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HomeMy WebLinkAboutR-88-0736r J-88-707 8/ 12/88 RF.SOLUTInN NO. 88- 3*111► A RESOLUTION MAKING FINDINGS: APPPOVING, IN PRINCIPLE, WITH MODIPICATTONS, THE PROPOSED MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989- 2000 SUBSTANTIALLY IN THE ATTACHED FORM; DIRECTING THE CITY CLERK TO TRANSMIT THE MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989- 2000 AND SUPPORT DOCUMENTS TO THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS FOR COMMENT AND TO OTHER IN,rERE,STED GOVERNMENT AGENCIES PER SECTION 163.3184 OF THE "LOCAL GOVERNMENT COMPREHENSIVE PLANNING AND LAND DEVELOPMENT REGULATION ACT"; ESTABLISHING FUTURE PUBLIC HEARING DATES ON DECEMBER 22, 1988, (FIRST READING) AND JANUARY 26, 1989, (SECOND READING) OR AS MAY BE CONTINUED, TO CONSIDER AN ORDINANCE ADOPTING THE MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989-2000. WHEREAS, the Miami Comprehensive Neighborhood Plan 1976-1986 was approved by Resolution 77-430; May 12, 1977, as the comprehensive plan of the City of Miami; and WHEREAS, the Miami Comprehensive Neighborhood Plan (September 1985) and Addendum, was adopted by Ordinance 10167: October 23, 1986, and superseded the prior plan; and WHEREAS, through the State of Florida Growth Management mandates of the 1985 and 1986 Legislatures (Florida Statutes Chapter 163, Part II, "Local Government Comprehensive Planning and Land Development Regulation Act") and subsequent administrative rules (Chapter 9J-5 and 9J-12, Florida Administrative Code ["F.A.C."] ) the City of Miami is required to transmit a completely new comprehensive plan superseding the existing plan and covering the entire geographic area of. the City of Miami to the Florida Department of Community Affairs by September 1, 1988; and WHEREAS, during the preparation of this plan there has been broad public participation including meetings, dissemination of information, open discussion, consideration and response to public comments, culminating in a series of duly advertised CITY COMMISSION JUL 21 1988 88-'738 )iJ No. REMARKS: J-88-707 8/12/88 RFSOLUT inN NO. A RESOLUTION MAKING FINDINGS: APPPOVING.., IN PRINCIPLE, WITH MODIFICATIONS, THE PROPOSED MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989- 2000 SUBSTANTIALI,Y IN THE ATTACHED FORM: DIRECTING THE CITY CLERK TO TRANSMIT THE MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989- 2000 AND SUPPORT DOCUMENTS TO THE' FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS FOR COMMENT AND TO OTHER INTERESTED GOVERNMENT AGENCIES PER SECTION 163.3184 OF THE "LOCAL GOVERNMENT COMPREHENSIVE PLANNING AND LAND DPVELOPMENT REGULATION ACT": ESTABLISHING FUTURE PUBLIC HEARING DATES ON DECEMBE:R 22, 1988, (FIRST READING) AND JANUARY 26, 1989, (SECOND READING) OR AS MAY BE CONTINUED, TO CONSIDER AN ORDINANCE ADOPTING THE MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989-2000. WHEREAS, the Miami Comprehensive Neighborhood Plan 1976-1986 was approved by Resolution 77-430: May 12, 1977, as the comprehensive plan of the City of Miami; and WHEREAS, the Miami Comprehensive Neighborhood Plan (September 1985) and Addendum, was adapted by Ordinance 10167: October 23, 1986, and superseded the prior plan: and WHEREAS, through the State of Florida Growth Management mandates of the 1985 and 1986 Leqislatures (Florida Statutes Chapter 163, Part II, "Local Government Comprehensive Planning and Land Development Regulation Act") and subsequent administrative rules (Chapter 9J-5 and 9J-12, Florida Administrative Code ("F.A.C."] ) the City of Miami is required to transmit a completely new comprehensive plan superseding the existing plan and covering the entire geographic area of. the City of Miami to the Florida Department of Community Affairs by September 1, 1988; and WHEREAS, during the preparation of this plan there has been broad public participation including meetings, dissemination of information, open discussion, consideration and response to public comments, culminating in a series of duly advertised CITY COMMIS^ION MEET C C r JUL -J. 1983 88-'738 SOWTION No, MARKS: public hearings before the Rlanninq Advisory Board on Jung 1, June 15 and July 6, 1988, and before the City Commission for purposes of transmittal on Julv 21, 1988: and WHEREAS, by Ordinance 8546: April 22, 1976, the Citv Commission designated the Planning Advisory Board as the local planning agency; and WHEREAS, the City of Miami Planning Advisory Board, the local planning agency, adopted Resolution 68-88 by a 7 to 0 vote on July 6, 1988, following an advertised ouhlic hearing: which Resolution reads as follows: "RESOLUTION NO. PAR 68-88 A RESOLUTION RECOMMENDING APPROVAL, IN PRINCIPLE AND TRANSMITTAL TO THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS, OF THE MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 1989-2000, AS PRESENTED BY THE PLANNING DEPARTMENT, WITH CERTAIN AMENDMENTS BY THE PLANNING ADVISORY BOARD, AS FOLLOWS: On the Changes in Land Use Map and Future Land Use Plan: 1. In Flagami, at SW 8th Street and Tamiami Canal Road, change recommendation #1 to Otkice from Single -Family Residential (not to Commercial) and delete recommendation #2 so that the area remains Single -Family Residential, not Medium Density Multifamily. 2. In Coral Gate, on Douglas Road, between SW 18th and 21st Streets, delete recommendation #15 so that the area remains Single -Family Residential, not Office. 3. In the Roads area, at SW 32nd Rnad and SW 1st Avenue, delete recommendation #34 so that the area remains Single -Family and Duplex Residential, not Medium Density Multifamily and delete recommendation #34A so that the area remains Medium Density Multifamily, not High Density Multifamily. On supporting maps: - 2- 88--736 r 4. Designate the "Coral Gate" area separatp from the "Shenandoah" area: and WHEREAS, the proposed Miami Comprehensive Neicihbnrhood Plan 1989-2UU0 is comprised of goals, objectives, policies;, plans and programs for all elements required to be submitted plus certain optional elements which are to by included in the plan: and WHEREAS, Chapter. 9J-5 F.A.C. requires the submittal of support documents used in the preparation of the Plan, even if not proposed to he adopted as part of the Plan: and WHEREAS, Section 163.3184, Florida Statutes, requires that, prior to adoption, the proposed comprehensive plan is to be forwarded to the Florida Department of Community Affairs and to any other unit of local government or qovernment agencv that has filed a request; NOW, THEREFORE, BE IT RESOLVED BY THE COMMISSION OF THE CITY OF MIAMI, FLORIDA: Section 1. The City Commission hereby finds that on July 6, 1988, the Planning Advisory Board - the local public agencv - held a properly advertised public hearinq pertaining to their recommendations on the proposed Miami Comprehensive Neighborhood Plan 1989-2000 and transmittal to the Florida Department of. Community Affairs. Section 2. The City Commission hereby finds that at its meeting of July 21, 1988, a properly advertised public hearing was held pertaining to approval in principle, and transmittal of the plan to the Florida Department of Community Affairs. Section 3. The City Commission hereby approves, in principle, the proposed Miami Comprehensive Neighborhood Plan 1989-2000, substantially in the form attached hereto, with the following modifications: (a) Only those elements which are required pursuant to Chapter 163 Fla. Stat. and Rule 9J-5 F.A.C. are to be forwarded to the Florida Department of Community Affairs; no optional elements are to be forwarded: - 3- 88-171*13 6 04-1 ok\ CHANGES RELATIVE TO LAND USE MAP AND FUTURE LANs) USE PLAN (b) In Southeast Overtown/Par.k West, the designation for the area bounder] by N.W. llth Street, N.W. 1st. Avenue, fhe Florida East Coast Railroad right -of. -way (except the Miami Arena) and N.E. 2nd Avenue shall b� General Commercial, not Hiqh nensity Multifamily Residential; (c) In the Roads area, at S.W. 32nd Road and S.W. 1st Avenue, delete recommendation #34 so that the area remains Single Family and Duplex Residential, not Medium Density Multifamily; retain recommendation # 34A so that the area is changed to H iqh r)ensity Multifamily trom Medium Densitv Multifamily; (d) In the Coral Gate area, on DouglaG Road, between S.W. 18th and 21st Streets, delete r,-commendatt ion #15 so that the area remains Single Family Residential, not Office: (e) In the Shenandoah area, between S.W. 16th Avenue and 27th Avenues, from U.S. 1 to Coral Wav (S.W. 22nd Street), there shall be no change in land use designation; (f) In the Flagami area, at N.W. 7th Street and 57th Avenue, delete recommendation #4 so that the area remains Liberal Commercial, not General Commercial; (g) In the Civic Center area, at N.W. llth Street and 12th Avenue, at the Municipal Justice Building site, the land use designation shall be General Commercial; (h) In the Flagami area, at S.W. 8th Street and Tamiami Canal Road, delete recommendations #1 and #2 and retain Single Family Residential designation; FURTHER INSTRUCTIONS (1) The Planning Department is instructed to do a land use designation study and application for 2838 r N.W. 22nd Avenue and bring it back to the City Commission; and (2) The Planning Department recommendations for the area in Overtown bounded by N.W. 3rd and 4th Avenues, between Northwest 5th and 8th Streets, are accepted, but the planning Department is instructed to conduct a land use designation study for that area and report back to the City Commission in December of this year. Section 4. When appropriate and prior to September 1, 1988, the City Clerk is hereby directed to transmit ten (10) copies of the Miami Comprehensive Neighborhood Plan 1989-2000 proposed for adoption, and five copies of required support documents not proposed for adoption, to the Florida Department of Community Affairs for review and comment, per. Section 161.3184 Fla. Stat. of the "Local Government Comprehensive Planning and Land Development Regulation Act." Section 5. The City Clerk is hereby directed to send a copy of the proposed subject Plan to any other unit of local government or government agency in Florida that has filed a written request with the City of Miami for such a copy. Section 6. Subsequent public hearings dates are hereby established on December 22, 1988, which is the presently scheduled second regular meeting of the City Commission in December 1988, or as may be continued, for first reading; and on January 26, 1989, the presently scheduled second regular meeting of the City Commission in January 1989, for second reading, or as may be continued, to consider an ordinance adopting the proposed Miami Comprehensive Neighborhood Plan 1989-2000. - 5- 88-'736 ■ rij PASSED AND ADOPTRD thin - , t L daV of liy , 19886 A _ ST: ATTY HIRAI CITY CLERK PREPARED AND APPROVED BY: JOUL E. MAXWELL �AS ISTANT CITY ATTORNEY JEM/db/M781 XAVI ER L, SUAREZ MAYOR APPROVED AS TO FORM AND CORRE T S: H JO GE - NANDF.Z CITY ATTOR Y - 6- 88--736 Item PZ-1 - July 21, 1988 Resolution 88-736 ALL PERTINENT ATTACHMENTS TO THIS RESOLUTION ARE CONTAINED IN TWO ACCORDION FILES PLACED IMMEDIATELY BEHIND THE FILE CONTAINING THE MINUTES OF THE CITY COMMISSION MEETING HELD ON JULY 21, 1988. 88- 736 PZU1 PLANNING FACT SHEET APPLICANT City of Miami Planning Department: May 13, 1988 PUITIM 4. Miami Comprehensive Neighborhood Plan: 1989-2000 Consideration of recam:endations pertaining to the Goals, Objectives, Policies, Plans and Implementation of the following elements of the Plan: Socio-econanic element, Neighborhood Conditions, Housing element, Historic Preservation element, Conservation element, Coastal Management element, Recreation and Open Space element, Traffic Circulation and Mass Transit element, Ports, Aviation and Related Facilities element, Sanitary and Storm Sewer subelement, Solid Waste subelement, Potable Water and Natural Groundwater Aquifer Recharge subelement, Intergovernmental Coordination element, Future Land Use element and Capital Immrprovenents element; which is a camrprehensive revision to entirely replace the existing Miami Comprehensive Neighborhood Plan as published in September, 1985 and adapted by Ordinance 10167; October 23, 1986; in order to meet the State of Florida Growth Management mandates of the 1985 and 1986 Legislatures (Chapter 163, Part II, F.S. and Chapter 9J-5, F.A.C.); and further considering a recatuendation to transmit the Plan to the Florida Department of Community Affairs. This is the third of three public hearings on this proposal, during which this proposal is subject to revisions, as necessary. All interested persons may appear at this hearing and be heard on this item. To transmit the Miami Ccmrprehensive Neighborhood Plan to the Florida Department of Coma ity Affairs for review. ANALYSIS Florida Statutes, Chapter 163, Part II, entitled the Local Government Comprehensive Planning and Land Development Regulation Act is in conformity with and furthers the purpose of Chapter 380, the Florida Environmental Land and Water Management Act of 1972, which together PAB 7/6/88 138-736 Item #4 Page 1 established and implemented comprehensive planning programs to guide and control future development in Florida. Chapter 9J-5 (Florida Administrative Rules of the Department of Community Affairs, Minimum Criteria for Review of Local Government Comprehensive Plans and Determination of Compliance) establishes minimum criteria for the review of compliance of comprehensive plans. The basic format of the criteria for each element requires the identification of available data, analysis of such data and preparation of goals, objectives and policies to accomplish desired ends. Local comprehensive plans must be consistent with the Regional Policy Plan and the State Comprehensive Plan. The elements to be included in the City of Miami Comprehensive Neighborhood Plan are: 1. Future Land Use 2. Traffic Circulation and Mass Transit 3. Port, Aviation and Related Facilities 4. Housing 5. Sanitary and Stone Sewers 6. Solid Waste 7. Potable Water and Natural Groundwater Aquifer Recharge 8. Coastal Management 9. Conservation 10. Recreation and Open Space 11. In1 govettanental Coordination 12. Capital Improvements 13. Optional Elements a) Historic Preservation b) Socio-Economic c) Neighborhood The City of Miami must submit its proposed comprehensive plan to the Department of Community Affairs for initial compliance review by September 1, 1988. Within 45 calendar days (or by October 15, 1988) the Department will have received written responses from the appropriate State, Regional and County reviewing agencies and will, within the following 45 calendar days, (or by November 30, 1988) send back to the City of Miami the Department's comments, objections and recommendations. The City will then have 60 calendar days (or by A8-'736PAB Item?#4/88 Page 2 January 28, 1989) to adapt or adopt with changes the proposed comprehensive plan. Upon receipt of the adopted plan, the Department shall review, within 45 calendar days, (or by March 12, 1989) the plan to determine compliance and shall issue a notice of intent to find the plan in canpliance or not in compliance. The intent of the Florida Legislature is that the public participate in the canprehensive planning process to the fullest extent possible. During consideration of the proposed plan the City is directed to provide for broad dissemination, opportunity for written camient, provision for open discussion and consideration of, and response to, public camnents. Towards this end, the Planning Department has been holding, and will hold, a number of public meetings and public hearings as follows: a) Planning Advisory Board- February 17, 1988 Public Meeting b) Parks Advisory Board - April 12, 1988 Public Meeting c) Housing Advisory Board - April 20, 1988 Public Meeting d) Parks Advisory Board - May 10, 1988 Public Meeting e) Housing Advisory Board - May 18, 1988 Public Meeting f) Planning Advisory Board - June 1, 1988 Public Hearing g) Parks Advisory Board - June 14, 1988 Public Meeting h) Planning Advisory Board - June 15, 1988 Public Hearing i) Heritage Conservation - June 21, 1988 Board Public Meeting j) Citywide CD Advisory - June 21, 1988 Board Public Meeting PAB 7/6/88 Item #4 88-73b Page 3 k) City Cannission Meeting - June 23, 1988 Public Meeting 1) Planning Advisory Hoard Workshop - June 29, 1988 m) Planning Advisory Hoard - July 6, 1988 Public Hearing n) City Commission Meeting - July 21, 1988 Public Hearing o) City Cammission Meeting - January 28, 1989 Public Hearing (tentative) PLANNn G DEPT. Approval. PAB 7/6/88 It®n #4 SS--73(; Page 4 CITY OF MIAMI. FLORIDA INTER -OFFICE MEMORANDUM ■ ■ TO Honorable Mayor and Members of the City Commission FROM Cesar H. Odio City Manager DATE FILE. SUBJECT Planning Department Studies REFERENCES: ENCLOSURES: This memorandum responds to previous City Commission instructions to the Planning Department to conduct land use analysis of certain areas. The existing land use designation of the area, together with the change proposed by the Planning Department and included on the future land use plan are as follows: AREA MOTION Municipal Justice Building Site Fern Isle Nursery N.W. 17 Street, West of N.W. 27 Avenue N.W. 14 Street, East of N. W. 27 Avenue Vizcaya Station Area M-88-86 June 14, 1988 R-88-569, 570; June 9, 1988 M-88-586 June 23, 1988 M-88-102 January 28, 1988 M-88-189 February 25, 1988 CURRENT LAND USE DESIGNATION Public Facilities Recreation Single Family Residential Duplex Single Family Duplex and Medium Density Multi -family PROPOSED LAND USE DESIGNATION General Commercial or Office Medium Density Residential Duplex Medium Density Residential Medium Density and High Density Residential Other areas where the City Commission has expressed concern but has not issued a resolution: White Office Plaza Southeast corner ----------- General of the inter- Commercial section of Coral Way and S.W. 27th Avenue N. W. 22 Avenue, ----------- Medium Density North of N.W. 28 Residential Street No change; General Commercial No change; Medium Density Residential ■ ■ 819-73t; . MLva cowRmiml E NEIGMRHOOD PLAN 1989-2000 Emerutive Summary for THE CITY COMMSSION OF MUM, FLARIDA for the Meeting of July 21, 1988 im THE CITY OF MIAMI PLANNING DEPARTMERr under contract with THE STATE OF FIARIDA DEPARTMERr OF CCU' mNITY AFFAIRS SS-'736 This executive summary outlines the requi.renents for the preparation of comprehensive plans by local governments in the State of Florida and provides highlights from Volume II - Goals, Objectives and Policies of the Proposed Comprehensive Neighborhood Plan to be submitted for State review. The proposed elements (both required and optional) contain programs and activities to ensure that comprehensive plans are implemented. Chapter 9J-5 (Rules of the State of Florida Department of Community Affairs - Minimm Criteria for Review of Local Government Comprehensive Plans and Determination of Compliance) establishes criteria implementing Chapter 163 F.S. 1987, the legislative mandate that local comprehensive plans be consistent with the South Florida Regional Policy Plan and the State Comprehensive Plan. The basic format of the criteria for each element requires the identification of available data, analyses of such data and preparation of goals, objectives and policies to accomplish desired ends. Goal is defined as the long -tern end toward which programs and activities are ultimately directed. Objective is defined as a specific, measurable, immediate end that is achievable and marks progress toward a goal. Policy is defined as the way in which programs and activities are conducted to achieve an identified goal. The provision of "public facilities", (capital improvements) shall be consistent with the Capital Improvements Element or guaranteed in an enforceable development agreement. The Plan must limit public expenditure in coastal areas subject to destruction by natural disaster. The land use maps shall designate historically significant properties meriting protection. Historic resources mean all areas, districts or sites containing properties listed on the Florida Master Site File, the National Register of Historic Places, or designated by a local government as historically, architecturally or archeologically significant. The intergovernmental coordination element will show relationships and state principles and guidelines to be used in the accomplishment of coordination of the comprehensive plan with the plan of the school board, adjacent municipalities, the County, the Region, and the State Comprehensive Plan. Plan implementation requirements involve the identification of those programs, activities and land development regulations that will be part of the strategy for implementing the comprehensive plan. The City's plan must be consistent with the plan of the State and Regional, and will be considered such if the City's plan is "compatible with" and "furthers" such plans. - 1 - NS-7 6 The procedure for transmittal of a ccmplete proposed comprehensive plan shall be by an affirmative note of not less than a majority of the total maabership of the Commission. A listing of additional changes made in the adopted plan which were not previously reviewed by the Department of Cca munity Affairs must be submitted with the adopted comprehensive plan or amendment. The Department's final determination of compliance will be based upon the objectives and recommendations they submit to the local government and any subsequent changes made by the local government. The comprehensive plan submission shall be counted as one of the two plan amendments permitted during the calendar year. Municipalities may review and comment on the ccmprehensive plan and amendments of adjacent local governments and submit such comments to the Department of Ccmtrnniity Affairs. Not later than one year after its revised plan submission date a local government shall not issue a development order or permit which results in a reduction of the level of services for the affected public facilities below the level of services provided in the comprehensive plan of the local government. Within one year after its revised plan submission date the City shall adopt and amend and enforce land development regulations that are consistent with and implement the adopted comprehensive plan. -2- 148-73G Elevmts of the Plan The City will strive to develop an economy that improves the standard of living for all City residents through growth in income and employment by diversification of the economic base, retaining existing businesses and supporting entrepreneurship. The City will work with the School Board to encourage the development of special