum (pothoe) Kal picma site plant) S. trifeaciete) zebrine) saltnewer) Native Ecosystem /evaded Hammocks Hammocks Hammocks Beeches, sandy pinelanda and hammocks Pinelands Hammocks Hamm �' pinelands Hammocks pinelanda Hammocks pinelanda, hammocks Pinelends, hammocks Beaches, coastal uplands Hammocks Hammocks Hammocks Coastal weUande, beeches All mmmunines All m urdties al ra�anitiea RECREATION ELEMENT and a bath house with an office and locker rooms. Improvements would be desirable, and perhaps necessary. INTRODUCTION Miami Shores Village provides for a wide range of recreational and leisure time opportunities by maintaining parks and open space throughout the Village and offering a program of recreational activities. The Miami Shores Recreation Department is responsible for administering the programs, and the Public Works Department provides maintenance for the open space. It is the intent of the Village that this plan element set forth a comprehensive framework for guiding decisions on public policy and capital improvements for recreation facilities and programs. The Recreation Department currently operates under the guidance of a five- year capital program and an administrative plan. EXISTING CONDITIONS The Miami Shores Recreation Department has the reputation of of%ring one of the beat municipal recreation programs in Miami -Dade County. The Village has excellent facilities for its size and papulatien, including an aquatic center with a swimming pool, a baytront park, a library, a cemamnity center, and a municipal golf course and country club open to residents who elect to become dues paying members. The Recreation Department has continued to provide si wide selection of quality recreation programs. An inventory of recreation sites and open apace in Miami Shores, shown in Table 7.1, lists the significant public and private recreation resources. The inventory indictdea that the Village owns approximately 135 acres of park and recreation land. Some additional open apace acreage is wntained in landscaped traffic medians. The golf course also provides a substantial open apace resource. Private recreation facilities include those at Barry University and St. Rose of Lima Church and School. The Parks Department has been allowed to use some of the facilities at Barry University far specific activities. Figure 1.1 illustrates the location of the recreation sites and open space. Table 7.2 lists the types of facilities available at each of the Village's recreation and open space properties. ActiuityBased Recreation Facilities Community Center and Park: The Miami Shores Community Center is a 10-acre park with buildings and outlying facilities located between the Florida East Coast Railroad right -of --way and Northeast Seventh Avenue. The facilities in the main building include a combination gymnasium and auditorium, offices, a kitchen, meeting rooms, and a ceramics center. There is a separate field house. Other facilities include four tennis courts and a pro shop, two ball tielda, two playing fields, two lighted basketball courts, a tot lot, and open areas. Country Club and Adjacent Tennis and Swimming! Centers: The Miami Shores Golf Course is a municipally -owned facility which is operated as an enterprise account. It is located on a 122-acre site bisected by the Biscayne Canal. The golf course is about 6100 yards in length and there are tennis courts and a pro shop in addition to the clubhouse and course. The club is open to non-residents, although residents pay reduced dues for membership. Regular and summer memberships ere available. The Country Club Tennis Center is located next to the golf course at East Railroad Avenue and N.E. 100th Street and has six clay and three all weather courts. The Aquatics Center is also located adjacent to the Country Club on Biscayne Boulevard. This facility has a 30-yard, six lane pool Elementary School: Although only about one-half acre in size, a playground at this N.E. 6th Avenue location provides supplemental facilities. Neighborhood Parks: There are four neighborhood parks in the Village. Biscayne Bay Park fronts on the bay between Northeast 94th and 97th Streets along Bayahore Drive. It is a park designed for passive recreation with walks, benches, and landscaping. There are two neighborhood parks which are located on the east and west aide, respectively, of Northeast Second Avenue at Northeast 94th Street. Memorial Park on the west aide of the street covers the full length of the block. Optimist Park on the east aide occupies about one-half of the block. Both parks xre designed for passive use with benches and landscaping. Constitution Park, with open areas and landscaping, is located on the weal aide of N.E. Seventh Avenue directly across from the Community Center Park. Other Public Facilities: Within athree-mile radius of the Village are more than 500 additional acres of public park land including a County park at Haulover Beach on the barrier island. Reaource•Based Parka The Village does not contain any identified natural reservations or beaches within its land area, nor are there resource based park areas per se. However, access to the Biscayne Bay shoreline is provided at Biscayne Bay Park, a neighborhood park. Other Resource -Based Open Space The Miami Shores Public Works Department maintains several landscaped open space areas. In addition to the landscaped areas around the library, Village hall and the six major medians listed in Table 7.1, there are 12 smaller landscaped traffic median islands and triangles. The golf course, while designed for active recreational use, also provides a large expanse of landscaped public open apace. Recreation Program: The Miami Shores Recreation Department has continued to provide a wide selection of quality recreation programs. Examples include: 1) teams in six sports; 2) classes in crafts, sports and other activities; 3) clubs; and 4) tournaments. Recreation facilities in Miami Shores are open to the public, with priority for participation in programmed activities given to Village residents. NEEDS ASSESSMENT Facility Needs: As a mature town which is almost entirely developed, the permanent and seasonal residents are well - established and the population has largely stabilized. The oftcial State resident population estimates indicate that the Village has been increasing slightly from 9,556 in the 1990 Census to 10,123 in April 1994. It is very unlikely that the population will change substantially over the next ten years, as indicated in the population section of the Future Land Use Element. Given this stability and the excellent level of recreation facilities and services now provided, the moat important need is for maintenance of the existing facilities rather than new ones. The one exception is the lack of any neighborhood park west of North Miami Avenue. Although the Middle School and Barry University playtielda help meet that need now, it ]and becomes available, a Village park should be developed. If annexation occurs, this is particularly important. 107 Recreation Program Needs: A comprehensive recreation management plan was approved by the Recreation Advisory Committee, Village officials, and the Village Council in 1983. The plan is updated as needed. The plan was formulated by the Recreation Department to provide policies and fees relative to programs and facilities in Miami Shores. It is supported by a five-year capital improvement program for the Department. Capital Improvement Program replacement needs are detailed in the five-year program plan and include such items as replacing carpeting and curtains at the Community Center, and refinishing the auditorium stage. Each item or project is described, a justification is given, and alternatives are listed. This is part of a similar process used annually by all departments. Leoel of Services: Miami Shores is currently providing a high level of recreation facilities and activities for its residents. Future recreation needs are unlikely to differ significantly from existing conditions over the next ten years, given the stable population trends. Table 7.3 illustrates the current level of services provided for recreational facilities compared to the recreation standards for future planning purposes. Table 7.1 Recreation and Open Space Inventory, 1995 Miami Shores Site/Fecility Si;ce Category Village -Owned Golf Course &Country Club 122.0 A -special activity Community Center 10.0 A -community park Aquatics Center 0.5 A -special activity Brockway Library 0.5 A -special activity Biscayne Bay Park 0.8 R -neighborhood park Memorial Park 0.9 R -neighborhood park Optimist Park 0.6 R -neighborhood park Constitution Park 0.5 A -neighborhood