programs aimed at increasing the proportion of inner-city students graduating from high school and vocational/technical schools. The City will develop a comprehensive, strategic economic development plan by 1992. The following areas of the City were studied and evaluated for recommendations as to goals, objectives and policies related to conservation, recreation, infrastructure, housing, public safety and economic development: Cc mmmm=ty Development Target Areas Allapattah Coconut Grove Downtown Edison/Little River Little Havana Model City Overtown Wynwood Brickell Coconut Grove Flagami Grapeland Heights/Sewell Park Northeast Shenandoah West Little Havana Virginia Key Special Areas Allapattah Industrial District Buena Vista East Civic Center Design District -3- 88-'736 (includes: Southeast Overtown/Park West overtown Historic Folklife Village CBD Government Center River Quadrant Brickell Downtown CD Target Area Edison Center Business District Edgewater Garment Center Grove Center King Heights Latin Quarter Little Haiti Little River Industrial District Mornings ide River Corridor Roads LAND USE AND HOUSING The City will maintain a land use pattern that protects and enhances the quality of life in the City's residential neighborhoods; fosters redevelopment and revitalization of blighted or declining areas; fosters the growth of Downtown as a regional center of domestic and international commerce, culture and entertainment; and protects and conserves the City's unique natural and coastal resources and its historic and cultural heritage. The City will limit the physical expansion of existing commercial areas, but increase the utilization of existing buildings while strengthening their physical character and appearance. Land use regulations (through Special Public Interest (SPI) designations) will promote the development of high intensity activity centers, that may be characterized by mixed use development, at locations with multi -modal transportation access. The City will coordinate with state and county transportation planning agencies to improve traffic conditions in, and access to, the City's industrial areas. The Future Land Use Plan Map is a planning instrument designed to guide the future development of the City in a manner that is consistent with the goals, objectives and policies of the Miami Comprehensive Neighborhood Plan. The City's zoning ordinance will be amended by 1990 to insure consistency with the Future Land Use Plan Map. The consistency of existing zoning regulations and proposed changes in zoning regulations (subsequent to adoption of the Plan) with the Future Land Use Map is to be determined by the Planning - 4 - 88-- 73b Director of the City of Miami. This determination shall be based on all applicable state laws and administrative regulations and on the consistency between the proposed change or changes and the goals, objectives and policies as expressed in the Plan. The designated land use categories that appear in the Future Land Use Plan map are as follows: RESIDENTIAL: 1. Single Family - up to 9 units per acre 2. Duplex - up to 18 units per acre 3. Multifamily Medium Density - Up to 40 units per acre 4. Multifamily High Density - exceeding 40 units per acre CCNRCIAL: 5. General - general retailing and professional services for the public 6. Liberal - broader business services and activities 7. CBD - high density office and residential 8. Office - general office uses and high density residential 9. Industrial - Manufacturing, assembly, repair and storage 10. Major Public Facilities, Transportation and Utilities 11. Recreation - park and recreation facilities and related services 12. Conservation - environmentally sensitive areas 13. Special Public Interest District (SPI's) The City will increase the supply of safe, affordable and sanitary housing for low and moderate income households by securing financial assistance from federal, state and county programs, by assisting private developers and ccmminity-based organizations in the financing and promoting of affordable residential development, by encouraging the restoration and adaptive reuse of historic structures, by strengthening code enforcement in areas of substantial violations, by facilitating private sector provision of housing for the elderly and the handicapped and participating in a regional effort to provide for and reduce the number of homeless. - 5 - 88-'736 F 9 PUBLIC The City will complete those sanitary sewer projects described in the City's Capital Improvement Program 1987-1993 which will result in full servicing of all areas of the City. The City will adhere to its 1986 Storm Drainage Master Plan and address the most critical drainage problems so that by 1995, twenty-five percent of subcatchment areas within the City meet or exceed the 5-year frequency, 24 hour duration standard. By 1990 the City will begin to retrofit storm water outfalls that discharge into the Miami and Little Rivers and Biscayne Bay. Since the potable water network is an interconnected, county wide system, the City will cooperate with Metro -Dade County WASA to insure that sufficient capacity exists to serve development. As the City implements the projects identified in the 1986 Storm Drainage Master Plan, it will pr mote the infiltration of stormwater to surficial or artisian aquifers to prevent further saltwater intrusion. Solid Waste The City will continue to provide collection services to low and medium density residential properties. High density residential and commercial properties will continue to be served by both the City and city -regulated private haulers. That City will explore the development of resource recovery and cogeneration activities. The City will strengthen code enforcement and continue to promote public awareness and information programs. The City's level of service standards on County and State roads will be those adopted by the County and State except for the Downtown Special Transportation Area and specially designated transportation corridors (where significant mass transit exists). -6- A8-73C The City will seek cooperative agreements with Metro -Dade County to ensure that County's transportation improvements are designed to minimize the intrusion of commuter traffic on City residential streets, are designed so as not to sever or fragment well defined neighborhoods; and do not result in major disruptions to pedestrian traffic. i• �. i • i• L M • The City will seek to coordinate land use in areas of the City adjacent to the Fort of Miami and the Miami International Airport and monitor activities within the Port and Airport to ensure that a compatibility and ccnplimentarity of land uses and activities occurs. CUL7ZAL, RBCRF =WM AND MMR3OENZAL SETTING The City will improve the quality and diversity of recreational programs offered at cc mu-Lity parks, increasing staff and hours of operation where deemed necessary, increase public safety and security within the parks, maintain an adequate number of trained staff and conduct safety inspections of equipment and structural facilities, consider privatization of operations and maintenance, consider seeking authorization for a parks improvement bond and a park sinking find to finance major repairs and replacement needs. The City will develop and enhance the park system within the downtown in a manner which addresses the needs of City residents, workers and visitors, and encourages the development of a world class cultural and performing arts facility. L- I- •1- • t- - • The City will protect, preserve, enhance and restore the quality of natural resources (Virginia Key, the Dinner Spoil Islands, Biscayne Bay, and the Miami and Little Rivers) within the context of the City's urban environment, as well as continue the use of scenic corridors and environmental preservation districts, and work to prevent the degradation of ambient air quality within the City. - 7 - 88--'736 F t. Because of its unique character and environmental significance, all development on Virginia Key will be in conformance with the YiKginia KW Master Plan, 1987. By 1990, the City will develop a master plan for Watson Island and all development or redevelopment therein will be in conformance with such plan. The plan will ensure that development will not have an adverse impact on Biscayne Bay and that priority will be given to development that increases visual and public access to the bay and shoreline. The City will prepare by 1990 an implementation plan for the Downtown Waterfront Master .Plan. By 1997 the development specified in the plan will be completed. Historic Preservation The City will Preserve and protect the heritage of the City of Miami through the identification, evaluation, conservation, rehabilitation, adaptive reuse, restoration and public awareness of Miami's historic, architectural and archaeological resources. Provided that the City, together with the local governments state-wide, is successful in proposing a State constitutional amendment to offer real property tax abatement for historical properties, then the City will adopt historic designations, with or without owner consent. The Capital Improvement Elements (CIE) represents the means by which the capital facility needs of the City will be addressed. As capital projects are incorporated into the CIE, consideration will be given to the fiscal capacity of the City to meet future capital spending needs; the consistency between proposed capital projects and goals, objectives and policies set forth in the various elements of the Miami QgWrehensive Neighborhood Plan, the public facility requirements of new development and the impact of the proposed capital projects on the capital and operating budgets of the City. Priority in the appropriation of capital funds will be given to the maintenance, repair and replacement of existing public capital facilities. The City will continue to use both developer contributions, such as impact fees, to fund the cost of public facilities needed to serve new development or redevelopment, and special assessment districts to help fund capital projects whose public benefits tend to be localized within specific geographic subareas of the City. Upon adoption of the Miami Comprehensive Neighborhood Plan, the acceptable Level of Service Standards for the City of Miami will be: a) Recreation and Open Space -- 1.3 acres of public park space per 1000 residents. b) Potable Water Transmission Capacity -- 224 gallons/resident/day. 88-'736 f c) sanitary Sewer Transmission Capacity -- 185 gallons/resident/day. d) Stern Sewer Capacity -- a minimum of 20 percent of the City's storm sewers will be designed for a 1-in-5-year storm event. e) Solid Waste Collection Capacity -- 1.28 tons/resident/year. f) Traffic Circulation -- The minimum level of service standard on state and county facilities are those adopted by Metro Dade County in their Comprehensive DevelgMgnt Master Plan, including allowable deviations from the base LOtS standards expressed therein. Along transportation corridors, as designated in the Traffic Circulation Element of the Mimi Comprehensive Neighborhood Plan, however, the capacity of all transportation modes, including mass transit, will be used in measuring the level of service of said transportation corridor. FA 1 - _t.. - 111M .. i. �_. The City will establish formal procedures for coordinating City planning and operating functions that are directly related to the City's comprehensive plan with the Dade County School Board, Metro Dade County Water and Sewer Authority Department, Metro Dade County Public Works Department (Solid Waste Division), Metro Dade County Department of Environmental Resource Management (DERM), the Seaport Department (Port of Miami), Aviation Department (Miami International Airport), the Dade County Metropolitan Planning organization, the South Florida Regional Planning Council, the South Florida Water Management District, the Florida Department of Transportation, the Florida Department of Environmental Regulation, Florida Department of Health and Rehabilitation Services, and any other state, local or federal agency whose cooperation is required to accomplish the goals and objectives of the comprehensive plan. The City Manager will designate an intergovernmental coordination officer within the Planning Department to oversee intergovernmental coordination for the comprehensive plan. The City will make every attempt to solve intergovernmental conflicts arising from adoption and implementation of comprehensive plans through informal mechanisms, including but not limited to utilizing the South Florida Regional Planning Council's mediation process. Public participation procedures that have previously been used on an informal basis will now become foul components of the comprehensive planning process. The City will continue to primarily rely on already established mechanisms and procedures to assure public participation in all aspects of comprehensive planning. City residents and other affected parties will be given ample opportunity to make written comments on proposed amendments or revisions to the Comprehensive Plan. -9- 88-'736 Roortat- 1). 1 ofttvrx Al-toltNry At I.AW POOt"T 0 KC)"W" July 21 ► 1988 SPr(lin Rorlriq,lnz, t)irr,r-tnr Ci l.y of Miami rlanninq tlnparI mpnt. 277) N.W. Snrnnd St.rent. Minmi , Ff. 3112.8 N 45o5 West FI.AnLr" STRFrt 5inrr 200 MIAMI. r1 oarnn .33134 1r.1_rP110NF 1 091 AA6 35H7 Submitted into file Public record in connection uJith item Z 7 on / DIQiIV Hirai City Clerk Re : 1 2qq -1 250 SW 27 Ave . McAllister Ter rice Amended t,nts im i and 12, Resub of 131.k 2, McAllister Terrace 0111. ri In No. 1.935-4144-88 Dear Mr. Rodriguez: This of f ic-n represents the ownnr of the above subject property. The prpsent: znnlnq classification applicable to the subject pr.o- pPr. ty is Rc�-3/6 . Then znni nq c.lassi f icati.on this owner needs to develop his pr.oppr.ty is CR-3/7 (Commercial.). The. pnrpnse of this letter is to suggest for your further con- sidnrat_ion in the pr.oposr-d Miami. Comprehensive Neighborhood Plan l9no -2o0o tllat the subjnct property be planned for commercial use ratlhnr to office use. This owner has developed I:he south half of the subject property (1250 SW 27 Avenue) int.n a multiple story office building. Thi s complies with thn existing zoning (RO-3/6). The north half. of the block is vacant. He wants to build retail stnr.es nn this north portion of his property. The property to the north nr tlln sub jest is zoned commercial. (CR-3/7) . While rentinq the existing office building, this owner has been repeatedly requested to provide commercial retail space. Because the marknt for r.ntail stores is so great in this neighborhood, it. appears desirable that the subject property be rezoned to allow retail stores to be built on the northern portion of the subject prolinrty. . Your considnr.ation of this request will benefit our community and will bn appreciated by my client and by the undersigned. very truly yours, Rl per. t DKorner —� �■ RDK : d l s cc : c'i t.y Manager; Mayor; city Commi gs i oner. s 88--"736 r� �1 Rontat 1). KnRNra A11101tNrY At LAW 1109ERT 0 KORNER July 21., 1988 Sergin Rodrigliez► hi rr?rtnr City of Miami Planning hopart ment. 7.7ri N.W. .r cniid ,r.treet. Miami, FI, 33128 Re: lots 3, 4, 14► 1.5, 16 and 17 (less the Southerly 1.0'), l;lk 6, ry the south 7'0 f.,ot 18, Mock 6, GRANT) VIEW PARK P11 5, Pq 58/7,onnd RG-3/6 Our File No.: 1847-3958-88 Dear Mr. Rnciriguez 4505 WEq;t F1 Art Ep StttF'Et Suite 200 MIAMI. Pt.opinA 33134 Tti-tPNONE 13051 A45.3597 v This office represents the owner of the. above described property whirh is vacant property at: present. fie also owns a multi -story offir.e huildinq south of the subject site in which he has his own office plus considerable rental. space. Off. street par.kinq is a problem in this neighborhood and cars spill over into the public streets causing traffic congestion. Under orll i nanre 6871 (former zoning code) the property was zoned R-C which permitted the development of this owner's office building and would have permi.ttPd the use of these lots as parkinq t.o serve the Axist.ing office buildi.nq. The present zoninq code (ordinance 9500) does not provide for allowing the subject: property to be used for. parking. Off-street parking is permitted on adjoining or abutting lots but only when there is no intervening street. As you can see on the attached sketch, there are intervening streets. OnP solution wnnld be to rezone the subject site to commercial which would appear to be an over drastic, perhaps dangerous solu- tion. Covenants running with the land would give some additional control b►1t even with covenants, rezoning is not ideal. 88-7 6 11 page Two `i'hn i�ur��nrr+ of 11104 lr+t:t:rr ifi to suggetat fnr your turtbrer con- ft i rinrn t inn in t.hp hrnrn^.rd Mi nmi Comer. elinnfi i vo Ne i gttborlinod Plan IW)-7.00 a znlul:inn t:n t.his rarticul.rir problem and parking rrnblnms nf n nimi lnr nature city wide. Your rrinniclnrat inn of t.his roriuest wil l he.nefit rur community and wi 1 t be apprAr.iaU d by my r_l ient and by the undersigned . Very truly yours Rci)e.rt l). Korner Rt7K :(I l 5 l nrins11rps cc: Cihy Manager. Maynr City Commissioners Client 1 i SS-'73F 1 l 1 Il n in 171I F ^\` \ \ ? 1 r 1 EC •r � P'k S \� -.i I� 17 i3�11[, �1,1 •1� " 1.�� R 1� r.n __1. `.^ �.�r_ \) O IJ '30 A _ Ul I __ r \ • 1f, � nC r 'k I I x, t i 1, R I V. ` I 1 11! 1 _.. 1/7 1 111, 4 1 ; 9 ICI 11 12 li 1•) ~ _ 17 is S f, " T ERR N.b"!. 14 T E R I n 17 I FR II i n � ., 5 f m � I r) I I 17 I S ':i�ti 'Si!'�;� 41' ti•' �1' �;, 3�. \ � � •r:� � ] n u _..JS� �L 1r fn�_�_"_ 5o�--I-------�•.,`'�•' .• .•.•iJi.:�'''��4 � ��-��'1� SI 5, 53 r,4 l5 y \ lLJ of �(�,E 70 13 t0 i C, 1� - 'p 1� .1 Cf �Z /V I 4014, 41 .1 .3e m • \ N IO n II ezl I / \ / Cr- �iFR� _�; Rin T R A(, T I IS N T 1 N "IN q_& (305I ?a I.1$92 TERRA' V. PERCY Atto"wy i Ceunwior of Low C "IMAI Mrk Oft •uKe 213 MOo N W 1th Ave New Flom 33127 July 21, 1988 The Honorable Xavier Suarez, Mayor The Honorable City Commission City of Miami 3S00 Pan American Drive Miami, FL 33133 Subnlitted into the pa'01ic record in -onlle -tion 4V1t11 G on item _. _----- Hirai ratty RE: Amendment to City of Miami Comprehensive Ciiy Clerk Neighborhood Plan and Land Use Changes Dear Honorable Mayor and Commission: This letter is to request a change in the proposed land use plan in the area bounded by I-95 on the east to Northwest 4th Avenue on the west and from Northwest 5th Street on the south to Northwest 8 Street on the north from high medium density residential (RG-2/6) to office/residential/commercial (CR-3/7) for the following reasons: 1. The property abuts the primary exit ramp to the Port of Miami and to Bayside from the north, with heavy bus and tractor trailer traffic. 2. The southernmost part of this strip is owned by the City (swapped with Metro -Dade), with deed restrictions specifying parking to support the Government Center quadrant. 3. The parcel immediately south of this strip is partially owned by the Brothers of the Good Shepherd and there is a proposed hotel for the homeless on their site. This will not inspire residential development across the street. 4. The area immediately to the west is zoned SPI-16 and 15 and is intended to provide the housing stock for the area. Six hundred (600) units have been approved to date. 88-'736 The Honorable Mayor and City Commission Page 2 July 21, 1088 S. The anticipated expansion of the City's Administration Building, along with other targeted development, should be supported and buffeted by some potential office and commercial use. 6. This area would be a hole in the donut. It is surrounded on 3 sides by commercial districts. 7. This strip is simply not desirable for residential only, given all of the circumstances that impact on its development. Alternative uses are the only logical solution, while retaining residential potential. 8. The area immediately west of the U.S. Post Office and City Police Station and one block from the City Administration Building. 9. There are no retail facilities in the immediate area, and this site could serve this need. 10. A flexible use is absolutely essential to a fair and reasonable use of this site. Based on the foregoing, it is respectfully requested that the Planning Department be instructed to amend the map accordingly, Sincerely, ✓,¢� Terry V.�Percy, Esq. on behalf of affected property owners ;■ 88-'736 0 1% N 7 AvE r r An t Z st A ( is 3 n4 r 44 !�iIII, J111LIF _mill ,-.�_-{ ---. � � �1 _, .