park North Grand Concourse Park na R -open space N.E. 103rd Street Median na R -open apace N.E. 102nd Street Median na R -open space N.E. 12th Avenue Median na R -open apace Biscayne Boulevard Medians na R -open apace Park Drive Median na R -open space Other Miami Shores Elem. School na institutional Mirror Lake (private na open space Barry University na institutional St. Rose of Lima School iia institutional Total acres 135.3 A =Activity -Based R =Resource -Based Sources: Miami Shores Village Recreation Department, 1987, 1995. Robert K. Swarthout, Incorporated, 1987, 1995. Table 7.2 Village Park Facilities, 1895 Miami Shores Site Facilities Golf Course &Country Club Galf course, 9 tennis courts and pro shop, clubhouse Community Center Park Community Center: offices, kitchen, 5 meeting rooms, gym/auditorium, ceramics center, tennis courts and pro shop, playing fields, tat ]ot, basketball courts (41it), field house Aquatics Center Swimming pool, atiice and locker rooms Brockway Library Likrrary with 58,000 volumes, seating for 67 Biscayne Bay Park Benches, walks, landscaping Memorial Park Benches, walks, landscaping Optimist Park Benches, walks, landscaping Constitution Park Landscaping Sources: Miami Shores Village Recreation Department, 1987, 1995. Robert K. Swarthout, Incorporated, 1987, 1995. Table 7.3 Level of Services, Recreation Facilities, 1994 and Future Miami Shores Facilities Golf Course &Country Club Community Center Park Aquatics Center Brockway Library Neighborhood Parke Tennis Courts Basketball Courts Tot Let Gymnasium/Auditorium Playing Fields Service Standard L30,000 residents L25,000 residents 1/20,000 residents 5 volumes per resident 1 acre/10,000 residents 1/1,500 residents 1/5,000 residents 1/15,000 residents ll30,000 residents 1/7,500 residents Service Level 1994 1/10,123 residents L10,123 residents 1/10,123 residents 6.4 volumes/per resident 1 acre/10,123 residents 1/782 residents 1/2531 residents 1/10,123 residents ll10,123 residents 1/5,062 residents Sources: Miami Shores Village Recreation Department, 1995. Robert K. Swarthout, Incorporated, 1995. 110 INTERGOVERNMENTAL COORDII'1ATION INTRODUCTION The purpose of this element ie to assess the other elements in terms of key policies or programs that require inb�raction with another governmental agency. The analysis is intended to facilitate implementation of recommendations that are beyond the sole responsibility of Miami Shores Village officials. The matrix on the next page provides a summary inventory of these issues and the jurisdictions involved. The Village's coordination with these agencies is informal, using the telephone and meetings when necessary. This is i.❑ addition to formal contracts and other operating agreements. The analysis section concentrates upon those intergovernmental coordination items that are most important for implementation of this plan, pinpointing ways to improve coordination. TRAFFIC ELEMENT Road Widening Issue Description: The County highway plan calla for tt�e further widening of North Miami Avenue to five lanes from N 103rd Street to N 167th. The Village opposes this widening due to its adverse impact on the community character. Responsible Offices: The Village Council, Manager and Public Works Department working with the Miami -Dade Public Works Department and Metropolitan Planning Organization. Analysis and Recommendatiorz: Village officials should continue to work with County officials to maintain this project as a low priority or have the proposal dropped from the plan. The Village has formally communicated this to the MPO. It is not in the 1988 County Comprehensive Plan Traffic Element improvement list. HOUSING Substandard Ilouaing Issue Description: Substandard housing in the unincerporated area seems to result (in part) from lack of code enforcmnent it adversely impacts adjacent housing in the Village. The Village administration assists Miami -Dade County code enforcement efforts by informing the proper officials when Village residents call the Village with complaints about violations in unincorporated Miami -Dade County._ The Village is considering annexation of properties to the southeast and commercial properties to the northeast. Responsible Offices: Village Manager (and Attorney) working with County Attorney and County Planning Department. Analysis and