` ► , j , )MPREHENSIVE N V , UME I PART I DATA AND ANALYSIS SS--1736 ;HBORHOOD PLAN CITY OF MIAMI COMMISSION Xavier L. Suarez, Mayor Rosario Kennedy, Vice —Mayor Miller J. Dawkins, Commissioner ''Victor De Yurre, Commissioner J.L. Plummer, Jr., Commissioner Cesar H. Odio, City Manager Jorge L. Fernandez, City Attorney Matty Hirai, City Clerk CITY OF MIAMI PLANNING ADVISORY BOARD Donald Benjamin, Chairman Raymond G. Asmar, Vice —Chairman Eladio Armesto—Garcia Pablo Gomez Wilfredo Gort John T. Green Ella D. Hadley Pedro Lopez Ofelia Tabares—Fernandez (Alternate) Executive Secretary to the Board: Sergio Rodriguez Attorney for the Board: Joel Maxwell September 1, 1988 SS-7366 I CITY OF MIAMI PLANNING DEPARTMENT Sergio Rodriguez, Director Joseph W. McManus, Assistant Director and Project Manager Elbert L. Waters, Assistant Director Advance Planning Division David Whittington, Chief, and Project Leader - Phase 11 Jose R. Casanova Jr. , Architect/Planner II Margarita Genova-Cordovi, Neighborhood Planner II John Lefley, Neighborhood Planner II Alan Roddy,Planner II Catherine Carlson,Planner II Eduardo Rodriguez, Planner I Jack Corbett, Planning Technician Olga Garcia, Planning Illustrator I Land Development Division Guillermo Olmedillo, Chief, and Project Leader - Phase I. Teresita Fernandez, Planner II Sarah Eaton, Planner II Alberto Sanchez, Planning Illustrator 11 Urban Design Division Jack Luft, Chief Clark P. Turner, Planner II Janet Gavarrete, Planner 11 Ana Gelabert-Sanchez, Planner II Lourdes Slazyk, Planner I Joyce Meyers, Consultant for Downtown Planning Richard Butler, Planning Illustrator II Administrative Division Virginia Barbanera, Administrative Aide Regina Jones, Secretary III Debra Ragin, Typist -Clerk III Teresa Diaz, Typist -Clerk II Valerie Harris, Typist -Clerk Janet Stringer, Typist -Clerk I Consultants to the Comprehensive Plan Robert David Cruz, Ph.D, Chief Consultant for the Comprehensive Plan Department of Economics, Florida International University Reginald A. Barker,AICP, Consultant for Neighborhood and Land Use Plans Marilyn P. Hett, AICP, General Consultant for •thc Comprehensive Plan FAU/FIU Joint Center for Urban and Environmental Problems, Conditions Kathleen S. Abrams, Associate Director, Consultant for Housing SS-'7.3G COMPREHENSIVE PLAN PHASE 1. -- Data and Analysis Coastal Management Janet Gavarrete Lourdes Slazyk Natural Resource Conservation Lourdes Slazyk Potable Water Elbert L. Waters Natural Groundwater Aquifer Recharge Elizabeth Martin Cultural Facilities Elbert L. Waters Recreation and Open Space Ana Gelabert —Sanchez Robert D. Cruz Sanitary Sewers and Storm Drainage Magarita Genova—Cordovi Solid Waste Collection Jose R. Casanova, Jr. Mass Transit Clark P. Turner Ports, Aviation and Related Facilities Clark P. Turner Traffic Circulation Clark P. Turner Housing Robert D. Cruz Lourdes Slazvk Catherine Carlson Marilyn P. Hett Historic Preservation Sarah Eaton Intergovernmental Coordination Joseph W. McManus Social and Economic Profile Robert D. Cruz Neighborhood Profile Reginald A. Barker Jose R. Casanova, Jr. Magarita Genova—Cordovi John Lefley Lourdes Slazyk Marilyn P. Hett Land Use Reginald A. Barker Marilyn P. Hett Alan Roddy Capital Improvements Robert D. Cruz Catherine Carlson Eduardo Rodriguez Graphic Support Richard Butler Olga Garcia Alberto Sanchez Clerical Support Debra Ragin Valerie Harris Regina Jones Janet Stringer Teresa Diaz Administrative Support Virginia Barbanera Project Coordinator and Chief Consultant Robert David Cruz COMPREHENSIVE PLAN PHASE 11. -- Goals, Objectives and Policies The Plan Policy Team A# Sergio Rodriguez, Assistant City Manager and Planning Director Joseph W. McManus, Assistant Director Elbert L. Waters, Assistant Director Jack L. Luft, Chief of Urban Design Guillermo Olmedillo, Chief of Land Development David Whittington, Chief of Advance Planning Dr. Robert D. Cruz, Comprehensive Planning Consultant Reginald A. Barker, Neighborhood Planning Consultant Future Land Use Plan Map David Whittington, Chief of Advance Planning Jose R. Casanova, Jr., Architect/Planner II Margarita Genova—Cordovi, Planner II John A. Lefley, Planner II Lourdes Slazyk, Planner I Olga Garcia, Planning Illustrator I Reginald A. Barker, Land Use Consultant Administrative and Clerical Support Virginia Barbanera, Administrative Aide Debra Ragin, Clerk —Typist III Valerie Harris, Clerk —Typist I 88-1736 a 11 "CONTRIBUTING CITY DEPARTMENTS AND BOARDS Community Development Department Frank Castan`eda, Director CitY'w'ide CD Advisory Board Maria —Elena Toraiio, Chairperson Dousing Conservation and Development Agency .ferry D. Gereaux, Director Dousing Conservation and Development Advisory Board Patricia Mellerson, Chairperson Parks, Recreation and Public Facilities Department Susan McKay, Park Planning Coordinator Parks Advisory Board T. Willard Fair, Chairperson Solid Waste Department Joseph A. Ingraham, Director Salil Bose, Analyst Public Works Department Jim Kay, Assistant Director Finance Department Annette De Lara, Financial Services Administrator Development Department Matthew Schwartz, Assistant Director Fire Rescue and Inspection Services Martin Bishop, Management Services General Services Administration Nancy Bahn, Assistant Director and The Metropolitan Dade County Planning Department 88--73f CONTENTS I [7 I I L I SOCIAL AND ECONOMIC PROFILE LAND USE AND HOUSING PUBLIC INFRASTRUCTURE CULTURAL, RECREATIONAL AND ENVIRONMENTAL SETTING PUBLIC FISCAL SETTING AND INTERGOVERNMENTAL RELATIONS 88- r39, I I I LIST OF TABLES TABLE* TITLE PAGE# SOCIAL AND ECONOMIC PROFILE SOCIAL CHARACTERISTICS OF THE CITY'S POPULATION I.1 GEOGRAPHIC MOBILITY OF PERSONS; 1980: NUMBER OF PERSONS WHO CHANGED RESIDENCE BETWEEN 1975 AND 1980........ I-4 1.2 PROBABILITY OF DADE'S IN -MIGRANTS LOCATING WITHIN CITY OF MIAMI BOUNDARIES, 1975-1980.................I-4 I-3 DESTINATION OF MIAMI'S CITY -COUNTY OUT MIGRANTS BY RANK ORDER, 1975-1980...................................I-7 ECONOMIC PROFILE 1I.1 CHARACTERISTICS OF FAMILIES AND PERSONS IN POVERTY, 1980.......................................................II-7 11.2 NUMBER OF PERSONS WORKING IN THE CITY OF MIAMI.............II-9 II.3 EMPLOYMENT AND OCCUPATIONAL DISTRIBUTION, 1980 CENSUS................................................II-10 LAND USE AND HOUSING LAND USE DATA AND ANALYSIS 1.1 POPULATION GROWTH OF THE CITY OF MIAMI, 1930-1985.......... I-1 I.2 HOUSING UNITS BY TYPE, 1960-1963, CITY OF MIAMI ............ 1-2 1.3 HOUSING TYPES BY PLANNING DISTRICT, 1983 CITY OF MIAMI ..... I-2 1.4 NON-AGRIGULTURAL EMPLOYMENT BY INDUSTRY, 1970 AND 1980, CITY OF MIAMI......................................... ..... I-3 1.5 EMPLOYMENT BY OCCUPATION, 1970 AND 1980, CITY OF MIAMI ..... I-3 1.6 LAND USE DISTRIBUTION (IN ACRES), 1960 THROUGH 1988, CITY OF MIAMI..............................................I-4 1.7 LAND USE DISTRIBUTION (PERCENTAGE OF TOTAL ACRES), 1960 THROUGH 1988, CITY OF MIAMI...........................I-4 I.8 LAND USE DISTRIBUTION BY PLANNING DISTRICT (ACRES), 1988, CITY OF MIAMI........................................I-5 1.9 LAND USE DISTRIBUTION BY PLANNING DISTRICT (PERCENTAGE OF TOTAL ACRES), 1988, CITY OF MIAMI ........... I-5 1.10 FUTURE POPULATION ESTIMATES BY PLANNING DISTRICT, 1990 THROUGH 2O00..........................................I-7 1.11 PROJECTED TOTAL DWELLING UNITS BY PLANNING DISTRICT, 1990-2000, CITY OF MIAMI...................................I-7 1.12 PROJECTED EMPLOYMENT BY AGGREGATE INDUSTRY, 1985-2000, CITY OF MIAMI................ ... .............I-8 I.13 EMPLOYMENT PROJECTIONS FORPLANNING DISTRICTS, 1985-2000, CITY OF MIAMI...................................I-8 I.14 VACANT LAND BY PLANNING DISTRICT (IN ACRES), 1988, CITY OF MIAMI........................................1-9 1.15 DOWNTOWN DEVELOPMENT OF REGIONAL IMPACT, MAXIMUM BUILDABLE AREAS BY PHASE, CITY OF MIAMI............ I-10 TABLE# TITLE PAGE# I.16 PROGRAMMED CAPACITY AND TRAFFIC CIRCULATION IMPROVEMENTS, TRANSPORTATION IMPROVEMENT PROGRAM, I-17 1988-2000, CITY OF MIAMI...................................I-15 CAPITAL COST ESTIMATES FOR FULL IMPLEMENTATION OF STORM DRAINAGE MASTER PLAN OBJECTIVES, I.18 1986-2000, CITY OF MIAMI...................................I-17 SANITARY SEWER PROJECTS, 1986-1992, CITY OF MIAMI .......... 1-17 I.19 DADE COUNTY 201 PLAN UPDATE LIST OF PROJECTS (CENTRAL DISTRICT), 1986-2000..............................I-18 I.20 METRO DADE COUNTY SOLID WASTE DISPOSAL FUND BOND PROJECTS, SERIES 1985 A AND B, THROUGH 2O10................I-19 I.21 PROJECTED PEAK WATER DEMAND AND ANTICIPATED SYSTEM CAPACITY (MILLION GALLONS PER DAY), 1987 THROUGH 2O00, DADE COUNTY AND CITY OF MIAMI..............................I-19 HOUSING CONDITIONS I1.1 SELECTED CHARACTERISTICS OF THE HOUSING STOCK..............II.1 I1.2 RECENT GROWTH IN THE STOCK OF HOUSING ...................... II-2 II.3 SELECTED INDICATORS OF HOUSING CONDITIONS .................. II-3 II.4 NEIGHBORHHOD CONDITIONS AND SERVICES: 1983................II-10 II.5 SELECTED FINANCIAL CHARACTERISTICS OF THE HOUSING STOCK .... I1-12 II.6.A. SUBSIDIZED HOUSING: PUBLIC HOUSING UNITS..................II-13 II.6.B. SUBSIDIZED HOUSING CONTINUED: PUBLIC HOUSING UNITS........ II-15 II.7 FEDERAL AND STATE SUBSIDIZED HOUSING UNITS.................II-17 II.8 ADULT CONGREGATE LIVING FACILITIES AND ADULT DAY CARE FACILITIES......................... ....................II-17 II.9 NURSING HOMES, FOSTER CARE AND GROUP HOMES.................II-18 II.10 MENTAL HEALTH AND INDEPENDENT LIVING FACILITIES ............ II-18 II.11 MOBILE HOME SITES..........................................II-19 II.12 POPULATION ESTIMATES, 1985, 1990, 1995, AND 2000, CITY OF MIAMI..............................................II-21 II.13 HOUSEHOLD ESTIMATES, 1985, 1990, 1995, AND 2000, CITY OF MIAMI..............................................II-21 II.14 HOUSEHOLD INCOME DISTRIBUTION, 1985, CITY OF MIAMI ......... II-21 II.15 HOUSEHOLD INCOME DISTRIBUTION, 1990, 1995 AND 2000, CITY OF MIAMI..............................................1I-21 II.16 NEW HOUSING UNITS REQUIRED, 1990-1995, AND 1995-2000, CITY OF MIAMI..............................................II-21 I1.17 NEW HOUSING UNITS REQUIRED, INCLUDING VACANCIES AND REPLACEMNT OF EXISTING STOCK 1990-1995 AND 1995-20009 II.18 CITY OF MIAMI..............................................II-21 NEW HOUSING UNITS REQUIRED BY TENURE, 1990-1995 AND 1995-2000, CITY OF MIAMI...................................II-21 PUBLIC INFRASTRUCTURE SANITARY SEWERS I.1 CITY OF MIAMI SANITARY SEWER PROJECTS ......................I-4 1.2 DADE COUNTY 201 PLAN LIST OF PROJECTS ......................I-8 88-1" 31 , d TABLE+' TITLE PAGE# TABLE? TITLE PAGE# 1.3 ANTICIPATED PROPORTION OF WASTEWATER FLOWS MASS TRANSIT SERVICED BY SANITARY SEWERS................................I-8 1 1.4 ANTICIPATED DEMAND FOR WASTEWATER TREATMENT................I-10 VII.1 MDTA BUS ROUTES IN THE CITY OF MIHEADWAYS AND AVERAGE MONTHLY RIDERSHIP..................................YIT-6 STORM SEWERS AND DRAINAGE PORTS, AVIATION AND RELATED FACILITIES II.1 CAPITAL COST ESTIMATES OF FULL IMPLEMENTATION OF STORM DRAINAGE MASTER PLAN OBJECTIVES (1986)............ 11-13 ( NATURAL GROUNDWATER AQUIFER RECHARGE j CULTURAL, RECREATIONAL AND ENYIRONIIENTAL SETTING II.1 THE WATER TREATMENT PLANTS AND WELLFIELDS OF THE MAIN SYSTEM OF THE MIAMI-DADE WATER AND SEWER AUTHORITY CULTURAL FACILITIES DEPARTMENT IN DADE COUNTY, FLORIDA (SEPTEMBER, 1984)....... III-3 PARKS AND RECREATION POTABLE WATER II.1 CLASSIFICATION OF RECREATION SITES .........................II-1 IY.1 1 PROJECTED PEAK WATER DEMAND AND ANTICIPATED SYSTEM II.2 CITY OF MIAMI LAND USE DISTRIBUTION 1979...................II-3 CAPACITY...................................................IV-3 II.3.A. PARKS AND RECREATION NEEDS INDICATORS ...................... II-6 ry,2 POTABLE WATER STORAGE FACILITIES CAPACITY AND II.3.B. RECREATION AND OPEN SPACE NEEDS: ALL PARKS ........ ........ II-7 EXPANSION PROGRAM..........................................IV-6 II.3.C. RECREATION AND OPEN SPACE NEEDS: MINI PARKS ... ............I1-8 II.3.D. RECREATION AND OPEN SPACE NEEDS: NEIGHBORHOOD PARKS....... II-9 SOLID WASTE COLLECTION AND DISPOSAL SYSTEM II.3.E. RECREATION AND OPEN SPACE NEEDS: COMMUNITY PARKS. ......... II-10 II.4 PARK FACILITIES .................................... ........II-20 V.1 TRANSFER STATION AND DISPOSAL CAPACITIES ...................V-4 I1.5 FINANCIAL PROJECTION OF PARK AND RECREATION V.2 PROJECTED DADE COUNTY LANDFILL CAPACITY OF EXPENDITURES...............................................II-22 EXISTING FACILITIES: 1988-2000 ............................V-6 V.3 METRO DADE COUNTY SOLID WASTE DISPOSAL FUND BOND OPEN SPACE AND URBAN DESIGN GUIDELINES / V.4 PROJECTS, SERIES 1985 A AND B..............................Y-7 SOLID WASTE GENERATION.....................................V-8 III.1 SPECIAL PUBLIC INTEREST DISTRICTS .......................... III-5 V.5 PROJECTED NET DEMAND AND CITY'S SHARE OF COUNTY LANDFILL CAPACITY..........................................V-9 COASTAL MANAGEMENT TRAFFIC CIRCULATION IV.1 LAND USE DISTRIBUTION......................................IV-1 IV.2 REPRESENTATIVE WILDLIFE OF THE UPLAND AND IA ROADWAY CAPACITIES FOR LOS"E...............................VI -8 COASTAL REGIONS ............................ ................ I 19 1B V/C RATIO RANGES FOR DETERMINING LEVEL OF SERVICE .......... VI-8 IV.3 ARCHEOLOGICAL SITES ............................ ............IV--30 2 CAPACITY ANALYSIS OF EXISTING ROADWAY SYSTEM IMPACT AREA 1986 VOLUMES ........... VI-9-11 IV.4 IV.5 NATIONAL REGISTER PROPERTIES ................... ............IV-32 CITY OF MIMII HERITAGE CONSERVATION DISTRICTS ... .... .......IV-32 2A WITHIN DOWNTOWN TRAFFIC CAPACITY ANALYSIS OF EXISTING ROADWAY SYSTEM IV.5 CITY OF MIAMI HERITAGE CONSERVATION DISTRICTS..............IV-51 OUTSIDE DOWNTOWN TRAFFIC IMPACT AREA 1986 VOLUMES .......... VI-12-16 IV.6 A COMPILATION OF APPLICABLE DADE COUNTY AND FLORIDA 3 CAPACITY ANALYSIS OF FUTURE ROADWAY SYSTEM WITHIN VI-17-19 STATE WATER QUALITY STANDARDS..............................IY-51 LOADING IN BISCAYNE BAY.......... IV-56 DOWNTOWN TRAFFIC IMPACT AREA 1992 VOLUMES .................. CAPACITY ANALYSIS OF FUTURE ROADWAY SYSTEM WITHIN IV.7 IV.8 DISTRIBUTION OF POLLUTANT CITY OF MIAMI NON -POINT POLLUTANT LOADING FACTORS .......... IV-60 4 DOWNTOWN TRAFFIC IMPACT AREA 1997 VOLUMES .................. VI-20-22 IV.8.1 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR LITTLE 5 CAPACITY ANALYSIS OF FUTURE ROADWAY SYSTEM WITHIN TRAFFIC IMPACT AREA 20D7 VOLUMES .................. VI-23-25 IV.8.2 RIVER WATERSHED............................................IY-60 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR DOWNTOWN TAMIAMI CANAL WATERSHED....................................IY-60 IV.8.3 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR MIAMI RIVER WATERSHED......................................IY-60 88-73V TABLE# TITLE PAGED TABLE-4 TITLE PAGE# IV.8.4 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR V.6 SOIL/WATER CONTAMINATION AND FUEL SPILL SITES COMFORT CANAL WATERSHED....................................IV-61 OF NON -POINT POLLUTANTS FOR 1983-1985.................................................. BLUE LAGOON LAKES SURFACE WATER SAMPLE.....................V-28 V-24 IV.8.5 ANNUAL LOADING V,7 SEYBOLD CANAL WATERSHED....................................IV-61 V.8 BLUE LAGOON LAKES DISSOLVED OXYGEN PROFILE ................. V-28 IV.8.6 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR V.9 BLUE LAGOON LAKES GROUNDWATER SAMPLE .......................V-28 BISCAYNE BAY WEATERSHED....................................IV-61 V.11 REPRESENTATIVE WILDLIFE OF THE UPLAND AND COASTAL IV.8.7 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR REGIONS....................................................V-35 ALL WATERSHEDS.............................................IV-61 V.12 ENDANGERED, THREATENED, RARE AND WILDLIFE IV.9.1 GENERAL REGULATORY PROGRAMS................................IV-64 SPECIES OF SPECIAL CONCERN IN DADE COUNTY .................. V-40 IV.9.2 WATER QUALITY REGULATORY PROGRAMS ..........................IV-63 V.13 ENDANGERED, THREATENED, RARE AND ENDEMIC :V.9.3 COASTAL CONSTRUCTION PERMITTING REGULATORY PROGRAMS ........ IV-66 PLANTS IN DADE COUNTY......................................V-42 IV.9.4 RESOURCE CONSERVATION REGULATORY PROGRAMS ..... .............IV-66 V.14.1 ANNUAL CARBON MONOXIDE CONCENTRATIONS ...................... V-51 VESSEL USE AND STORAGE REGULATORY PROGRAMS.................IV-67 V.14.2 ANNUAL OZONE CONCENTRATIONS ................................ V-52 :V.9.6 VESSEL USE AND STORAGE REGULATORY PROGRAMS.................IV-67 V.14.3 ANNUAL SULFUR DIOXIDE CONCENTRATIONS ....................... V-52 IV.9.7 VESSEL USE AND STORAGE REGULATORY PROGRAMS.................IV-67 V.14.4 ANNUAL TSP CONCENTRATIONS .................................. V-53 :V.9.8 VESSEL USE AND STORAGE REGULATORY PROGRAMS.................IV-67 V.14.5 QUARTERLY LEAD CONCENTRATIONS .............................. V-53 IV.9.9 VESSEL USE AND STORAGE REGULATORY PROGRAMS.................IV-68 V.14.6 ANNUAL NITROGEN DIOXIDE CONCENTRATIONS ..................... V-54 :V.9.10 VESSEL USE AND STORAGE REGULATORY PROGRAMS.................IV-68 V.15 NATIONAL PRIMARY AND SECONDARY AMBIENT AIR :V.9.11 PUBLIC ACCESS REGULATORY PROGRAMS..........................IV-68 QUALITY STANDARDS..........................................V-54 :V.IO HURRICANE EVACUATION SHELTER CAPACITY NEEDS: 1984......... IV-70 V.16 AIR MONITORING STATIONLOCATIONS ...........................V-55 IV.11.1 HURRICANE EVACUATION SHELTER CAPACITY NEEDS: 1990......... IV-70 V.17 ESTIMATED TOTAL COMMERCIAL FISHERIES CATCH IV.11.2 HURRICANE EVACUATION SHELTER CAPACITY NEEDS: 1995......... IV-71 IN BISCAYNE BAY............................................V-57 IV.11.3 HURRICANE EVACUATION SHELTER CAPACITY NEEDS: 2000......... IV-71 V.18 MARINA FACILITIES WITH MORE THAN 10 SLIPS IV.12 POPULATION PROJECTIONS.....................................IV-71 IN BISCAYNE BAY............................................V-58 :V.13 PARKS AND PUBLIC FACILITIES................................IV-77 V.19 MIAMI DADE WATER AND SEWER AUTHORITY IV.14 MARINA FACILITIES WITH MORE THAN 10 SLIPS IN DEPARTMENT WATER DEMAND PROJECTIONS ........................V-63 BISCAYNE DBAY..............................................IV-82 HISTORIC PRESERVATION NATURAL RESOURCES CONSERVATION VI.1 ARCHEOLOGICAL SITES........................................VI-3 V.1 COMPILATION OF APPLICABLE DADE COUNTY AND FLORIDA VI.2 CITY OF MIAMI HERITAGE CONSERVATION DISTRICTS..............VI-5 STATE WATER QUALITY STANDARDS..............................V-5 VI.3 NATIONAL REGISTER PROPERTIES ............................... VI-7 V.2 RAMAGES IN METAL CONCENTRATIONS IN PORT SEDIMENTS .......... V-17 V.3 CITY OF MIAMI NON -POINT POLLUTANT PUBLIC FISCAL SETTING AND INTERGOVERNMENTAL RELATIONS LOADING FACTORS............................................V-22 Y.4.1 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR CAPITAL IMPROVEMENTS DATA AND ANALYSIS LITTLE RIVER WATERSHED.....................................V-22 V.4.2 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR I.I.A. LEVEL OF SERVICE TARGETS...................................I-3 TAMIAMI CANAL WATERSHED....................................V-22 I.I.B. LEVEL OF SERVICE TARGETS...................................I-4 V.4.3 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR I.2 COMBINED GENERAL FUND AND SPECIAL REVENUES.................I-4 MIAMI RIVER WATERSHED ................. ... ................V-22 �� I.3 COMBINED GENERAL AND SPECIAL REVENUE FUND V.4.4 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR EXPENDITURE........................................I-12 FUND BALANCES I 15 COMFORT CANAL WATERSHED ................................ I.4 SURPLUS (DEFICIT) AND CHANGES IN ............. V.4.5 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR I.5 DEBT SERVICE FUND..........................................I-16 SEYBOLD CANAL WATERSHED....................................V-23 I.6 PROJECTED REVENUES.........................................I-17 DISBURSEMENT PROJECTIONS ..... I-20 V.4.6 ANNUAL LOADING OF NON -POINT POLLUTANTS FOR V-23 I.7.A. DEBT SERVICE FUND REVENUE AND PROJECTIONS ..... I-20 V.4.7 BISCAYNE BAY WATERSHED ...................... ............... ANNUAL LOADING OF NON -POINT POLLUTANTS FOR 1.7.B. I.7.C. DEBT SERVICE FUND REVENUE AND DISBURSEMENT DEBT SERVICE FUND REVENUE AND DISBURSEMENT PROJECTIONS ..... I-20 ALL WATERSHEDS ......................... ....... ............. V-23 1.8 COMBINED REVENUES, EXPENDITURES AND OPERATING DEFICITS.....I-22 I-25 V.5 LAND USE WITHIN MIAMI RIVER DRAINAGE BASINS................V-24 I.9 PROJECTED, COMMULATIVE BOND ISSUING CAPACITY ............... SS-7If TABLE# TITLE PAGE# 2 CAPITAL IMPROVEMENTS PROGRAM EXPENDITURES .................I-27-28 FY 1989-1994 (SECURED FUNDING) 3 CAPITAL IMPROVEMENTS ELEMENT EXPENDITURES ..................1-29-30 FY 1989-2000 (UNSECURED FUNDING) 4 CAPITAL IMPROVEMENTS ELEMENT EXPENDITURES ..................1-31-32 FY 1989-2000 (SECURED AND UNSECURED FUNDING) 5 CAPITAL IMPROVEMENTS ELEMENT EXPENDITURES ..................1-35-36 IMPACT FEE PROJECTS 6 CAPITAL IMPROVEMENTS ELEMENT -IMPACT FEE PROJECT ............ I-37-38 PROJECTED AVAILABLE IMPACT FEE REVENUES: 1989-2000 7 CAPITAL IMPROVEMENTS ELEMENT -IMPACT FEE PROJECT ............ 1-39-40 PROJECTED REQUIRED CITY MATCHING REVENUES: 1989-2000 8 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: TRAFFIC CIRCULATION........................................1-41-42 9 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: MASS TRANSIT...............................................1-43 10 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: HOUSING....................................................1-43 11 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: SANITARY AND STORM SEWERS..................................1-44 12 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: SOLIDWASTE................................................1-45 13 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: OPEN SPACE AND RECREATION..................................1-46-47 14 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: SOCIO-ECONOMIC .............. .......................1-48 15 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: NEIGHBORHOOD...............................................1-48 16 CAPITAL IMPROVEMENT ELEMENT PROJECTS 1989-2000: OTHER CAPITAL IMPROVEMENT..................................1-49-50 17 ADDITIONAL CAPITAL SPENDING NEEDS AND REVENUE SOURCES: 1989-2000........................................1-50 18 ASSESSED VALUE, PROPERTY TAX REVENUES, AND DEBTISSUING CAPACITY......................................1-51 INTERGOVERNMENTAL COORDINATION i1.1 DIVISION OF RESPONSIBILITY FOR SERVICES WITHIN CITYOF MIAMI..............................................II-3 I1.2 INTERGOVERNMENTAL COORDINATION MECHANISMS .................. II-5 as-73C LIST OF FIGURES FIGURE TITLE PAGE FIGURE TITLE PAGE # SOCIAL AND ECONOMIC PROFILE LAND USE AND HOUSING SOCIAL CHARACTERISTICS OF THE CITY'S POPULATION LAND USE DATA AND ANALYSIS I.1 ACTUAL AND PROJECTED POPULATION ........................I-1 I.1 VACANT AND UNDERDEVELOPED LAND 1989-2000............... I-11 1.2 POPULATION GROWTH: 1970-1980 ..........................I-2 I.2 SPECIAL PUBLIC INTEREST DISTRICTS ...................... I-13 I.3 1985 ESTIMATED POPULATION AND CHANGE 1.3 AREAS SUBJECT TO COASTAL FLOODING AND HIGH HAZARD APRIL 1980 TO APRIL 1985............................... 1-3 FLOOD AREAS............................................I-21 I.4.A. RACE AND ETHNIC COMPOSITION OF IN -MIGRANTS 1975-1980..............................................I-5 HOUSING CONDITIONS I.4.B. DISTINATION OF OUT -MIGRANTS BY RANK ORDER: 1975-1980..............................................I-6 II.1.A. UNITS BUILT BEFORE 1940................................ II-4 I.5 RACE AND ETHNIC COMPOSITION OF PERSONS.................I-7 II.1.B. UNITS BUILT BETWEEN 1940-1960 .......................... II-5 I.6.A. 1970 POPULATION PYRAMID II.1.C. UNITS BUILT BETWEEN 1960-1974 ..........................II-6 1980 POPULATION PYRAMID................................I-8 II.1.0. UNITS BUILT BETWEEN 1975-1980 .......................... II-7 1.6.B. AGE DISTRIBUTION OF RESIDENTS ..........................I-8 II.2 CENSUS TRACT LOCATION MAP.............................. II-8 I.7 EDUCATIONAL ATTAINMENT 1980 CENSUS.....................I-9 II.3 PROPORTION OF HOUSING COSTS IN FAMILY BUDGETS.......... II-11 1.8 S.A.T. MEDIAN PERCENTILE 1985-1986.....................I-10 II.4 COMPARATIVE DISTRIBUTION OF HOUSING COSTS 1980......... II-11 I.9 DROP OUT RATE 1985-1986................................I-10 II.5 SUBSIDIZED HOUSING GENERAL LOCATION.................... II-14 I.10 ENROLLMENT TO DESIGN CAPACITY RATIO II.6 GROUP HOMES GENERAL LOCATION...........................II-16 1985-1986..............................................I-11 I1.7 MOBILE HOME PARKS GENERAL LOCATION..................... II-20 I.11 PERCENT OF TEACHERS WITH A MASTERS DEGREE 1985-1986..............................................I-11 PUBLIC INFRASTRUCTURE ECONOMIC PROFILE SANITARY SEWERS II.1 MEDIAN FAMILY INCOME...................................II-1 I.1 COLLECTION SYSTEM ...................................... I-3 II.2 INCOME INEQUALITY, 1983 CITYOFMIAMI ..................II-2 I.2 EXISTING SANITARY SEWER SYSTEMS ........................ I-4 11.3 INCOME DISTRIBUTION, 1983..............................II-3 1.3 PROPOSED SANITARY SEWER IMPROVEMENTS ................... I-5 II.4 PERCENT OF FAMILIES BELOW POVERTY LEVEL 1970........... I1-4 1.4 WASTEWATER COLLECTION ZONES ............................I-6 I1.5 PERCENT OF FAMILIES BELOW POVERTY LEVEL 1980........... I1-5 1.5 CENTRAL DISTRICT WASTEWATER FACILITY AND DEMAND II.6 CHANGES IN THE INCIDENCE OF POVERTY 1970-1980..........I1-6 ASSESSMENT.............................................I-7 II.7 CHILDREN LIVING IN POVERTY AREAS .......................I1-8 I.6 SOUTH DISTRICT WASTEWATER FACILITY CAPACITY II.8 ELDERLY LIVING IN POVERTY AREAS ........................ II-8 AND DEMAND ASSESSMENT .................................. I-7 II.9 OCCUPATIONAL DISTRIBUTION OF RESIDENTS 1980............II-11 I.7 NORTH DISTRICT WASTEWATER FACILITY CAPACITY AND DEMAND ASSESSMENT..................................I-7 NEIGHBORHOOD PROFILE 1.8 WASTEWEATER TRANSMISSION SYSTEM ........................I-9 III.1 SPECIAL AREAS..........................................III-3 STORM SEWERS AND DRAINAGE II1.2 CD AND NON -CD TARGET AREAS.............................III-9 III.3 CD TARGET AREAS........................................III-13 II.1 MAJOR CANALS...........................................II-2 II.2 MAJOR WATERSHEDS.......................................II-3 II.3 STORM DRAINAGE SUBCATCHMENT AREAS......................II-4 II.4 STORMWATER MANAGEMENT ALTERNATIVES .....................II-11 II.5 POSITIVE DRAINAGE ZONES................................II-12 II.6 ELEVATION..............................................II-14 NATURAL GROUNDWATER AND AQUIFER RECHARGE III.1 BISCAYNE AQUIFER RECHARGE AREA .........................III-4 I11.2 SALTWATER INTRUSION....................................III-5 SS-7.3G FIGURE r TITLE PAGE# FIGURE TITLE PAGE # OPEN SPACE AND URBAN DESIGN GUIDELINES POTABLE WATER ;V.1 WELLFIELDS AND DISTRIBUTION NETWORK....................IV-2 III.1 DOWNTOWN PUBLIC OPEN SPACE ............................. SPECIAL DESIGN DISTRICTS III-3 III-4 SOLID WASTE COLLECTION AND DISPOSAL SYSTEM III.2 III.3 ............................... SPECIAL PUBLIC INTEREST DISTRICTS GENERALLOCATIONS.... III-6 V.1 GARBAGE ROUTES.........................................V-2 COASTAL MANAGEMENT V.2 TRASH COLLECTION ZONES.................................V-3 DADE COUNTY SOLID WASTE DISPOSAL SYSTEM................V-5 IV.1 COASTAL AREA..........................................IV-2 V.3 IV.2 HURRICANE VULNERABILITY ZONE ........................... IV-3 TRAFFIC CIRCULATION IV.3 AREAS SUBJECT TO COASTAL FLOODING AND HIGH HAZARD FLOOD AREAS.....................................IV-4 V1.1 ROADWAY FUNCTIONAL CLASSIFICATION ......................VI-26 IV.4.1 EXISTING LAND USE IN THE COASTAL ZONE .................. IV-5 VI.2 NUMBER OF ROADWAY LANES................................VI-27 IV.4.2 EXISTING LAND USE IN THE COASTAL ZONE .................. IV-6 VI,3 TRAFFIC CONGESTION 1985-1987...........................VI-28 IV.4.3 EXISTING LAND USE IN THE COASTAL ZONE .................. IV-7 VI.4 TRAFFIC CONGESTION 1990-1992...........................VI-29 IV.4.4 EXISTING LAND USE IN THE COASTAL ZONE .................. IV-8 U1.5 TRAFFIC CONGESTION 1995-1997...........................VI-30 IV.5 WATER DEPENDENT AND RELATED USES....................... IV-10 VI.6 TRAFFIC CONGESTION YEAR 2005...........................VI-31 IV.5.1 WATER DEPENDENT WATER RELATED USES VI.7 ROADWAY FUNCTIONAL CLASSIFICATION YEAR 2005............ VI-32 IN THE COASTAL AREA....................................IV-11 IV-13 VI.8 NUMBER OF ROADWAY LANES YEAR 2005......................VI-33 IV.6 REDEVELOPMENT AREAS IN THE COASTAL ZONE ................ V1,9 TRANSPORTATION CORRIDORS 1988 AND 2005.................VI-34 IV.7 VEGETATIVE COVER ....................................... IV-15 IV.7.1 WILDLIFE HABITAT AREAS.................................IV-16 IV-17 MASS TRANSIT IV.8 VIRGINIA KEY VEGETATIVE COMMUNITY ...................... IV.9 VEGETATIVE COMMUNITIES DINNER KEY SPOIL ISLAND ......... IV-18 V;r,l MDTA TRANSIT SYSTEM IN THE CITY OF MIAMI...............VII-5 IV.10 TOTAL FISH AND CRUSTACEAN BIOMASS IN GRAMS APRIL 1982-SEPTEMBER, 1983.............................IV-26 PORTS, AVIATION, AND RELATED FACILITIES IV.11.1 BENTHIC COMMUNITIES....................................IV-27 IV.11.2 BENTHIC COMMUNITIES....................................IV-28 IV-30 VIII.1 PORT OF MIAMI AND VICINITY.............................VIII-6 1VIII-7 IV.12 IV.13.1 ARCHEOLOGICAL SITES .................................... HISTORIC SITES WITHIN THE COASTAL ZONE MAP 1........... IV-32 VIII.2 MIAMI INTERNATIONAL AIRPORT VICINITY SECTION ......... MIAMI INTERNATIONAL AIRPORT VICINITY SECTION 2......... VIII-8 IV.13.2 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 2........... IV-33 VIII.3 VIII.4 MIAMI INTERNATIONAL AIRPORT VICINITY SECTION 3......... VIII-9 IV.13.3 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 3........... IV-34 IV-35 VIII.S PORT OF MIAMI VICINITY ............. ...................VIII-10 IV.13.4 IV.13.5 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 4........... HISTORIC SITES WITHIN THE COASTAL ZONE MAP 5........... IV-36 VIII.6 MIAMI INTERNATIONAL AIRPORT AND VICINITY...............VIII-11 IV.13.6 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 6........... IV-37 CULTURAL, RECREATIOMAL, AND ENVIRM MTAL SETTING IV.13.7 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 7........... COASTAL ZONE MAP 8........... IV-38 IV-39 IV.13.8 IV.13.9 HISTORIC SITES WITHIN THE HISTORIC SITES WITHIN THE COASTAL ZONE MAP 9...........IV-40 CULTURAL FACILITIES IV.13.10 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 10.......... IV-41 PARKS AND RECREATION IV.13.11 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 11.......... MAP 12 IV-42 IV-43 IV.13.12 HISTORIC SITES WITHIN THE COASTAL ZONE .......... 13 IV-44 II.1 CITY OF MIAMI NEIGHBORHOOD LOCATION MAP ................ II-5 IV.13.13 HISTORIC SITES WITHIN THE COASTAL ZONE MAP .......... COASTAL ZONE MAP 14.......... IV-45 ;I. EXISTING SPACE, SPACE DEFICIENCIES .....................II-11 IV.13.14 IV.13.15 HISTORIC SITES WITHIN THE HISTORIC SITES WITHIN THE COASTAL ZONE MAP 15.......... IV-46 ;I.2 . PLANNING DISTRICT A, B, F.............................II-12 IV.13.16 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 16.......... IV-47 ;I. 4 PLANNING DISTRICT E....................................II-13 IV.13.17 HISTORIC SITES WITHIN THE COASTAL ZONE MAP 17.......... IV-48 ;I. I PLANNING DISTRICT C, D.................................II-14 INVENTORY OF EXISTING PARKS AND RECREATION SITES....... II-16 IV.14 NATIONAL REGISTER PROPERTIES...........................IV-49 IV-50 I.6 II.7 INVENTORY OF EXISTING ACTIVITY BASED PARKS.............II-17 IV.15 CITY OF MIAMI HERITAGE CONSERVATION DISTRICTS .......... MANAGEMENT II.8 INVENTORY OF EXISTING RESOURCE BASED PARKS.............II-18 IV.16 BISCAYNE BAY AQUATIC PRESERVE INVENTORY OF EXISTING PLAYGROUNDS ......................II-19 AREA BOUNDARY..........................................IV-52 1979-1983 IV.17 OVERALL APMA WATER QUALITY ..................IV-53 SSA 3b- a FIGURE r TITLE PAGE 4 FIGURE TITLE PAGE ! V.29 IN -WATER ACTIVITIES....................................V-60 IV.18 APMA WATER MONITORING STATIONS ......................... IV-54 V.30 MARINA FACILITIES WITH MORE THAN 10 SLIPS..............V-61 IV.19.1 STORM WATER OUTFALLS................................... IV-57 V.31 MIAMI-DADE WATER AND SEWER AUTHORITY ...................V-64 IV.19.2 STORM WATER OUTFALLS................................... IV-58 IV.20 MAJOR CANALS..........................................IV-59 HISTORIC PRESERVATION IV.21 MAJOR WATERSHEDS.......................................IV-62 IV.22 BRIDGES AND CAUSEWAYS IN THE COASTALAREAS.............IV-75 NATIONAL REGISTER PROPERTIES ........................... V1-8 IV.23 PUBLIC PARKS........................................... 1Y-78 VI.2 CITY OF MIAMI HERITAGE CONSERVATION DISTRICTS .......... VI-9 IV.24 APMA SHORELINE STREET ENDS.............................IV-80 VI.3 ARCHEOLOGICAL SITES....................................VI-10 IV.25 MARINA FACILITIES WITH MORE THAN 10 SLIPS..............IY-81 VI.4 HISTORIC SITES........................... VI11 IV.26 IN -WATER ACTIVITIES .................................... IV-83 VI.5 HISTORIC SITES INDEX MAP ................•.•.•.•.•.•• .• VI- 12 VI.6.1-38 HISTORIC SITES MAPS 1-38................•....•...•.•••• VI-13-50 NATURAL RESOURCES CONSERVATION PUBLIC FISCAL SETTING AND INTERGOVERNMENTAL RELATIONS V.1 LOCATION MAP DADE COUNTY...............................V-1 V.2 AVERAGE ANNUAL PRECIPITATION ...........................V-1 CAPITAL IMPROVEMENTS DATA AND ANALYSIS V.3 TEMPERATURE............................................V-1 V.4 RAINFALL...............................................V-1 I.1 MAJOR PUBLIC EDUCATIONAL AND HEALTH CARE FACILITIES .... I-7 V.5 BISCAYNE BAY AQUATIC PRESERVE MANAGEMENT AREA 1.2 COMBINED GENERAL FUND AND SPECIAL REVENUES.............I-9 BOUNDARY ............................................... V-2 I.3 SOURCES OF GENERAL FUNDS ............................... V.6 APMA WATER MONITORING STATIONS ......................... V-3 1.4 TOTAL AND ABSOLUTE ASSESSED PROPERTY VALUE.............I-10 V.7 .. OVERALL APMA WATER QUALITY 1979-1983................. V-4 1.5 SOURCES AND REAL GROWTH IN SPECIAL REVENUES ............ I-10 V.8 TYPICAL IMPACTS OF BAY RELATED ACTIVITIES..............V-5 I.6 EXPENDITURES...........................................I-11 V.9 TOTAL FISH AND CRUSTACEAN BIOMASS IN GRAMS I.7 REAL GROWTH RATE IN GENERAL FUND EXPENDITURES .......... I-12 APRIL 1982-SEPTEMBER, 1983.............................V-9 1.8 DISTRIBUTION OF GENERAL FUND EXPENDITURES..............I-13 V.10.1 BENTHIC COMMUNITIES .................................... V-11 I.9 REAL GROWTH RATE IN SPECIAL REVENUE FUND EXPENDITURES..I-13 V.10.2 BENTHIC COMMUNITIES....................................V-12 1.10 REAL GROWTH RATE IN SPECIAL REVENUE FUND EXPENDITURES..I-13 V.11 BAY BOTTOM CONDITIONS..................................V-13 1.11 DISTRIBUTION OF SPECIAL FUND EXPENDITURES..............I-13 V.12 SEAPLANE OPERATING AREAS AND UTILITY EASEMENTS ......... V-14 I.12 REVENUE SURPLUS OR DEFICIENCY ..........................I-15 V.13 WRECKS AND ARTIFICIAL REEFS ............................ V-15 1.13 FUND BALANCES, RETAINED EARNINGS AND LIQUID ASSETS ..... I-15 V.14 LOCATION MAP MIAMI RIVER...............................V-16 1.14 FUND BALANCES AND LIQUID ASSETS AS PERCENT OF V.15.1 STORM WATER OUTFALLS...................................V-18 STANDARD DEVIATION IN REVENUES .........................I-16 V.15.2 STORM WATER OUTFALLS................................... V-19 I.15 ASSESSED VALUES ......................••..••••••.••....• I 18 19 V.16 MAJOR WATERSHEDS.......................................V-20 BY TYPE I.16 REVENUE PROJECTIONS .................. - V.17 DISTRIBUTION OF POLLUTANT LOADING I.17 REAL PER CAPITAL EXPENDITURES......... .................I I-19 OF POLLUTANT AND WATERSHED AREA ........................V-21 1.18 TRENDLINE VERSUS POTENTIAL EXPENDITURES ................I-19 V.18 MAJOR CANALS. ............V-25 I.19 COMBINED REVENUE AND POTENTIAL EXPENDITURES ............ I-19 V.19 LOCATION MAP LITTLE RIVER ..............................V-26 1.20 CUMMULATIVE DEBT ISSUING CAPACITY.. .1-24 V.20 BLUE LAGOON LAKES LOCATION MAP..... .. •V-27 V.21 AREAS SUBJECT TO COASTAL FLOODING AND HIGH 1 CAPITAL IMPROVEMENT PROGRAM SCHEDULED EXPENDITURES HAZARD FLOOD AREAS.....................................V-31 1989-1994 ................................. ............I-34 V.22 VEGETATIVE COMMUNITIES ................................. V-46 2 CAPITAL IMPROVEMENT PROJECTS UNSECUREDFUNDING V.23 VIRGINIA KEY -ENVIRONMENTAL CONDITIONS ..................V-48 1989-1994....................................... ....... I-34 V.24 DINNER KEY SPOIL ISLAND - ENVIRONMENTAL CONDITIONS ..... V-49 V.25.1 PERCENTAGE OF TOTAL EMISSIONS BY TYPE OF POLLUTANT ..... V-50 INTERGOVERNMENTAL COORDINATION V.26.1 CO SITE LOCATIONS......................................V-50 V.26.2 OZQNE SITE LOCATIONS...................................V-51 II.1 DADE COUNTY, CITY OF MIAMI AND ABUTTING V.26.3 SO SITE LOCATIONS.....................................V-51 V-52 INCORPORATED AREAS.....................................II-4 V.26.4 TSP SITE LOCATIONS ..................................... V.26.5 LE D SITE LOCATIONS....................................V-53 V.26.6 NO SITE LOCATIONS. .V-54 V-55 V-27 COMMERCIALLY VALUABLE MINERALS ..... ..... ............... V-56 V.28 GENERALIZED SOIL TYPES ........................... ...... ON W .J Y. O C9 C. V O z O V W 0 z Q. mi Q. V O 88-'73f: • CONTENTS i. social Characteristics of the City's Population Introduction Population Growth and Racial/Ethnic Composition Age Distribution Educational Attainment Public School Conditions II. Economic Profile Household Income and Wealth The Incidence of Poverty Employment and Occupational Status III. Neighborhood Profile f Neighborhoods of Miami i Neighborhood Retail Centers Industrial Parks Enterprise Zones Cultural Areas Residential Neighborhoods Neighborhood Statistics References as-73 9 I I I I I 1 I FJ I I I I I I. Social Characteristics of the City's Population ' ntroduct i on Significant demographic changes have occurred within the City of Miami over the past two decades. These changes, moreover, are interrelated with important economic and social transformations that have been witnessed since 1970. The historical trends regarding the growth of residents, their changing social characteristics and their income present particular areas of concern for public policy. Reversing some of the more troublesome developments represents an important challenge which to be overcome requires a coordination of various public policies at various levels of government. The demographic and economic characteristics of those who live in the City and the pattern of job growth within the City indicates that Miami's recent development has occurred along two divergent paths. While the economy of the City continued along a prosperous and resilient path, the economic conditions of a growing majority of its residents deteriorated. In some respects Miami's development, however, has not been unique and has witnessed a pattern similar to that of larger, older cities (see Kasarda, [1985]). A fundamental problem, which will be more fully discussed in Section II, "Economic Profile," is that the City has not been able to attract as residents a constant share of persons who work within the City. At the same time, however, it has continued to grow as a supplier of lower income housing. Consequently, household income has deteriorated and the incidence of poverty has grown, despite significant gains in jobs and commercial activity within the City's boundaries. 1The "poverty line" equivalent values ($5,570); two pers Population Growth and Racial/Ethnic Composition Between 1970 and 1980 the City's Population grew by only 12,000 residents, or at an annual rate of 0.35 percent. This contrasted sharply with a growth of 43,200 residents and a growth rate of 1.38 percent per annum, during the prior decade. Foreign immigration, however, increased rapidly during the early 1980's, and, as had occurred during prior periods of immigration, many of the immigrants initially settled within the City's boundaries. By 1985, the University of Florida, Bureau of Economic and Business Research estimates that approximately 380,000 persons resided within the City, with many of those new residents being newly arrived immigrants. The rapid population growth between 1980 and 1985 was primarily the result of a transitory wave of immigration combined ACTUAL AND PROJECTED POPULATION 450 CITY OF MIAMI __1 7 z 250 a �\ 200 150 50 Pero 1975 1990 i985 �99% '995 2000 2005 YEAR Q HISPANICS ©BLACKS = NON -HISPANIC MMITES POPULATION PROJECTED 1985 1990 1995 2000 2005 TOTAL 380.000 ` 383.000 390.000 400,000 410.000 BLACK 101,000 105,000 107.000 112,000 114,800 HISPANIC 230,000 235.000 248,500 251.600 254.200 NON-H-WHT 49.000 43.000 34.200 36.400 41,000 Figure 1.1 with an availability of low cost housing within the City. Despite the relatively large increases in population between 1980 and 1985, this growth is not likely to represent a qualitative difference in the character of the demographic changes that occurred over the 1970-1980 period. The pace of growth during the next ten years, moreover, is expected to be significantly slower than that which occurred between 1980 and 1985 (see Figure I.1). The geographic distribution of population growth, however, has not been spread evenly over the entire City. Some areas within the City have become significantly more densely populated, while the residential character of some areas has measurably decreased. Figure I.2 illustrates the geographic disparity in population growth within the City between 1970 and 1980 based on the U.S. decennial census. The geographic distribution of population growth between (April) 1980 and 1985, based on City of Miami Planning Department estimates is illustrated in Figure I.3. Since most of the City was built -out by 1970, increases in population have led to higher residential densities. Between 1970 and 1980 a large proportion of the City's population growth occurred in the northern and non — central part of the City (i.e., the Edison and Allapattah areas, respectively). Both of these areas had a high incidence of poverty, as reflected in the proportion of families wity incomes at or below the poverty line. Another large proportion of population growth between 1970 and 1980 also occurred in the western area of the City (Flagami). While the extent of poverty in this area in 1980 was less than the citywide average, a large part of this or thresholds are those defined by the U.S. Census Bureau. These income thresholds in 1979, with their (March) 1987 adjusted for inflation in the local consumer price index given in parenthesis, are as follows: individuals, $3,686 on households, $4,723 ($7,056); three persons, $5,787 ($8,646); four persons, $7,412 ($11,074); five persons, $8,776 ($13,113); six persons, $99915 ($149814). SS-7314;' I-1 iir 1 `ir i aw ■� wwr r s N �J m14 a � o o m x a se S W. 61 OWE S S.W. sT AVE. s.w. 4? AVE. i g a o f3 /ice:; ::fi •:•• is% ^ N P 7 i y a a / 7 IX- s z -n x C CD W I d 0 z >E N a z E H.W. V AVE. MIAMI AVE. BISCAYNE BW0 MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION PLANNIING ASSISTANCE STANCE PROGRAM AUTHORIZED GRYFCHA TIFR 86 167 l'AVVRRCIF FI RECEIVED AND Anw J;TFOFD Y THFIJf onIDAIiDEPAARTM NOTv(�p1j nPAIAl NIO Y AIFFAISISE OIL M fah In bow I He �T CD V S W 67 AVE SW 47 AVE _ 00 00 CA m o cn 0 o � c m D 0 O A � r 0 D " 0 O Z D Z G 0 D Z G) m N W 27 AVE MIAMI AVE BISCAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN �� ►�� � one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS ASSIISTANCEMPROGRAM AUTDHORIZOEDTHRUnBYFCHAPTIAL FR 86SISTANCE 167,l AWSRn< FIVED FROM THE STATF IORIDA AND ADMINISEFOFD BY81DA UNDER TTHE FLORIDAFiDEPAARTM NOTVOF COMMI NIITYE LOCAL GERNENT rRAFFAIRISE PLANNI I 1 area witnessed a significant increase in the incidence of poverty between 1970 and 1980 (see Figures I1.4 and 11.5). Between 1970 and 1980, the greatest declines in population occurred in areas close to Downtown, with the exception of high income neighborhoods near Biscayne Bay, and in some of the areas with high rates of poverty. These declines stemmed y from urban renewal/slum clearance programs, general abandonment or retirement of substandard units, and the encroachment of commercial land use into older neighborhoods located near business centers (e.g. in the Downtown and Coconut Grove areas). Estimates of population changes between 1980 and 1985 for general areas j within the City have been developed by the City's Planning Department. These estimates indicate that the northern and north -central areas continue to account for large shares of the City's population growth. The largest gains in population, in both absolute and relative terms, occurred, however, in the south-central or Little Havana area of the City. The growth in Little Havana has resulted from increases in the immigrant population from the Spanish speaking Caribbean and Central America. Population levels in the Downtown, Flagami and Coconut Grove areas remained relatively constant between 1980 and 1985. A more recent estimate based on a 1987 building and land use survey is currently underway, and should be completed by the end of 1988. ' The 1980 Census also provides data on the geographic mobility of persons within the metropolitan area that yield some insights into the character of Table 1.1. Geographic Mobility of Persons, 1980: Number of Persons Who Changed Residence Between 1975 and 1980. I Moved To I City Remainder of Dade Have From* Entire Population City of Miami 98,925 169.434 Remainder of Dade County 12.769 187.635 Remainder of U.S. 32,313 197.786 Foreign Country 31,705 77.988 Total Number of Movers TTTM7 537-.8>IT Hispanic Population City of Miami 63,796 68.145 Remainder of Dade County 6,647 61.307 Remainder of U.S. 16,028 51,390 Foreign Country 21,951 46,913 Total Number of Movers TTT7M 77T.5 Black Population City of Miami 25,217 39,071 Remainder of Dade County 2.132 19,062 Remainder of U.S. 5,693 18,570 Foreign 7,997 7,872 Total Number of Movers —TFXT9 -Wm Mon -Hispanic White Population" City of Miami 9.912 62.218 Remainder of Dade County 3,990 107,266 127,826 Remainder of U.S. Foreign Country 10,592 1,757 23,203 Total Number of Movers =5T TIT.-M *defined as the residence in 1975. Persons who moved more than once between 1975 and 1980 are considered to have moved from their 1975 residence. **also includes a small number (less than one percent of total population) of other races and ethnic groups. Table I.2. Probability of Dade's In -Migrants Locating Within City of Miami Boundaries. 