Recommendation: Continue processing of annexation application and joint study and code enforcement along the perimeters of the Village. I t `f y:���7frriYkfil� Water Linea Inane Description: The Village utilizes the County for its water supply. The distribution system is provided by bath the County and the City of North Miami. The Village is not involved in billings. Responsible OfFces: The Village Manager working with the Miami -Dade Water and Sewer Department and the North Miami Utilities Department. Analysis and Recommendatiorz: The existing service agreements are proving satisfactory. No need for changes are foreseen. Solid Waste Issue Description: The Village relies upon the County to contract for the disposal of solid waste generated by Miami Shores and other Miami -Dade County municipalities. Reliance on Miami - Dade County is not a problem now nor will it be in the foreseeable future. The Village has entered into a contract with Miami -Dade County to formalize Village use of the Miami -Dade County transfer and landfill system. Responsible O�ces: The Village Department of Public Works working with the Miami -Dade Public Works Department. Analysis and Recommendation: The Village should monitor the transfer facility capacity and generally assure themaelvea of the future ability to utilize the County transfer and disposal functions at reasonable rates. The Public Works Director maintains such a dialogue with the County in addition [o the formal service agreement. COASTAL MANAGEMENT Storm Eoacuation Issue Description: Miami Shores Village is an important hurricane evacuation "receiving station' from the barrier island i.e. provides evacuation routes and shelters. Responsible Office: Village Manager and Police Chief working with the County Office of Emergency Mantigement. Analysis and Recommendations: Continue to closely coordinate the Village's written evacuation plan, particularly traffic over the two nearby causeways plus related feeder streets and shelters. Periodic Countyconvened meetings now achieve this. The Village also has a 1967 contract with DCA under the Poat-Disaster Redevelopment Rule. RECREATION Supplemental Recreation Facilities Iaaue Description: Although the Village has extensive park facilities, it also counts upon elementary school grounds for supplemental facilities. It is important that these facilities remain available. Responsible Offices: Village Recreation Department working with Miami -Dade County School Board. Analysis and Recommendation: Consider a joint use agreement with school officials for use of the school grounds. SOUTH FLORH)A REGIONAL PLANNING COMMISSION POLICY PLAN There ere no provisions in the SFRPC plan that are in conflict with the Miami Shores plan. 111 5'se�o�� � a��Vs�� `E��z'8oa^. 8 �. �63a8�� �ww gSE6�Y'3 5�55�??� �5�s� �''���� S�y�d90 SoE' �i 8m'e9 ���° 83ao� �a��� S�o�o� 8a�or�€� E�or�g e � � $� EyS- 8�E °' �� ���9 � + �.� � c $68 8��m °dga �Z vt�e �¢L' 5.6� �G5� g9 $$ti 98� 8si a ���a 's ��a� `m�9�� vo `.s� ; e9�oq �a 3 e S m �25� � �g-a �� �9�x'E�c a` 8`a� �0$�5 �n��h'3� �a� �-�e �8cr"n ��m �o.�.�. P � �a�a � me���d � E:s �� e� z §��zs$ C � �� -w �� q 0 a x - ? .� �`°� �. `� ` `� o � �� a � �� 4 d �� � o �;; � � � vo e �m m � m z �E ;� d � � �' � ��Y z w� -w � � m° � 3�� Exhibit 8.2 Regular Intergovernmental Coordi�aation Meetings Attended by Miami Shore Village Staff Organization Frequency of Attendee for Village Meetlege South Florida Regional Plarming Counril Quarterly Direcmr of Community Development Metropolitan Planning Organization Monthly Village Manager Department of Environmental Resource Management Quarterly Director of Public Works Florida Department of Transportation Quarterly Director of Community Development SouN Florida Building Officials Counal Monthly Building Offioal Florida RedevelopmentAmodetion Quarterly Director of Community Development Mainatreet Monthly Director of Commurdy Development DedeBroward County Buildi� O(Bciele Aaeociation Quarterly Building Offidel Teem Metm Quarterly Direcmr of Community Development Florida Asaodation mr Code ENbrcement Monthly Code Enforcement 113 CAPITAL IMPROVEMENTS ELEMENT The purpose of this element is to determine the coat of any Village public facility improvements recommended fot implementation during FY 1995-1996 to FY 1999-2000 and demonstrate the ability to fund those