1975 - 1980. Probability In-M1 rants From: U.S. Abroad Hispanics 0.24 0.32 Blacks 0.23 0.50 Non -Hispanic Whites 0.08 0.07 I-4 88-'736' q 1 I population dynamics occurring in the City. The relevant data is summarized in Tables I.1 and I.2 below. This data suggest several general statements regarding population dynamics within the City. First, a large proportion of those persons migrating to the City come from foreign countries, and, second, that the City seems to serve as an initial but temporary destination for those persons moving to Dade County. A great many more persons move to the remainder of the County from the City of Miami, than persons move from the County to the City. The third general characteristic suggested by this data is that the probability that a person who migrates to Dade will establish a residence in the City is much greater for Blacks and Hispanics than for non -Hispanic Whites. In 1980, nearly 77,000 persons or 23 percent of all persons above the age of five and who were living within the City of Miami's boundaries reported that they had migrated to the City within the previous five years. Approximately 13,000 persons (17 percent of all in - migrants) had migrated from the remainder of Dade County, while 32,000 (42 percent) had lived in some other part of the U.S. and another 32,000 had lived outside of the U.S. (See Figure I.4A.) In contrast to the City, 37 percent of persons above the age of five and who lived within the remainder of Dade County reported that they had migrated to those areas within the previous five years. Approximately 38 percent of those in -migrants reported that they had previously lived within the City of Miami's boundaries. 2 Forty-four percent of the County's in -migrants reported having lived in another part of the U.S., while only 18 percent reported having lived abroad. This data reveals that during the 1975-1980 period, the probability that a person migrating to Dade County from some part of the U.S. would choose to live within the City of Miami was only 0.14. By contrast, the probability of a migrant from a foreign country choosing Miami as their residence was 0.29. The tendency of persons to move from the City to the remainder of the County and the tendency for in -migrants to locate within the City was not independent of the racial and ethnic characteristics of the migrant. As is indicated in Table I.1, in all cases many more persons reported moving to the RACE AND ETHNIC COMPOSITION OF IN -MIGRANTS 1975-1980 HISPANIC / WHI ES•1'1NC� (/ NON -HISPANIC In ISPAIII1212r. BLACK / / HISPANIC CRT OF MIAMI REMAINDER OF DADE COUNTY THE PLACE OF ORIGIN OF IN -MIGRANTS •I / COUMTY / 5"` / ABRO D CITY of ►MAYI CRT OF MIAMI REMAINDER OF DADE COUNTY FIGURE 1.4A remainder of the County from the City, than those who reported moving from the County to the City. In terms of absolute numbers, both Hispanics and non -Hispanic whites had the greatest disparity between in -migrants and out -migrants, but in relative terms, blacks showed the highest tendency to leave the City relative to blacks who moved to the City. The probability of a migrant to Dade County locating within the City of Miami is summarized in Table I.2. With the exception of non -Hispanic whites, the probability of a foreign immigrant residing within the City is measurably higher than the probability for migrants from the U.S. The majority of persons who migrated to the City were Hispanics, with the remainder split almost equally between blacks and non -Hispanic whites. By contrast, almost one-half of those persons migrating to the rest of the County were non -Hispanic whites, with Hispanics representing the next highest group. Information as to the destination of persons who migrated from the City to other parts of the County indicate those out -migrants were mostly members of Miami's middle and upper income groups. The data on the within -County destination of City out -migrants is illustrated in Figure I.4B and Table I.3. In almost all cases, but to a lesser degree for blacks, the City's out -migrants were moving to areas with higher median income than that generally found within the City. This suggests that those movers could afford the higher average housing costs typically found where median family income is higher. Consequently, and more importantly, in addition to the obvious "white flight" 2This data, however, is very likely to overstate the actual number of persons who migrated from the City, since it implies that the outmigration from the City was at least 2.2 times as large as the inflow. Such a drop in population is not likely to have occurred. The Census information is based on responses to a question on previous residence and the accuracy with which persons responded to having lived within the incorporated limits of Miami may not be reliable. Nonetheless, the data does suggest that many more persons migrate from the city to the remainder of the county than vice versa. Less reporting error is likely when respondents reported having lived outside of the County. i I-5 L r that has occurred since 1960, middle class flight has also occurred. The most obvious demographic change that has been witnessed over the last 25 years has been a dramatic change in the racial and ethnic composition of the City's residents. (See Figure I.5.) In 1960, less than three percent if the population consisted of Hispanics , but by 1970, Hispanics represented 45 percent of the City's population. During that decade the proportion of the black population remained nearly constant at 22 percent, while non -Hispanic whites were migrating out of the City in large numbers. This trend has continued, with the Hispanic population estimated at 230,000 in 1985, representing 60 percent of City residents. The proportion of the City's black population is also estimated to have increased modestly to 27 percent of the total in 1985, and the non - Hispanic white population has declined and now represente4 less than 14 percent of the population. Although, forecasts of racial and ethnic composition of the City's population are subject to large margins of error, there are factors which suggest that the trends experienced over the last 25 years will continue through at least 1995. As long as County land use policies continue to encourage new residential development in the metropolitan fringe, the bulk of low- and low -to -moderate income housing will continue to be found within the City of Miami, as well as within some other local municipalities (e.g., Hialeah and Opa-Locka) and older DESTINATION OF OUT -MIGRANTS CAROL CITY NORZANo BY RANK ORDER: 1975-1980 mr LAdCE OPA-LOCK& NORTH WWI NUMBED vEN[ENT X .EPSONS 7E TOT4i T�� i •:4cs. 3.725 8.1% HIALEAH WEST LITTLE �EN04_. 9.892 5.8 RIVER P:iEP :03 4.2 GLADEV" a14D- - ,44E, 6.509 3.8 J,•W:4.f!GATS 6,506 3.8 Nov. M14M: 6.076 3.7 .El%"11TE� 5.409 3.2 M14M1 BEu. 5.024 3.0 :]P4.'ERR AZ! 4.964 2.9 Do TAMIAMI WESTCHESTERTERRACE 1AAM1 Q CORAL CORAL i OLYMPIA HEIGHTS KENOALE SUNSET LAKES • e Key e+.oar1. KENDALL b Ql • PERRINE " sA MYIM1 HEIGHTS 0 0 1 2 miles Figure 1.4B 3This term is used to identify persons whom the Census Bureau in its decennial reports of 1970 and 1980 refers to as persons of "Spanish language," and "Spanish origin." These definitions have not been strictly consistent between the censi, and, therefore, the data should be used with some caution. 4A precise estimate and definition of non -Hispanic Whites cannot be obtained since the census reports race and ethnicity according to the manner with which individivals chose to identify themselves. An upper bound estimate of non -Hispanic whites (an "all others" category) is obtained by subtracting the number of persons identifying themselves as either black or Hispanic from the total population. Note that other racial/ethnic groups, such as American Indian, Asians, Pacific Islanders and others, represented less than one percent of the population in 1980. Hence, the "all others" group is composed almost entirely of persons who classified themselves as white, but not Hispanic. I-6 I Table 1.3. Destination of Miami's City -County Outmigrants by Rank Order, 1975-1980. 1980 Median ratio of income* Destination Number income at at destination destination to City income All Out -Migrants: ' Hialeah 13,725 $17,070 1.28 Kendall 9,892 31,076 2.33 Carol City 8,597 18,776 1.41 West Little 7,103 13,926 1.04 Kendall Lakes 6,509 25,726 1.93 Olympia Heights 6,506 24,527 1.84 North Miami 6,076 18,794 1.41 Westchester 5,409 23,527 1.76 Miami Beach 5,024 14,061 1.05 Coral Terrace 4,964 19,688 1.47 Hispanic Outmigrants: Hialeah 11,746 $15,931 1.19 Olympia Heights 5,332 23,365 1.74 Westchester Coral Terrace 4,636 4,195 22,343 18,615 1.66 1.39 Kendall Lakes 3,259 23,778 1.77 Tamiami 2,780 25,587 1.97 Miami Beach 2,050 11,581 0.86 Coral Gables 2,264 26,383 1.91 Kendall 1,975 23,576 1.76 ' Sunset 1,362 27,015 2.01 Black Outmigrants: ' Carol City 5,864 $18,195 1.87 West Little River 5,564 14,807 1.52 Brownsville 4,359 10,251 1.05 Gladeview 3,430 9,711 1.00 Scott Lake 2,965 22,635 2.33 Pinewood 2,316 15,975 1.64 Opa Locka 2,212 11,306 1.16 ' Perrine 1,046 10,150 1.04 So. Miami Height 773 16,758 1.72 Norland 637 22,326 2.30 r *refers to the ratio of median family income at the location of ' destination relative to the City of Miami's median family income for each social group. sections of unincorporated Dade County. Newly arrived immigrants tend to have relatively large needs for lower cost housing, and can therefore be expected to locate within the City in the future. Consequently, an increase in the share of Hispanics and blacks should be anticipated. It is our estimate that by 1995, Hispanics will represent approximately 64 percent of the population, while blacks are expected to represent 28 percent. The City's total population is expected to increase from approximately 380,000 in 1985 to 390,000 by 1995 and 400,000 by the year 2005. RACE AND ETHNIC COMPOSITION OF PERSONS 181 K ALL OTTERS I IILACK 61.4 % 23.6% ALL OTHERS HISPANIC DADE COUNTY 17.5% BLACK 47.0% ALLOTHERS 35.7% HISPANIC DUDE COUNTY as.ax HISPANIC CRY OF MIAMI 1970 ALLOTIIERs 25.1%BLACK 55.9% HISPANIC CITY OF MIAMI 1980 Figure 1.5 1 1-7 Age Distribution Significant changes in the age distribution of the City's population have also occurred over the last two decades. The proportion of the elderly population has grown dramatically during this period, while the number of children in the population has declined. While the general trend towards an older population has been witnessed both nationally and in South Florida, this trend has been more dramatic within the City of Miami. As illustrated in Figure I.6A, by 1980 the City's population pyramid began to have an inverted appearance, rather than the typical "hour glass" shape found in the County and nationally. That is, the population at the higher end of the age spectrum proportionally outweighs the population found at the lower end. By 1980, 17 percent of the City's population was over the age of 64, as compared with 14 percent in this age group in 1970. Only 1970 POPULATION PYRAMID SIT. .e,000 c`_ •N;. 'vER COUNTY 772, 000 CI?• .1."0 T- 6� ,nTv 13w.000 �- �. • B9, DO COUNTY 315.000 11 T_ 34L1 TY _._ COUNTY 1,7.000 " -' 2. �ITY24.00000UNTV 90,000 CITY 2�.000 COVNTY In. 000 v CITY ­70.000 COUNTY 306, 000 ... �,. wom v .�. 1980 POPULATION PYRAMID C17, $9.119 tE •Np �JvER COUNTY 255.266 CITY 416B7 ` Tp 64 COUNTY 171:695 CITY B6—�, 900 3` TD Sh COUNTY 380.362 CITY 17600 2E TO 34 COUNTY 2.O., B00 26 TG 24 CI TY 28.300 COUNTY 133.4B0 15 IC 19 CITY 27,000 COUNTY136.SO0 CITY 50.300 G TC 1. COUNTY 307.700 .a ao. OIrr110 �� CO CITY OF MIAMI C� WOE ITT Figure 1.6A 17 percent of the City's population was below the age of 15 in 1980, which represented a sharp decline from the 21 percent share witnessed in 1970. This change in the age distribution coincides with the decline in the proportion of families with children under 18 years of age that has also occurred in the City. It is important to note that in 1980, forty-one percent of the City's families had children below the age of 18, while 46 percent of families in the remainder of Dade County had children below that age. This disparity was observed despite the fact that the City had a much higher percentage of racial and ethnic minorities, which also tend to be relatively young and have comparatively high birth rates, than the remainder of the County. This demographic change also reflects a net out -migration of younger families from the City to other parts of the County. Changes in the age distribution of the population between 1970 and 1980 were significantly distinct among the three major racial/ethnic groups (see Figure I.68). The most dramatic change was found among Hispanic residents. In 1970, 23 percent of the City's Hispanic residents were children, but by 1990 only 11 percent of the Hispanic population was below the age of 15. By contrast, 21 percent of the Hispanic population who resided in other parts of Dade County was below the age of 15. The sharp decline in the number and proportion of Hispanic children within the City, coincides with a sharp decline in the proportion of the Hispanic population within the ages of 25 and 54. Another sharp contrast between the Hispanic population of the City and that of the remainder of the County occurs in the proportion of families having children less than 18 years old. While one finds that only 40 percent of the City's Hispanic families have children younger than 18 years of age, 55 percent of Hispanic families living in other parts of Dade County had children that were younger than 18. One can also AGE DISTRIBUTION OF RESIDENTS CITY OF MIAM I WROJ BLACK RESIDENTS 23.1 x 1980 _ �sx �'13.Ox ts9'11i HISPANIC RESIDENTS 123% 2zz�r. 23.7% NON HISPANIC WHITE RESIDENTS AGE GROUP 0 0-14 YEARS OLD Q 35-54 YEARS OLD Q 15-19 YEARS OLD © 55-64 YEARS OLD G7 20-24 YEARS OLD Q 65 AND OLDER © 25-34 YEARS OLD Figure 1.613 observe that in 1970, nine percent of the City's Hispanics were above the age of 64, but by 1980 this share had grown to 28 percent. Within the remainder of the County, slightly less than 10 percent of the Hispanic population was above that age of 64 in 1980. Changes in the age distribution of the black /population between 1970 and 1980 followed the general pattern witnessed among Hispanics, although the changes were much less dramatic. In 1970, 34 percent of the City's black S8_ 1.161 residents was children, but by 1980 this age group's relative size had declined to 27 percent. At the other end of the age spectrum one finds that the black population over age 64 represented seven percent of the total in 1980, up from 5.4 percent in 1970. Changes in they age distribution of non -Hispanic whites between 1970 and 1980 were opposite of those found for blacks and Hispanics. The proportion of children among non -Hispanic whites increased from eight percent to 13 percent over that ten year period. The proportion of elderly declined from 28 percent in 1970 to 21 percent in 1980. Educational Attainment Information from the 1980 U.S. Census reveals that City residents tend to have fewer years of formal education than residents in the remainder of the County. Only 25 percent of City residents had either completed college or had some years of college training, while 36 percent of residents in the remainder of the County had such formal education. Thirty-seven percent of City residents, moreover, had completed less than 8 years of formal education. In the remainder of the County, only 20 percent of the population older than 24 had completed less than 8 years of formal education. This disparity is partly the result of a higher proportion of minority residents within the City, who also tend to have fewer years of formal education than non - Hispanic whites. One may note that in 1980, 40 percent of the County's non - Hispanic whites had either earned college degrees or had completed at least one year of college training, while only 13 percent of this social group had completed less than 8 years of formal EDUCATIONAL ATTAINMENT 1980 CENSUS CITY OF MIAMI 1 26.9 o0�00 l4r�% '. 1iisnot REST OF DADE COUNTY 17.8% 12.6% 6.9 6- s2.lx ALL RESIDENTS �99% T­I9. � BLACK RESIDENTS HISPANIC RESIDENTS = SOME ELEMENTARY SCHOOL EDUCATION ® COMPLETED ELEMENTARY SCHOOL ONLY ® SOME HIGH SCHOOL EDUCATION © COMPLETED HIGH SCHOOL ONLY ® SOME COLLEGE EDUCATION 17COMPLETED FOUR YEARS OF COLLEGE Figure 1.7 V 6.1'X education. Among all black residents within Dade County, only 22 percent had completed one or more years of college education, while 30 percent had completed less than 8 years of formal training. Among the County's Hispanic residents, one finds that 27 percent had completed one or more years of college education, while 36 percent had only elementary school (K through 8) educations. The greater presence of minority residents within the City, however, does not full explain the disparities in the educational attainment of City and non - City residents. Even among the major racial/ethnic groups, one generally observes fewer years of formal education among City residents than among residents in the remainder of Dade County. These comparisons are illustrated in Figure I.7. Is►9a. Only 15 percent of black residents of the City of Miami had some college training, while 26 percent of blacks living in other parts of the County had at least one year of college education. Among Hispanics living within the City, 22 percent had some college training, z3.sx while among Hispanics living in the rest of the County, 31 percent had some 00 college training. One also finds that a�0-4 the proportion of minority residents with "9101w only elementary school education was higher among City residents than non -City residents. Among black residents of the City, 38 percent had completed fewer than 8 years of formal education, while 25 percent of blacks living in the remainder of the County had only elementary school educations. Forty-four percent of Hispanics living within the City had fewer than eight years of formal education. Thirty-two percent of Hispanics living in other parts of the County, by contrast, had only elementary school education. 5The non -Hispanic white population is an estimate derived by subtracting the black and Hispanic population from the total population. Hence, a small percentage of other minorities are included in this estimate. 6Percentage is based on the resident population 25 years old or older. 88-7: 11' I-9 I I 11 I Public School Conditions Availability and quality of public schools are important determinants of the relative attractiveness of City neighborhoods, and, therefore, an important area of concern. While a complete analysis of the strengths and weaknesses of City area schools relative to their suburban counterparts is beyond the scope of this section, some significant disparities in schoo) characteristics may be readily observed. A comparison of key indicators of student performance and educational resources are presented in Figures I.8 through I.11. so 70 60 z 50 W 40 30 20 to S. A.T. MEDIAN PERCENTILE 1985-1986 ELEMENTARY EyiMENTARY UUNIOR HIGH JUNIORHIGH SENIOR RICH SENIOR HIGH H M R M R M CITY OF MIAMI M z MATH R : READING SUBURBAN SCHOOLS Figure 1.8 Student scores on the Stanford Achievement Test (SAT) were significantly lower for City area schools than for suburban schools. The median percentile for SAT scores in the typical elementary school located within the City were one- half of the median percentile attained in the typical suburban school. In the typical City school, ranking scores from lowest to highest, one half of the students were able to score above only the 29th percentile in the reading skills portion of the SAT .R In the suburban schools selected for comparison, one half of the students were able to score above the 59th percentile in the reading skills portion of the SAT. Similar results were observed with respect to the median percentile in the math skills portion of the exam. One half of the students in the typical City area school scored above only the 44th percentile, while one half of the students in the suburban elementary schools were able to score above the 74th percentile in the math skills portion of the SAT. The lowest median percentile observed for SAT scores in City area elementary schools was 15 in the reading skills section and 26 in the math skills section of the exam. By contrast, the lowest median percentile observed in the suburban area schools was 38 in reading skills and 56 in math skills. Similar disparities in SAT scores were observed for junior and senior high schools located within the City and those schools located in suburban areas (see Figure I.8). One may also observe a significant difference in the dropout rate among junior and senior high school students attending City and suburban area schools. The dropout rate during the 12 10 e z W w 6 a 4 2 0 DROP OUT RATE 1985-1986 JUNIOR NIGH SENIOR NIGH CITY OF MIAMI ® SUBURBAN SCHOOLS Figure 1.9 1985-86 school year among students attending schools in the City was five percent for junior high and eleven percent for senior high. In suburban area schools the dropout rates were much lower. Only 3.5 percent of junior high school students and 8.0 percent of senior high school students were expected to drop out of suburban area schools. There are also important differences between City area and suburban area schools in the physical characteristics of schools and the educational training of instructional staff. Many of the City's elementary schools during the 1985-1986 school year were operating substantially above their physical design capacities. (See Figure I.10.) Eleven of the 29 schools located within the City's boundaries had enrollments which exceeded their original The suburban elementary schools selected for comparison were: Calusa, Coral Park, Coral Reef, Everglades, Kendall, Kendall Lakes, Key Biscayne, Olympia Heights, Palmetto, Pinecrest, Rockway, and Sunset elementaries. The suburban junior high schools selected for comparison were: Arvida, Glades, Palmetto, Riviera, Rockway, and Hammocks. The suburban senior high schools selected for comparison were: Coral Gables, Coral Park, Southridge, Sunset, South Miami, and Southwest. 8This is based on the average, median percentile recorded for each school within the City. Percentile refers to a ranking of all test scores from lowest to highest scores, and, hence, the "29th percentile" refers to the lowest 29 percent of all test scores that were tabulated. I-10 88-- : 3C" I designed capacity by 15 percent or more, while 7 of those overcrowded schools were operating in excess of 30 percent over their capacity. The most overcrowded elementary schools were Morningside, Shadowlawn, Shenandoah, H. M. Flagler and Miramar, with each having enrollment levels 60 percent above design capacity. The number of students per instructional faculty in City area schools (17:1), however, was not significantly different from that ratio found in suburban schools. Excess enrollments were generally accommodated through "portable" or temporary structures, rather than through larger average class sizes. The City's junior high schools did not have as great a tendency to be overcrowded as either the City's elementary schools or the suburban junior high schools, and as a whole operated below their designed capacity. Kinloch Park and Robert E. Lee junior high schools, however, were operating about 25 percent above design capacity. No significant difference between City and suburban area schools in the student/teacher ratio were observed. Miami Jackson High School was the only City area senior high operating above designed capacity, and as a whole City area schools were operating near their design capacity. The level of post graduate training among the instructional faculty varied consistently between City and suburban area schools. The proportion of instructional faculty with masters degrees, illustrated in Figure I.11, was consistently lower in City area schools than in suburban schools. This gap was especially wide with respect to elementary and junior high schools. In the typical elementary school within the City's boundaries, 37 percent of the instructional faculty had masters degrees. By comparison, 50 percent of the instructional faculty in the typical suburban area elementary school had masters degrees. Thirty-eight percent of the instructional faculty in City area junior high schools had masters degrees, and, by comparison, 48 percent of teachers in suburban junior high schools had earned masters degrees. At the senior high level, 48 percent of teachers in City area schools had masters degrees, while 52 percent of teachers in suburban schools had masters degrees. Average teacher salaries in City area and suburban schools followed the same general pattern as that found with respect to percent of faculty with masters degrees. Average faculty salaries were lower in City schools than in suburban schools. Average faculty salaries in City area schools during the 1985-1986 school year were $24,700 for elementary school teachers, $25,400 for junior high school teachers and $26,200 for senior high school teachers. Average faculty salaries in the suburban selected for comparison were $26,700 for elementary school, $26,850 for junior high school and $27,000 for senior high school teachers. ENROLLMENT TO DESIGN CAPACITY RATIO 1985-1986 120 Ito 100 90 V"ENTAR. JUNIOR .6. SENIOR NION sCNOOLS SCHOOLS SCHOOLS ® CITY OF MIAMI ® SmRs" SCHOOLS Figure 1.10 ELEMENTARY JUNIOR HIGH SENIOR -- SCHOOLS SCHOOLS SCHOOLS ASI-71; 3t: II. Economic Profile Household Income and Wealth :s The most recent data available regarding family income within the City of r Miami is reported in Current Housing F Reports, Annual HousingSurvey: K published jointly by the U.S. Census Bureau and the Department of Housing and '2 Urban Development. While this information , is somewhat dated, significant trends have been observed since 1970 which are likely • to be indicative of current conditions. o The housing survey data reveals a negative trend in the median family income of occupied housing units within the City of tliami's boundaries. (See Figure II.1.) Between 1970 and 1979, the real (or inflation adjusted) median family income of City resident fell by slightly more than one percent. Between 1979 and 1983, p however, median family income within the City fell by 17 percent, with the greatest decline (21 percent) observed among renter occupied housing units. A negative trend since 1975 in median family income has also been observed in the remainder of Dade County, with an accelerated decline occurring between 1979 and 1983. The decline in median family income in the remainder of the County, however, was not as severe as that observed within the City. From 1979 to 1933, median family income fell by 4.5 percent in the remainder of the County. The decline in } median family income may in part be do to the business cycle conditions which prevailed at the time of the surveys. The local economy was near the peak of a business cycle in 1979, while in 1983 it was experiencing a slow recovery from the recession period of 1982. Direct estimates of family wealth are not available, but a large fraction of 20 w 16 9" is MEDIAN FAMILY INCOME (MEASURED IN CONSTANT1997 DOLLARS) 970 9`• 19N IVIS ® CITY of "'Am, © •EST Of COUNT. ALL RESIDENTS .970 '915 919 -995 ® CITY O. MIO.L © 9EST Of COUNT• BLACK RESIDENTS 970 '915 9N 9E5 ® CITY O. W.AN, 0 ft-sr or COU.IT- HISPANIC RESIDENTS Figure 11.1 lInflation adjusted income refers to the value of money income after correction example, median family income within the City of Miami was $12,874 in 1983. Between 8.8 percent, and, therefore, a family in 1987 would need to earn $14,008 in order and services that a family earning $12,874 could afford in 1983. family wealth represents the value of equity in owner occupied housing. Observed trends in homeownership rates and the real value of owner occupied units may, therefore, reflect trends in home equity and family wealth. Homeownership rates in both the City of Miami and in the remainder of the County have remained approximately constant since 1970, although the ownership rate in Miami was only 37 percent in 1993 as compared to 60 percent in the remainder of the County. While the inflation adjusted, median value of owner occupied housing was 13 percent lower among City of Miami residences than in the remainder of the County, median values of both City and non -City owner occupied units remained approximately constant between 1979 and 1983. Very significant gains in median owner occupied housing values, however, had occurred throughout Dade County from 1970 to 1979. Significant differences from the general trends in family income, homeownership rates and median home values were observed among black and Hispanic residents. Median family income among the City's black residents experienced a declining trend since 1970, with a particularly sharp decline observed between 1979 and 1983 (see Figure II.1). Between 1970 and 1979, inflation adjusted, median family income among blacks living within the City fell by about one percent. Between 1Q79 and 1983, however, median family income fell by 43 percent. The trend in median family income among the City's black residents is in sharp contrast to the experience of black residents living in other parts of Dade County. Between 1970 and 1979, the median income of black families living in other parts of Dade increased by nearly 25 percent after adjusting for price for any increase in the consumer price index. For 1983 and 1987, however, consumer prices increased by to purchase the same market basket of consumer goods S�.., 7 . , ,. inflation. A decline of 7 percent in the real value of median family income was observed between 1979 and 1983, but this decline did not erase all of the gains made since 1970. By contrast, the median family income of black residents within the City in 1983 was just over one half of the median income observed in 1970. The homeownership rate among the City's black households was about 22 percent in 1983, compared with 25 percent in 1970. In other parts of Dade County the homeownership rate among black households was 55 percent in 1983, up from 51 percent in 1970. The real value of owner occupied housing units among the City's black families increased by 29 percent between 1970 and 1983. Although this represents a substantial gain, the increase was not as large as the 51 percent gain observed in the median home value of units occupied by black homeowners living in other parts of Dade County. The median income of Hispanic families living in the City also witnessed a negative trend since 1970, with median income declining by 16 percent between 1970 and 1983, after adjusting for increases in consumer prices. Nearly all of this decline, however, was experienced during the 1979-1983 period. A decline in the median family income among Hispanics living in other parts of the County was also observed. In contrast to the experience of City residents, appreciable gains in real median family income among Hispanics living outside the City's boundaries had been observed during the decade of the Seventies. (See Figure II.1.) Between 1979 and 1983, however, real median income fell by 12 percent, completely erasing those pins that had been made in the Seventies. An increase in the homeownership rate among Hispanic households is one Positive development that occurred during the 1970-1983 period. The ownership rate among Hispanics was slightly less than 25 percent in 1970, but by 1983 this rate had increased to 34 percent. The ownership rate among Hispanics was still Significantly below that found among Hispanics living in the remainder of the County (52.4 percent), but the gains experienced from 1970 to 1983 did serve to measurably narrow this gap. Between 1970 and 1983, the median value of owner occupied housing among Hispanics residing within the City of Miami increased by 58 percent. This increase in median home values was approximately equal to that observed in owner occupied housing among Hispanic residents living in other parts of the County. A decline of eight percent in the median value of owner occupied homes owned by Hispanics within the City, however, was observed over the 1979-1983 period. The declines in median income observed among the general population, Hispanics and blacks, may in principle be due to a decline in the level of real income of families residing within the City since 1979, the in -migration of poorer families and the out -migration of middle and higher income families, or a combination of these factors. The out - migration pattern of City residents3 and disparities between the income distribution of City residents and non - City residents suggests that the in - migration of poorer residents together with the out -migration of middle income households has been occurring. This migration pattern is likely to have been the major factor affecting median income levels. too 60 2 6o s 1=_ 0 40 W 20 INCOME INEGUAUTY,1983 CITY OF MIAMI I REMAINDER OF / OAK COUNTY / /�CRtl OF WAMI 0 20 40 60 00 100 PERCENT OF FAMILIES Figure 11.2 The pattern of income inequality illustrated in Figure II.2 indicates that the income distribution within the City is substantially more unequal than that observed in the remainder of the County. That is, the middle income groups represent a significantly smaller share of the City's households than they represent in the rest of Dade County, while the City's poor represent a relatively larger group. In Figure II.2, families are arranged from lowest to highest income group and the total income of each group is compared to the total income in the geographic area of residence. From this graph one may observe that the poorest 40 percent of the City's families, as a group, earned less than 10 percent of the income earned by all families within the City. The poorest 40 percent of families living in other parts of the County earned slightly above 15 percent of total family income. The middle income group within the City (those in the third quintile or the 40-60 percent group within the ranking) earned approximately 11 percent of the income earned by all families 2This decline most likely reflects the arrival of new immigrants which have lower income levels than the resident Hispanic population, and, therefore, does not necessarily reflect a decline in the economic welfare of longer term residents. 3See Figure I.4B and "Population Growth and Racial/Ethnic Composition" in Section I. II-2 s living within the City. In the remainder of the County the middle income group earned approximately 15 percent of the Is total. Figure Ii.3 illustrates the proportion of families with annual income in 1983 within broad income ranges. One may observe from this graph that a significantly larger proportion of the City's families had earnings within the lower income ranges. This characteristic was also observed among the family incomes of Hispanics and blacks. The middle and IF upper -middle income groups within Dade County earned approximately between $15,000 and $35,000 in 1983. Only 28 percent of the City's families had income within this range, while 37 percent of families living in other parts of the County had income within this range. A fewer proportion of both Hispanic and black families tended to have incomes within the middle and upper -middle income categories. This characteristic, however, was particularly evident among the City's minority families. Among the City's Hispanic families, only 712 percent had income within this range, as compared with 36 percent of the Hispanic families living in other parts of Dade County. Among the City's black families, only 18 percent had income within this range, as compared with 34 percent of the black families residing in other parts of Dade. This data indicates that middle income families, across all racial/ethnic lines, represent a relatively smaller proportion of the population within the City than normally observed throughout Dade County. The Incidence of Poverty The proportion of families within the City of Miami whose annual incomes were less than the officially recognized poverty level grew significantly between 1970 and 1980, and there is no evidence to suggest that this trend did not continue into the 1980's. INCOME DISTRIBUTION, 1983 CITY OF MOM C= REST OF COUNT. ALL RESIDENTS 01 (2) 0) 14, 15 B' 9 (101 CITY OF MIAM: © REST OF COUNTY BLACK RESIDENTS (1) 127 O: (4 CITY OF MIAM ® REST OF COUNTY HISPANIC RESIDENTS (I ILESS THAN $3000 (3)S7.000-$9.000 l7(S 25.000-T34,000 (9)%50,000-274,999 (2)i3040'i6,999(4)31D,000-514,999(81375.000-149,000 "0375,0D00R MORE Figure 11.3 4The poverty income level for a family of five is approximately S13,100. By 1980, nearly 20 percent of the families living within the City earned less than the poverty level, as compared to a poverty rate of 16 percent in 1970. The largest increase in the incidence of poverty occurred among the City's black families. In 1970, nearly 28 percent of black families within the City lived below the poverty line. By 1980, however, the rate of poverty among the City's black families had reached 35 percent. The incidence of poverty among the City's Hispanic families increased only slightly from 17.1 to 18.6 percent between 1970 and 1980, while the incidence of poverty among non -Hispanic white families declined during that decade. Due to variations in household size and the presence of single person households, the poverty rate measured for individuals differs from the poverty rate measured for families. The rate of poverty for individuals within the City, however, also increased between 1970 and 1980. By 1980, one fourth of the City's population lived below the poverty line. This was nearly twice the rate observed among the remainder of Dade County's population. (See Table II.1.) The rate of poverty among the City's black population reached nearly 40 percent, while 22 percent of the City's Hispanics lived below the poverty line. Although the poverty rate is substantially higher among blacks than among Hispanics, 50 percent of the City's poor were Hispanic, while 40 percent were black. The poverty rate among the City's non -Hispanic white population was 12 percent in 1980. The geographic distribution of poverty within the City and changes in that distribution may be observed from Figures II.4, II.5 and II.6. The areas with the highest incidences of poverty have historically been located within the central and northern portions of the City, 11111111 II-3 Am AVE. BISCAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN ii ►►► ►� ►►►�►►�►►►►► one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 I67.LAW0, OF 1-10111 )A AND ADIAINISIFRFD BY T14F FLORIDA DEPARTMENT OF COMMUNITY ArFAl114 m ew=* am sm sw mr Q c CD N 1f AMI AVE. BISCAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN i�►►►►►►►►►►►►►►►►►►►�►►►�►►►�►►���� one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVF PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTFR 86 167AAWS, nr FIORIDA AND ADMRJISTFRFD BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS M M11 we IMI, ow ow low am am now dum ONO* 00IIIIIIIIIII! i m bm 0 4NN SW 61 WE 1 4++2� a-12 'runE AZ- �Z 0x P� tv. An >d I. MID M CD T Gj t �m 8p a i ZZp SW. 57 WE Z 2 A S.W. 41 WE a a s.W. " am. r Y 3 i S m x i y 7 < y F Xx x x A B � 7 W. zr WE. gm a -4 0 0 I z O Cn Z m n m 0 m 0 n 0 B m A in � � s 4 N � • v r� M1AY1 ✓•VE. BI SCAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN iione mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED RY CHAPTFR 86 167.1 A'.NR OF F101110A AND ADMINISTFRFD RY THE FLORIDA DEPARTMENT OF C(1MMlINI1Y AFFAIR-, 4 t 1 I I U 11 H Table I I.1 Characteristics of Families and Persons in Poverty, 1980. and since 1970 the extent of poverty within these areas has intensified. The Al 1 Below 1 ow Poverty Poverty poorest areas may be found within the Level Rate predominantly black areas of Edison/Little River and Model City, in the northern City of Miami section of the City, and within Overtown and Wynwood, in the central section of the All Families 88,057 17,554 19.93, City. The largest increase in poverty B1 a c k s 20,018 7,006 35.00% rates was observed within the Model City Hispanics 54,281 10,076 18.56`,: area. Non Hispanic Whites 13,758 472 3 .4 3 % While the root causes of poverty may All Persons 341,288 83723 24.53/, be found among complex and perhaps not Blacks 85,785 33,164 39.66% fully understood socio-economic Hispanics 193,200 42,794 22.15" relationships, certain common traits among Non Hispanic Whites 62,303 7,765 12.460,11, the urban poor suggest that low levels of educational attainment, lack of jobs, and All Female Headed Households 20,430 7,554 36.98% the presence of single parent households B1 a c k s 8,256 4,283 51 .88ro are contributing factors. Hispanics 10,063 3,201 31.81% Non Hispanic Whites 2,111 70 3.32M Educational attainment levels among black residents of the City were Householder Employed 63,599 7,452 11 .72 � particularly low. Nearly 62 percent of B1 a c k s 14,323 3,501 24.44% the City's black residents older than 24 Hispanics 40,434 3,858 9.54% had not completed high school. Hispanic Non Hispanic Whites 8,842 93 1 .05% residents also had relatively low levels of educational attainment, with as much as Remainder of Bade County 55 percent of Hispanics older than 24 not having completed high school. In contrast All Families 338,463 33,079 9.777:- to the attainment levels among members of Blacks 44,142 9,958 22.56b minority groups, only 27 percent of the Hispanics 102,381 13,139 12.83% City's non -Hispanic whites had not Non Hispanic Whites 191,940 9,982 5.201; completed high school. All Persons 1,261,196 157,169 12.46" As is evident in Table II.1, poverty B l a c k s 191,375 48,772 2 5 .4 9� rates among families where the householder Hi s p a n i cs 383,445 54,512 14.22t was employed for at least part of the year Non Hispanic Whites 686,376 53,885 7,85b were measurably lower than average. The presence of an employed householder, All Female Headed Households 50,819 12,615 24.82% however, did not reduce the poverty rate B l a c k s 14,833 6,254 4 2, 16 % among black families as much as it reduced Hispanics 13,228 3,586 27,I1,� the incidence of poverty among Hispanic Non Hispanic Whites 22,758 2,775 12.19% and non -Hispanic white families. This was partly due to a greater probability among Householder Employed 260,709 15,449 5.93o black workers of being unemployed for at B1 acks 35,209 5,421 15.400 least part of the year, having longer Hispanics 85,913 51980 6.96% periods of unemployment than other tendency for black Non Hispanic Whites 139,587 4,048 2.90% workers, and a greater have jobs. workers to part-time Employment among black householders also did not tend to reduce poverty rates by as much as otherwise, because of the higher Source: Census Tracts: Miami, U. S. Census Bureau, 1980 concentration of black workers in lower paying occupations. �8-:3c I It II-7 Poverty rates among families headed CHILDREN LIVING IN POVERTY AREAS by females, with no husband present, was CITY OF MIAMI significantly higher than average. Over 1970 1980 50 percent of black families headed by women lived below the poverty line, while 17.6% 32 percent of Hispanic, female headed households lived in poverty. Only a small percentage of non -Hispanic white families x headed by women, however, lived below the .osx 1fi9% II zz><`` poverty line. b�l It is also important to take notice of trends in the proportion of children BLACK CHILDREN (younger than 15) and elderly (65 or older) living in high poverty areas within the City. (See Figures II.7 and II.8.) 