improvements. The self- austaining country club enterprise fund is not included in this analysis since user fees cover almost all (98 percent) of the expenditures. RWENTORY Needs From Other Elements: The following capita] project recommendations are contained in the other elements or resulted from depaztmental requests and relate to an element: replace garbage truck roadway and right-of-way maintenance and equipment sidewalk repairs public transportation operations and maintenance roadway and right-of-way drainage street lighting traffic signs, traffic engineering, signalization and pavement markings debt service and current expenditures for transportation capital projects Cost estimates for the above needs have been made by the Village department heads based upon in-house or consultant technical studies. Some "deficiencies" or "needs" noted in the plan have not been costed as yet. These include: Storm drainage improvements including one Bay outfall and four localized ponding problems. A play facility west of N.W. 2nd Avenue it anne::ation occurs or land becomes available. Public Education and Public Health Conaiderationa: One public school is located within the Village limits: no expansion is planned. The attendance area extends south to the Little River Canal, north into Biscayne Park, west to N.W. 2nd Avenue and east to the Bay. No County or State public health facilities are located in Miami Shores. Financial Resources: The following constitute the principal potential financial sources for funding capital improvements: Property or Ad Valorem Taxes: This is the source for over 35 percent of the Village's General Fund revenues; it is the largest single source. Franchise and Utility Taxes: These revenues are second in size to ad valorem taxes, amounting to 23 percent. Charges for Services: This amounts to 21 percent and is largely service fees for solid waste pickup. Intergovernmental Reuenaes: This category is primarily Bales tax revenues transferred from the State as well as other State funding. This provides about 14 percent of the General Fund revenues. Miseellarzeons: The remaining 7 percent of the General Fund comes from a variety of licenses, permits, fines, interest earnings, etc. The Village operates a country club and golf course as an enterprise fund with an annual budget of about $2,300,000. ANALYSIS Village Policies and Practices: Since Miami Shores is an almost fully developed municipality with many facilities provided by the County, the policiee relative to municipal improvements are largely geared to replacement and minor improvements more than major new facilities or a need for additional capacity. The Public Works Depaztment is responsible for the maintenance or improvement of most facilities. The Village has a formalized ongoing capital program/annual capital budget. All department heads submit project sheets Eo the Manager who assembles the program and budget for review and action by the Council. No significant outside forces are shaping capital improvement policies. Fiaeal7mplieationa of Defzeieneiea: The principal public facility deficiency emanating from the other elements is in the area of park facility renovations. The street repairing and garbage truck replacement are more routine items. These park improvements support the Future Land Uae Element emphasis on the residential neighborhoods and supporting facilities. Coat Estimates: The cost estimates are provided by the Village department heads, in some cases ultimately based upon design firm estimates. Public Education and Health Care Facility Imp[icationa: No school construction or expansion is planned. No public health care facility is planned. Land Uae Plan Implications: The plan has no direct implications because there are no major plan changes and no major new development ie likely to occur. The entire thrust of the plan is to preserve the character of the fully developed residential neighborhoods and to enhance compatible commercial uses. Therefore, the only possible capital project impact would result from any annexations of unincorporated County blocks that might necessitate capital improvements. One of the prime reasons for restricting the intensity of permitted office and commercial uses is to avoid the need to further widen the County and State streets within Miami Shores. No other County or State