265% It is disturbing to note that between 1970 so.ex and 1980, the proportion of block children 19% I 24% who lived in neighborhoods where 30 percent or more of the families lived 67.3% 589% below the poverty threshold increased significantly. In 1970, 42 percent of the (: City' s black children lived within these HISPANIC CHILDREN • high poverty areas, but by 1980 this l proportion had grown to 56 percent. This trend was observed among children of other racial/ethnic groups as well. In 1970, nx•ex 216% less than two percent of Hispanic children Iasi I� within the City lived in these high 32% poverty areas, but by 1980, almost 15 percent lived in high poverty areas. In 58.8% 37.6% 1970, just over 10 percent of non -Hispanic white children lived in high poverty areas, but by 1980 this proportion had ALL OTHERCHILOREN increased to 31 percent. PERCENT OF FAMILIES WITH INCOME BELOW THE POVERTY LINE Between 1970 and 1980, the LESS THAN 20% proportion of black elderly residents O 20-29% living in extreme poverty areas (poverty ® 30-39% rates in excess of 40 percent) increased AO%OR HIGHER from 17 to 29 percent. The proportion of black elderly with income below the poverty line ($5,507 per year for a single Figure 11.7 person household), however, fell from 45 percent in 1970 to 41 percent in 1980. It should also be noted that the proportion of black elderly living within the City's lowest poverty areas (i.e., where poverty rates were less than 20 percent) increased ELDERLY LIVING IN POVERTY AREAS Cm OF MIAMI 1970 ALL OTHER ELDERLY PERCENT OF FAMILIES WITH INCOME BELOW THE POVERTY LINE O Liss THAN 20% O zD - 29% ® 30 - 39% AOx OR HIGHER Figure 11.8 5Neighborhoods in this context refer to geographic census units within the City called census tracts, the average size of which is about 1/2 square mile. s s_7 3'. , II-8 from 15 to 26 percent between 1970 and 1989. The number of Hispanic elderly living in areas where between 30 and 40 percent of the families lived below the poverty level, increased from nearly 4 percent in 1970 to nearly seven percent in Ig80. Virtually no elderly Hispanic residents lived in the extreme poverty areas of the City, and the proportion of Hispanic elderly with income below the poverty line remained nearly constant at 33 percent between 1970 and 1980. The proportion of non -Hispanic white elderly living in poverty areas declined substantially between 1970 and 1980. Employment and Occupational Status Information collected during the U.S. decennial censi indicates that the role of the City of Miami as a regional employment center strengthened significantly between 1970 and 1980. Commercial development trends since 1980, moreover, suggest that the economy of the City has continued along this expansionary path. Much of the City's employment growth, however, has occurred within occupations whose workers have shown a relatively strong tendency to reside outside the City's boundaries. Growth of the City's economy, consequently, has not served to strengthen neighborhood conditions as greatly as would have otherwise been possible. The number of persons working within the City's boundaries grew rapidly between 1970 and 1980. By the end of the Seventies, 314,000 persons worked in Miami as compared with 189,000 in 1970. The increase of 125,000 jobs during that decade represents a growth rate of 5.2 percent per year. The pace of expansion exceeded both national and county -wide employment growth rates. By 1980, 39 percent of all employed persons living in Dade County worked within the City of Miami, as compared with 34 percent a decade earlier. Hence, Miami's role as an employment center increased during the Table II.2 Number of Persons working in the City of Miami Absolute Percent 1970 1980 Change Change All Industries 189,181 313,927 124,746 65.9% Construction 11,638 20,168 8,530 73.3% Manufacturing 26,707 38,693 11,986 44.9% Transportation, Communication, Utilities 18,250 46,245 49,435 56,225 31,185 19,980 170.9% 43.2% Wholesale and Retail Trade Finance, Insurance, Real Estate 16,333 25,445 9,112 55.8% Business and Repair Services 9,611 12,718 16,850 12,011 7,239 (-707) 75.3% -5.6% Personal Service Professional and Related Services 31,100 59,601 28,501 91.6% Public Administration 12,090 4,064 17,272 7,574 5,182 3,510 42.9% 86.4% All Other Industries 425 653 228 53.6% Armed Forces All Occupations 189,181 313,927 124,746 65.9% Professional, Executive, Managers, Technicians 43,808 18,740 89,460 34,518 45,652 15,778 104.2% 84.2% Salespersons Clerical and Administrative Support Services 43,585 66,512 22,927 52.6% Crafts, Precision Production, Repair 24,652 24,038 38,497 37,670 13,845 13,632 56.2% 56.7% Private Services Operators, Assemblers and Other 34,358 47,270 12,912 37.6% decade of the Seventies. As may be observed from Table II.2, the fastest growing industry groups during this period were: transportation, communications and public utilities; professional and related support industries; business and repair services; and construction. The industries making the largest contributions to total employment growth, however, were: transportation, communications and public utilities; professional and related support industries; wholesale and retail trade; and manufacturing. The pace of commercial real estate development since 1980 suggests that significant gains in the number of persons working within the City have continued. While the growth of commercial construction has not been unique to one area of the City, the growth has been most evident in Miami's Downtown area. Data from Coldwell Banker Real Estate Services and RealData Information Systems suggest that as much as 1.7 million square feet of new office space was brought online between 1980 and 1987, increasing the Downtown prime office stock by over 40 percent. While the total number of persons who worked within the City increased by 125,000 from 1970 to 1980, the number of persons who worked and lived within the City grew by just 14,000. The proportion of persons who not only worked, but also lived within the City's boundaries fell from 42 percent of all persons working in Miami in 1970 to just under 31 percent in 1980. A decline in this share is not surprising since there was relatively little vacant residential land within in the City by 1970, and both population pressures and improvements in the intra- urban transportation network were highly supportive of suburban residential development. The declines in median family income experienced among City residents and the greater degree of income inequality within the City, however, suggest that the decline in the share of persons who work and live in Miami was greater than that due to land constraints alone. II-9 Table 11.3 Employment and occupational Distribution, 1900 Census Percent Distribution Remainder Remainder City of of Dade Dade City of of Dade Dade Miami County County Miami County Count All Workers (older than 15) 153,029 573,123 726.152 100.00% 100.00% 100.00% worked within Miami 87.652 196,771 284,423 57.28t 34.33% 39.17% Occupational Distribution 1 Executives, Admin. b Mgrs. 13.639 77,928 91,567 8.572 13.36% 12.33% 2 Professional b Specialty 13,772 67,304 81,076 8.65% 11.54% 10.92% 3 Tech. 6 Related Support 3,743 18.637 22,380 2.35% 3.19% 3.01% 4 Sales 16.078 72,058 88,136 10.10% 12.35% 11.87% 5 Clerical 6 Other Admin Support 28,232 117,033 145,265 17.73% 20.06% 19.66% 6 Priv. Household Services 2,511 4.242 6,753 1.58% 0.75% 0.91% 7 Protective Services 1,961 10.651 12,512 1.23% 1.81% 1.68% 8 Other Services 24,470 60,858 85,328 15.375 10.43% 11.49% 9 Farming, Forestry, Fishing 2,063 9,194 11,257 1.30% 1.58% 1.52% 10 Precision Prod., Crafts, Repair 18,647 68,183 86.730 11.65% 11.69% 11.68% 11 Machine Operators, Assemblers 18,555 35,074 53,629 11.65% 6.01% 7.22% 12 Transport b Moving 6,967 19,968 26,935 4.38% 3.42% 3.63% 13 Handlers, Equip. Cleaners 8,676 22,388 31,064 5.45% 3.84% 4.18% SLIM 159,214 583,418 742,632 100.00% 100.00% 100.00Z Black Workers 34,190 78,926 113,116 100.00% 100.00S 100.00% worked within Miami 18,010 29,285 47,295 52.68% 37.10% 41.81% Occupational Distribution 1 Executives, Admin. d Mgrs. 1,082 4,785 5,867 3.05% 5.94% 5.06% 2 Professional 3 Specialty 2,446 7.754 10,200 6.89% 9.63% 8.79% 3 Technicians 3 Related Support 694 2,218 2,912 1.95% 2.75% 2.51% 4 Sales 2,046 5,016 7,062 5.76% 6.23% 6.09% 5 Clerical 3 Other Admin Support 4,881 14,729 19,610 13.75% 18.29% 16.90% 6 Private Household Services 1,821 2,875 4,696 5.13% 3.57% 4.05% 7 Protective Services 423 1,025 1,448 1.19% 1.27% 1.25% 8 Other Services 8,684 15,757 24,441 24.46% 19.57% 21.07% 9 Farming, Forestry, Fishing 741 2,587 3,328 2.09% 3.21% 2.871 10 Precision Prod., Crafts, Repair 3,446 7,528 10,974 9.71% 9.35% 9.46% 11 Machine Operators, Assemblers 3.440 4,438 7,878 9.69% 5.51% 6.79% 12 Transport d Moving 2,437 5,661 8,098 6.66% 7.03% 6.98% 13 Handlers, Equip. Cleaners 3,364 6.146 9,510 9.74% 7.63% 8.20% S1M 35,505 80.519 116,024 100.00% 100.00% 100.00% Hispanic Workers 89.879 179.543 269,422 100.00% 100.00% 100.00% worked within Miami 52,545 67.106 119,651 58.46% 37.38% 44.41% Occupational Distribution 1 Executives, Admin. 3 Mgrs. 7.662 21,535 29,197 8.17% 11.61% 10.46E 2 Professional 6 Specialty 5.927 13,163 19.090 6.32% 7.10% 6.84% 3 Technicians 3 Related Support 1.961 4,504 6,465 2.09% 2.43% 2.32% 4 Sales 9,971 22.789 32,760 10.63% 12.29% 11.73% 5 Clerical b Other Admin. Support 16,962 36,229 53,191 18.09% 19.54% 19.05% 6 Private Household Services 615 590 1,205 0.66% 0.32% 0.43% 7 Protective Services 982 1,761 2,733 1.05% 0.94% 0.98% 8 Other Services 12,323 17,542 29,865 13.14% 9.46% 10.70% 9 Farming, Forestry. Fishing 1,117 2,972 4,089 1.19% 1.60% 1.46% 10 Precision Prod., Crafts, Repair 12,761 25,106 37,867 13.61% 13.54% 13.56% 11 Machine Operators. Assemblers 14,646 23,616 38,262 15.62% 12.74% 13.71% 12 Transport 3 Moving 3,896 6,824 10,720 4.15% 3.68% 3.84% 13 Handlers, Equip. Cleaners 4,950 8,788 13,738 5.28% 4.74% 4.92% SLIM 93,773 185.409 279,182 100.00% 100.00% 100.00% Won -Hispanic White Workers 28,960 314,654 343,614 100.00% 100.00% 100.00% worked within Miad 17,097 100.380 117.477 59.04% 31.90% 34.19% Occupational Distribution 1 Executives, Admin. 3 Mgrs. 4,895 51,608 56,503 16.35% 16.26% 16.26% 2 Professional 8 Specialty 5.399 46,387 51,786 18.04% 14.61% 14.91% 3 Technicians 8 Related Support 1,088 11,915 13,003 3.63% 3.75% 3.74% 4 Sales 4.061 44.253 48.314 13.57% 13.94% 13.91% 5 Clerical 8 Other Admin. Support 6,389 66,075 72,464 21.34i 20.81% 20.86% 6 Private Household Services 75 777 852 0.25% 0.24% 0.25E 7 Protective Services 556 7.775 8.331 1.86% 2.45% 2.40% 8 Other Services 3,463 27,559 31,022 11.57% 8.68% 8.93% 9 Farming. Forestry, Fishing 205 3.635 3,840 0.68% 1.14% 1.11% 10 Precision Prod., Crafts, Repair 2,340 35.549 37,889 7.82% 11.20% 10.91% 11 Machine Operators, Assemblers 469 7.020 7,489 1.57% 2.21E 2.16% 12 Transport 3 Moving 634 7,483 8,117 2.12% 2.36% 2.25% 13 Handlers, Equip. Cleaners 362 7,454 7,816 1.21% 2.351 2.25% SLIM 29,936 317.490 347.426 100.00% 100.00% 100.00% Ic x x I OCCUPATIONAL DISTRIBUTION OF RESIDENTS 1980 CITY OF MIAMI REST OF DADE COUNTY 6.5% ze% 15.6% 5.8% 2% 1s�x BLACKS 63% 3.T7. 18 7 % 1 12.79. 2.4% 10.6% Is.+ac �.e.: ' io HISPANICS 2.1% NON -HISPANIC WHITES 19.5% 21 .3.5% 38% CO EXECUTIVES,ADMINISTRATORS,MANAGERS AND PROFESSIONALS Q TECHNICIANS AND RELATED SUPPORT PERSONS © SALESPERSONS © CLERICAL AND ADMINISTRATIVE SUPPORT E= PRIVATE HOUSEHOLD SERVICE.PROTECTIVE,AND OTHER SERVICES Q PRECISION PRODUCTION.CRAFTS AND REPAIRS ® MACHINE OPERATORS AND ASSEMBLERS Q TRANPORTATION AND MOVING 8 ALL OTHER OCCUPATIONS Figure 11.9 The largest employment gains between 1970 and 1980 in the City were found among professionals, executives, managers and technicians. The next largest gains were found among clerical and administrative support services, and sales occupations, respectively. These are job categories that are occupied by a relatively smaller number of the City's black and Hispanic residents, as compared with the rest of the County's minority population. (See Table II.3 and Figure II.9.) In 1980, only 11 percent of the City's employed, black residents and 17 percent of the City's employed, Hispanic residents were executives, managers, professionals or technicians. By contrast, 18 percent of black workers and 21 percent of Hispanic workers living in other parts of Dade County occupied those same job categories. While 30 percent of all of the County's black workers lived in Miami, only 22 percent of the County's black professional/mangerial class lived within the City's boundaries. Similarly, 33 percent of all of the County's Hispanic i spans c workers lived in the City, Y percentic t an professional/managerial agerial class lived in Miami. The proportion of the City's blacks and Hispanic residents employed as clerical and administrative support personnel was also lower than that found among blacks and Hispanics living in other parts of the County. The disparities regarding the choice of residence observed among these occupational classes, however, was not as great as that found in the higher paying groups. 88—l381 1J ! References Cruz, Robert D., "The Future Development of Downtown Miami," Discussion Papers in Economics. Florida n erna tons ntversi y, Department of Economics, No. 1 59. December 1986. Kasarda, John D., "Urban Change and Minority Opportunities," in Paul E. Peterson fed), The New Urban Reality, The Brookings Institution, as tng on, D.C., 1985. Rodriguez, Edwardo, Changes in Population Characteristics and Job Opportunities: The Case of the -City ot Miamt, (unpub I i stied masters esis on a International University, Department of Economics, March, 1987. U.S. Bureau of the Census, Census of Population and Housing: 19 Tracts. Final Report- tami, Fi a.--94SA. Census of Population and oust-197Census Tracts, Final Report - - iami, Fla. SMSA. Current Housing Reports, H-170-83-2 . nnua ousing urvey: 19133, Housing Characteristics tor a ec e ■74etropolitan Areas, Miami, 4 88-739" II-12 Ll i I� I III. NEIGHBORHOOD PROFILE The Neighborhoods of 'Miami Demographic and economic statistics do not adequately reflect the vitality and urban fabric of the neighborhoods which make up the City of Miami. The social and economic profile of the City is formed by i+s communities. The existing land uses and patterns guide in defining the opportunities and constraints in achieving city-wide goals and objectives of future development and prosperity. !neighborhoods may be identified by geographic boundaries which are on local maps, or may be perceived by the local residents. There are a variety of neighborhood areas in Miami. Below are profiled the major centers and districts. These range from regional centers which provide services beyond the city, to neighborhood retail centers, industrial districts, cultural areas and residential neighborhoods. The list is not intended to be all inclusive. Rather, it is to provide a picture of the diversity of the City, its land use patterns and economic, social and cultural activities which contribute to its role as a major urban center of Florida. Regional Centers Regional centers contribute to the dynamics of a city in an urban area. Residential development and the attraction of service industries depend on the strength of the Central Business District (CBD) and major commercial and manufacturing nodes. Miami is the economic center of Dade County. The international and regional office and service functions of Downtown have established this role decades ago. The rise of the multinational corporation has contributed to the recent growth of Downtown as an international center for finance, insurance, advertising, law, accounting and product services. The international stature of the Miami International Airport and Port of Miami, both operated by the Dade County, has contributed to the growth of export- import activities, many of which are located in industrial districts in the City, the Design District, with interior designers and furnishings, and the Civic Center with its concentration of governmental and medical services. Downtown Downtown Miami is the central business district with major office, retail and residential uses. The Downtown has several areas: the Central Business District; Southeast Overtown/Park ',Jest, which includes the Overtown Historic Folklife Village; Government Center; and River Quadrant. To the north of the CBD is the Omni area and to the south across the "liami River is the Brickell area. The major issue facing Downtown is its future economic and cultural role in the South Florida region. The CBD's retail activities need support to maintain a competitive position in the region. Residential areas, which offer a range of housing types, must continue to be well - maintained and the supply expanded. Recent plans and programs which are underway are indicative of the City's efforts to encourage private/public aproaches in redeveloping deteriorated areas and encouraging developers to include affordable housing in mixed -use projects. One of the positive aspects of Downtown in relation to the region is its emerging cosmopolitan nature. Downtown can strengthen its attraction to uses and activities which contribute to the ambiance of a sophisticated city center. The challenge is to continue to encourage the concentration of cultural, educational, social and economic activities in order to reinforce this sense of a dynamic urban environment. projects under consideration include an exhibition hall adjacent to the City of Miami/James L. Knight International Center and a performing arts center which may include an opera hall, symphony hall and drama/dance theater. Other activities to attract residents of the region as well as tourists include a series of visitor attractions along the bay front, wholesale trade mart, •upscale shopping centers, farmers markets, entertainment and cultural facilities, sidewalk and riverside cafe districts and special events programs. Efforts to link activities along the bay front to those to the west, in the central part of Downtown, can maximize the economic benefits to the City which has 14 million people visiting its bay front area annually. Omni Area The Omni district reflects the mix of uses, lodging, residential and commercial, which are in the Downtown and contribute to its dynamic character. The district is named after the mixed -use center on the Intracoastal Waterway, the Omni/Plaza Venetia complex. The area is bounded by Northeast 20 Street to the north, the Intracoastal Waterway to the east, Interstate 395 (I-395) to the south and the Florida East Coast (FEC) Railroad tracks to the west. High -density residential and commercial uses are along the waterfront. Stores line the west side of Biscayne Boulevard. To the north are low and medium density residential areas. The area has been designated a redevelopment area to encourage new construction and support rehabilitation efforts. Development activity in the area east of Biscayne Boulevard has proceeded slower than expected. The large-scale residential projects continue to report high vacancy rates. To expedite development, the City has taken a lead role, analyzing the potential in assembling small lots to create sites for large-scale projects. A tax increment district is under consideration in order to fund public improvements and activities which will spur greater investor interest. Other programs include more aggressive marketing to attract major retail tenants to the area to spur retail trade, special zoning incentives to encourage the provision of affordable housing along with luxury units, and improvement of open spaces along Biscayne Bay. Pedestrian and street improvements and increased security along Biscayne Boulevard are planned. The extension of the Metromover system from the CBD is under consideration. J H U 0 I 0 I 0 u r] Southeast Overtown The area, known as the Southest Overtown/Park West Community Development Project, exemplifies the City's effort to promote new and affordable housing in the Downtown. It is a major redevelopment program for a formerly blighted area. The project area is bounded by I-395 on the north, Biscayne Boulevard on the east, North 5 Street on the south and Interstate 95 (I- 95) on the west. The plan is to redevelop 200 acres for a new in -town community with residential, office and commercial uses. A wide range of housing opportunities are planned to attract downtown employees. Phase I of the three phase plan is focused on the blocks around the Metrorail Station. The first phase is programmed for 2,000 housing units, 166,000 square feet of office space and 62,000 square feet of retail space. The 16,500 seat arena opened in June 1988. A two block area between Northwest 2 and ? Avenues and Northwest 8 and 10 Streets is planned as the Overtown Historic Folkiife Village. The Village will be a center which will unify several historic buildings including the Lyric Theater, Cola -Nip Bottling Company, Dorsey House and Ward Rooming House. The reuse of these buildings as shops and artist studios will focus preservation efforts on Overtown's black heritage. Central Business District Miami's Central Business District serves as an international business center. It has few significant tracts available for development in a city which is essentially built out. With infill development, there are opportunities to provide for not only new jobs, but also affordable housing for Downtown employees. This will reduce the necessity for commuting. A planned series of linear open spaces will enhance the pedestrian orientation of the Downtown. The Downtown District is generally bounded by North 5 Street on the north, Biscayne Bay on the east, the Miami River and I-95 on the west and the river on the south. The Mid -town area is dominated by the Miami -Dade Community College campus and the Federal Courthouse facilities. The College, in addition to its educational programs serving the region and international students, conducts cultural programs throughout the year. The Courthouse area is undergoing new construction as expanding law firms and service companies are expanding and seeking larger offices within access to the court. The main commercial street is Flagler Street. The continuous facades of the retail stores contribute to its pedestrian orientation. The corridor links Biscayne Bay and Bayfront Park with the Miami River. A secondary commercial area runs along the west side of Biscayne Boulevard. The Downtown park system extends along Biscayne Bay and includes Bayfront Park, Bicentennial Park and the FEC tract. A complement to the open space is the Bayside Specialty Center operated by the Rouse Company. Plans are to rely on the Waterfront Charter Amendment to insure public access to the waterfront and extend a river walk up along the Miami River. Additional improvements to the open space network are tree plantings, the Central Mini Park, Friendship Plaza, Lummus Park renovation and urban murals. The River Quadrant The River Quadrant is one of the few tracts available in Downtown for major new construction. It provides an opportunity for a mixed -use center which links Downtown with the Miami River. Proposed uses include office, retail, hotel, residential and marina facilities. A tax increment financing district is under consideration to support site improvements. Zoning incentives and other mechanisms to encourage developers to include affordable housing are under evaluation. Government Center The Government Center, to the west of the Courthouse area in Downtown, provides a complement of administrative and cultural facilities within easy walking distance. There is a concentration of state, county and city governmental facilities, including the United States Postal Service Flagler Station; State of Florida Regional Service Center and the Metro -Dade County Administration Building adjacent to the Government Center Metrorail Station. The Government Center Master Plan is being implemented, with most government office buildings completed. At build out, the Center will have more than 5 million square feet of office and ancillary support space. Proposed buildings include the City of Miami Administration Building Phase II and County Administration Building Phase II. A linear park will connect the facilities. The area is a cultural center. Between the Courthouse and Government Center at the Metrorail and Metromover Station, there is the Dade County Public Library, South Florida Historic Museum and the Center for the Fine Arts. A few blocks to the east is Gusman Hall, a center for theatrical productions and concerts, which is on the National Register of Historic Places. Brickell Area Brickell Avenue with its modern office towers complements the Central Business District of Miami which is north of this area, separated by the Miami River. It serves as the financial district of the City, with almost 50 percent of the office space leased to finance -related businesses. There are approximately 2 million square feet of office space. To the south is a major residential area of the City with luxury condominiums and rental apartments. The area is a prestigious location for foreign and domestic corporations as well as potential buyers/renters of luxury residences. The western area is a stable neighborhood of single- and low-rise, multi- family residences. To the east of Brickell is Claughton Island which is being developed with a mix of high -density uses including condominium and rental residential buildings and office structures. Civic Center The Civic Center is the second largest employment center in Miami, after Downtown. ..ww.n. ON W *1=N IONai�t�itt'1�\` ttttt fI N Bill MM 1:86 rIisIxI�e=a•1�1•NO pollsi•1iq48•/Lt�60' ........