implications are foreseen. Financial Projections: Revenues, Expenditures and Tax Base: Table 9.1 shows a projection of the Village's General Fund revenues and expenditures through the five-year capital improvement planning period. This is based upon the 1988- 1994 pattern whereby these amounts have been increasing at an average oC about four percent per year. On the other hand, as retlected in Table 9.2, the ad valorem tax base has been increasing at a rate of about 2.6 percent per year. The electric franchise Cee and electric utility tax have been increasing at average rates of 0.3 and 2.5 percent per year respectively. However, state revenue has been decreasing an average rate of .3 percent per year. The largest expenditure increase (about 116 20 percent per year) has been the County charges for solid waste disposal and the solid waste fee has been increased accordingly. The current millage rate for the Village is 8.74. Operating Cost Implications: Since the only capital projects are all replacements or renovations, there will be no measurable increase in operating costs. Debt Capacity: There are no legal constraints on borrowing. Implications of This Fiaca! Analysis: This analysis suggests that modest capital projects can continue to be funded out of the operating budget, assuming the franchise fees, utility taxes and State revenues continue to increase, and the solid waste revenue -expenditure ratio is kept in balance. However, any sizable capital project (none planned at this time) would require either additional borrowing or greater expansion of the ad valorem base than is now occurring. Therefore, the annexation strategy discussed elsewhere in this plan deserves consideration. Table 9.1 Revenue and Ezpenditurea Projections, 1996.2000 Miami Shores Electric Electric Ad Valorem Franchise Utility State Total Total Year Tales Fee Tax Revenue Other Revenues Ezpenditurea 1995* 2,824,355 404,000 610,000 229,686 3,759,180 7,827,221 7,996,069 1996 2,959,924 405,212 625,250 228,997 4,089,988 6,309,371 8,339,900 1997 3,102,000 406,428 640,681 228,310 4,449,907 8,827,526 8,698,516 1998 3,250,696 407,647 656,903 227,625 4,841,499 9,364,570 9,072,552 1999 3,406,939 408,870 673,326 226,942 5,267,551 9,983,628 9,462,672 2000 3,570,472 410,097 690,159 226,261 5,731,096 10,628,085 9,869,567 Note: Figures marked by an asterisks (*) are from the Miami Shores Village Budget. Sources: Miami Shores Public Works Deparment, 1995. Rebert K. Swarthout, Incorporated, 1995. Table 9.2 Total Assessed Value Projections, 1995.2000 Miami Shores Year Assessed Value 1995 $339,048,927 1996 347,864,199 1997 356,908,668 1998 366,188,293 1999 375,709,189 2000 385,477,628 Source: Robert K. 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Figure 4 MAJOR EXISTING TRAFFIC GENERATORS AN ATTRACTORS-2015 COMMERCIAL PORTS GOVERNMENT CENTERS OHOSPITALS/ MEDICAL COMPLEXES • SHOPPING CENTERS COLLEGES/UNIVERSITIES ATTRACTIONS / CULTURAL FACILITI OTHER EMPLOYMENT CENTERS MAJOR PARKS / RECREATION AREP ��������� SODS URBAN DEVELOPMENT BOVNpARY �. •••••••• ROIS URBAN E%PANSIpN AREA ROUNDA This figure appears as I%igure 4 in the Mass Transit subelement of the Miami -Dade County 19519 Comprehensiae Plan0 FIGiTRE 2.7: AIRPORT FACILITIES '-_ WATER CONSEpVA�ION AREA �N C � W r— �_ MAJOR AVIATION FACILITIES OMIAMI INTERNATIONAL AIRPORT © OPA-LOCKA WEST AIRPORT © OPA-LOCKA AIRPORT QTAMIAMI AIRPORT HOMESTEAD GENERAL AVIATION AIRPORT DADE-COLLIER TRAINING � &TRANSITION AIRPORT OHOMESTEAD AIR FORCE BASE EVERGLADES NATIONAL PARK � �� �'_ i i i I z� 1 o i z Ni. N ' � jw� METRO-DADE COUNTY PLANNING DEPT. HIALEAH __ m O a U ' �u y � i c � 0 � OI;) BISCAVNE _}r{I NATIONAL PARK This map appears as Figure 1 of the Port and Aviation subelement of the Miami -Dade County 1999 Comprehensive Plan. FIGURE 2.8: HURRICANE EVACUATION ROUTES BROWARD COVMY DADECWIf1Y i wa i R r De �: j R 1 �0�..._... C... �..................^....d....� Figure 7 -....-- s DESIGNATED EVACUATION ROUTES-2015 MAJOR ROUTES ..... $ LINKAGES c:CODOWIT ..Won WNSIT SOURCE. DADE COUNTY METROPOLITAN PLANNING ORGANIZATION • i '�. DADE COUNTMANAGEMENT. Y OFFICE OF EMERGENCY 1995 st �" ym c� WAL.D04 OR24z �.ww. ST This map appears as Figure 7 of the 'Traffic Circulation subelement of the Miami -Dade County 1999 Compreheusive Plan. 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