�iN Amman !M1 tiio Milli � lii_______ all c::w I r;:,'ii fu � `��IIIIIIIUigpHOWi � � ii,�, ifiie IMM Marc1 UMMIR I F I I 0 D I It is noted for its cluster of nationally recognized medical facilities including the Jackson Memorial/University of Miami Medical complex, Cedars Medical Center, Veterans Administration Hospital and Miami -Dade Community College Medical Center Campus. In addition, numerous criminal justice and other governmental buildings are located here. The boundaries are Northwest 20 Street to the north, Northwest 7 Avenue to the east, the Miami River on the west and Northwest 17 Avenue on the south. Issues facing the Civic Center include the development of new housing for Center employees and the assembly of land to support the expansion of medical research and ancillary facilities. The stable, predominantly single-family residential area of Spring Gardens contributes to the housing needs of the area's employees. Traffic circulation, such as better access from State Road 836 and Northwest 12 Avenue, and more parking are being addressed. A new north -south road, Bob Hope Drive, is an example of the public efforts being made to coordinate investment in order to increase the attractiveness of the area for further development. The Tenth Avenue Pedestrian Mall, a food and convenience goods area has opened, which caters to the Center's employees. Design District The Design District, as a specialty merchandising area, is a major commercial center of the City. It now faces competition from a second design center in the region as it struggles to maintain and enhance its preeminence as the premier home and office furnishings center in Florida. Started in the 1920's, the district now has over 180 showrooms. It has attracted the offices of professional designers who service local and regional, as well as international, clients. The boundaries of the area are Northeast 41 Street on the north, Biscayne Boulevard on the east, Northeast 36 Street on the south and North Miami Avenue on the west. To support efforts of the private sector in marketing and expanding the range Of services in the Design District, the City has designated the area as a Special Public Interest area. The City works closely with the associations in the neighborhood to retain and attract businesses in order to increase employment opportunities and personal income, and strengthen the economic base of the City and the immediate area. The rehabilitation and reuse of the stores and warehouses by the design firms is noticeable. The District, noted for its pedestrian scale, has been improved through a streetscape program with brick pavers, decorative lighting and landscaping along the streets. Neighborhood Retail Centers Along the major commercial corridors of Miami are retail stores and small businesses. At major intersections, concentrations of of these business centers have developed to service local needs. Two significant areas are Edison Center and Grove Center. Edison Center This neighborhood center exemplifies the City's efforts to encourage reinvestment in economically distressed neighborhoods. The centerpiece is Edison Plaza, a retail shopping center located at Northwest 62 Street and Northwest 7 Avenue. The center was largely destroyed during civil disturbances in 1980. Edison Plaza has been rebuilt from the shell of a former "Fredericks" supermarket in a shopping center which served the once predominantly white community. Approximately $2.5 million was spent to redevelop the site for a Winn Dixie supermarket and pharmacy. Adjacent to Edison Plaza is a new McDonalds Restaurant. The new facilities represent substantial private sector reinvestment in the community. This climate has been fostered by City and County financial support, the Local Initiatives Support Corporation and Tacolcy Economic Development Corporation. The area, which includes single- and multi -family housing, is bounded by Northwest 68 Street on the north, I-95 on the east, Northwest 58 Street on the south and Northwest 12 Avenue on the west. There are commercial uses along Northwest 62 Street and Northwest 7 Avenue. The City continues to focus on strengthening the retail center by providing additional multi -family housing, encouraging private investment and reducing the incidence of crime, such as robbery, burgulary and pilferage, which contribute to high insurance premiums for the businesses in the area. Grove Center Grove Center has developed as a commercial district with a strong pedestrian -orientation. It is the traditional community center of Coconut Grove, a village in the City of Miami. The City recognizes the quality of this retail center with its continuous shopfronts, sidewalk cafes, low-rise buildings, natural vegetation and architectural charm. The boundaries include Oak, Mary, Main, McFarland and MacDonald Streets. Office uses are concentrated along Mary and Oak Streets. The most active and popular area is around Commadore Plaza. The Center is expected to remain a viable retail center. The City recognizes the need to strengthen the Village Center concept, while minimizing the impact of its expansion upon the surrounding residential areas. Other quality concerns include traffic congestion and Saturday night cruising by teenagers, the availability of parking and sidewalk vendors. Industrial Parks The industrial parks in Miami provide employment opportunities for City residents and support for the expansion of the overall economy. The parks offer opportunities, particularly for minorities and recent immigrants. By competitively attracting new businesses and supporting the expansion of existing ones, the City benefits from its i I �J L 4 H status as a gateway to Latin America. Manufacturing facilities are scattered throughout the City. Four major industrial areas are Allapattah, Little River, the Garment District and River Corridor. In addition, there are extensive areas in the City which are part of the designated Enterprise Zone. The four areas and the enterprise program are described below. Allapattah industrial District The Allapattah Industrial District maintains a strong competitive position in the region and provides an estimated 5,440 jobs. A recent study commissioned by the City suggests that the district is centrally located and can be expected to continue to benefit from its accessibility to the Miami international Airport and Civic Center with its cluster of medical facilities and its proximity to Downtown. Major activities include garment manufacturing and distribution. This has been during a difficult economic period, with a significant decline in South American retail purchasing dollars and the changing character of the labor force with few low paid, semi -skilled workers available. Other industries include: wood processing, printing and publishing, business services and wholesale trade. The district is generally bounded by Northwest 23 Street on the north, Northwest 20 Street on the south, Northwest 10 Avenue on the east and Northwest 27 Avenue on the west. The City is addressing the availability of parking and increased security. Greater coordination with state and local agencies can contribute to enhanced traffic circulation and ease of access to the airport and major highways. The area will continue to benefit from regional and national marketing efforts to attract new businesses to the district. Little River Industrial District The importance of Industrial District as z area is recognized by district is targeted for and support programs the Little River major employment the City. The greater marketing to enhance its competitive position in the local and regional markets. The City recognizes the need to facilitate business development and job generation by promoting the redevelopment of the district. The district provides facilities for handicrafts, drapery and upholstery manufacturing, apparel and durable goods, and wholesaling and warehousing activities. While essentially built out, with large plants, many buildings require more aggressive marketing to attract new tenants. The intent is to locate similar manufacturers to the area because of the proximity to the Design District. The area is essentially two rectangularly shaped areas. One is bounded by Northeast 75 Street on the north, Northeast 4 Avenue on the west, Northeast 54 Street on the south and Northeast 1 Avenue on the east. The second is bounded by Northeast 75 Street on the north, Northeast 1 Avenue on the west, Northeast 71 Street on the south and I-95 on the east. There are residential areas immediate to the industrial area which do not appear to be impacted by the manufacturing activities. Programs to expand business opportunities and the attractiveness of the district are under consideration, such as comprehensive financial packages for capital construction and venture capital, loan guarantees, support for high risk start-up businesses and new product development, and land acquisition. The role of the public may be in assisting in land assembly, tax abatements, design incentives and site improvements. Financial institutions, chambers of commerce, property owners, and residents in the district can participate in the establishment of public/private partnerships to implement revitalization efforts. Marketing and promotional campaigns can enhance the district's competitive image. The coordination of infrastructural improvements can enhance the attractiveness of the area. These may include transportation circulation and access to the Design District; comprehensive streetscape improvements such as street furniture, lighting, pavement textures and visual screening; increased security and waste pickup services. Garment District The Garment District is undergoing stabilization and expansion. The district began after World War II when there was a large demand for tropical women's clothing. Its development was fueled by the availability of inexpensive and skilled labor including needleworkers originally from the Caribbean. It underwent a decline when new warehouse facilities opened in Hialeah. Now firms are returning from Hialeah to take advantage of the district's supply of large plants and low rental rates. With a renewed in -migration of low wage, but skilled labor from the Caribbean and Latin America, the District is rebounding. The general boundaries of the area are Northwest 29 Street to the north, Northwest 2 Avenue to the east, Northwest 21 Terrace to the south and I-95 to the west. To further the interest of garment manufacturers in moving to the district, the City is working to improve vehicular access from I-95, increase security in the area and support comprehensive marketing and promotion of the area for business relocation. To diversify the tenant mix, the promotional program also targets support or ancillary business to the clothiers. River Corridor A range of uses, from public parks to marine -oriented businesses are found along the Miami River. There are prestigious Class A office buildings, a riverwalk along the Brickell Avenue and deteriorating docksides. The Miami River has evolved as a working river because of its location and market demands. Recent policies indicate the City's intent to support and encourage commercial and industrial uses that are water -dependent as well as water -related in this area. By encouraging these activities, through land assemblage; zoning incentives; and financial packages for capital construction, venture capital and high risk businesses, employment opportunities can be increased. III-5 88 —7 316- I I I N P R Uses to be promoted include not only marine -related industries, but also affordable housing, commercial activities such as restaurants and entertainment, and marinas. A Bay/River Walk design is planned to connect major activities along the lower part of the river and attract strollers to the water-s edge. A comprehensive streetscape improvement program may include specific landscaping treatment, street furniture, lighting and special pavement patterns. The application of the Waterfront Charter Amendment will provide additional support for public access to the river. The area extends in a northwesterly direction from the mouth of the river in Downtown, to Southwest 27 Avenue. The river has been dredged to a depth of 13 feet to accommodate tankers. It is a tributary of the Biscayne Bay Aquatic Preserve and part of the South Florida Water Management District's network of waterways. It therefore, involves not only the land use concern, but also, environmental concerns. These include the dredging of contaminated sediment at the river's bottom to enhance the quality, use and enjoyment of the river as well as Biscayne Bay. Enterprise Zones To take advantage of the benefits associated with the Florida Enterprise Zone Act, the City has designated areas comprising its zone to include lower income neighborhoods in the Model City, Overtown and Little Havana Community Development Target areas (see below) and commercial and industrial areas in Allapattah, Wynwood, Edison/Little River and along the Miami River. Included are the Design District, the Garment Center, the Civic Center and the Omni area. The total area satisfies the maximum population of 70,000 as set by the State. The Florida Enterprise Zone Act provides development incentives for residents and businesses in distressed areas which are officially designated as Enterprise Zones. Corporations which hire residents of a Zone can donate money or assets to qualified organizations which are conducting revitalization projects in the Zone or can invest in new buildings or equipment in the Zone. These types of investment and participation in the community result in tax benefits, a Community Contribution Tax Credit of up to 50 percent of the amount given. The Enterprise Zone Jobs Credit provides a credit against the corporate income tax to businesses located anywhere in Florida which employ residents of the Zone. The credit is equal to 25 percent of the wages paid, up to $1,500 a month for two years. The Enterprise Zone Property Credit is designed to encourage private corporations to establish new businesses or expand or rebuild existing businesses in the area. The tax credit is 96 percent of the school portion of the property taxes levied on new or expanded commercial property. Other state incentives include sales tax exemptions for building materials and business equipment used in the Zone and a sales tax remittance for full and part time employees, as well as unspecified state regulatory relief. The City's application was part of the submission by Dade County. Although local incentives may also by offered, the City and County have not yet prepared possible options. The program expires on December 31, 1994. Cultural Areas Miami serves as the cultural center of Dade County and South Florida. Its facilities include the Center for Fine Arts, the South Florida Historical Museum, the Cuban Museum, Science Museum, Viscaya and Gusman Hall among others. In addition, there are special areas in the City which reflect the heritage and culture of the community. These include the Latin Quarter and Little Havana. Latin Quarter The Latin Quarter is evolving into a major tourist attraction for the City of Miami. The City intends to support efforts of the community to enhance the district which features hispanic and Latin culture. This is being accomplished by promoting its festive atmosphere within a mixed -use commercial and residential setting. The Latin Quarter is generally bounded by Northwest 1 Street on the north, 12 Avenue on the east, Southwest 9 Street on the south and 17 Avenue on the west. Southwest Eighth Street (Calle Ocho) and Flagler Street are major commercial streets running in an east -west direction. The intersection of Flagler Street and 12 Avenue is considered to be the historic center of the hispanic community. The Quarter, which covers approximately 80 blocks, includes the Cuban Memorial Boulevard and Maximo Gomez (Domino) Park. Streetscape improvements have been completed including brick pavers, lanterns, bus shelters and landscaping. Additionally, private sector improvements such as the Calle Ocho McDonalds restaurant have adhered to the Quarter's hispanic architectural design theme. This design motif includes the use of arcades and decorative tile with a mediterranean- influenced style. The improvements are guided by the adopted Latin Quarter District Design Guidelines and Standards, and a Special Public Interest zoning district which promotes the design style through development incentives. Little Haiti This district has an ethnic orientation of one of Miami's newest immigrant groups, Haitians. To stimulate economic development, a Caribbean cultural arts and crafts retail complex with a tourist -orientation is being developed at Northeast 2 Avenue and Northeast 59 Terrace. The community based Haitian Task Force is responsible for the project. Financial assistance is available through the Federal Office of Community Services and the Local Initiatives Support Corporation. There has been an increase in the number of Haitian - owned businesses including restaurants, retail shops and service -oriented establishments, especially along Northeast 54 Street and Northeast 2 Avenue. The general area is bounded by North 71 Street on the north, the FEC railroad tracks on the east, North 54 Street on the south and '.-95 on the west. The area has evolved from a middle class neighborhood in the 1950's and 1960's to an integrated neighborhood through the late 1970's and then in the 1980's to its current Haitian predominance. An estimated 11,500 Haitians resided in the area by the early 1980's. Overall, the area is a low -density, single-family neighborhood with commercial uses primarily along Northeast 54 Street, Northwest 2 Avenue and Northeast 2 Avenue. Significant institutions include the Haitian Catholic Center and the Edison Middle and Uigh School complexes. Housing as well as commercial development are issues of concern. The population is primarily law - income persons living in an environment of deteriorating housing conditions. The number of school age children is increasing as proven by the construction of a new elementary school. Overcrowding is prevalent. Housing problems are compounded by the large number of absentee landlords who avoid code violation citations and litigation by executing documents that show a change in property ownership. The social service needs of the community are great because of the low incomes of newly arrived and often times unskilled immigrants. The City is encouraging building facade treatment and interior renovation programs for commercial buildings. The development of new commercial ventures which involve the hiring of unskilled and semi- skilled workers is a priority in marketing efforts. The redevelopment and revitalization of blighted or declining residential properties is being encouraged. The participation of financial institutions, chambers of commerce, property owners and local residents in carrying out revitalization programs, especially through joint public/private partnerships, is being promoted. Joint public/private marketing and promotional campaigns for the area will assist in improving its image and long-range development. Residential Neighborhoods The City provides a range of housing opportunities, from luxury townhouses on Biscayne Bay, to its older stock of homes which in some areas have been subdivided into small apartments to accommodate recent immigrants. The focus of the City's concern is in ensuring the availability of affordable housing in safe, sanitary and uncrowded conditions. As noted in the descriptions of the central business, retail, industrial and cultural districts, these districts also may include small all residential areas which may or may n be compatible with the more commercial activities. For example, Downtown, the international financial center of South Florida, has been targeted to increase the opportunities for affordable housing, with the primary market being Downtown workers. Housing also is planned for the Omni, Southeast Overtown/Park West and River Quadrant areas. Residential communities, such as Buena Vista East, Edgewater, King Heights, Morningside, the Roads, Black Coconut Grove and Coral Gate, described below, are representative of the range of housing opportunities in the many neighborhoods of Miami. Other residential areas with similar qualities, opportunities and issues are Flagami, Grapeland/Sewell, Northeast 36 street area, Shenandoah and West Little Havana. Buena Vista East Buena Vista East is a low-rise, predominantly single-family residential neighborhood which was the third Historic District designated in the City. The area has several architectural styles, including Mediterranean Revival, Mission, Bungalow and Vernacular. The boundaries are Northeast 48 Street on the north, Northeast 2 Avenue on the east, Northeast 42 Street on the south and North Miami Avenue on the west. It is immediately north of the Design District. The area evolved in the early 1920's as the home of "southern crackers", many of whom started businesses in what is now the Design District. The original settlement was known as the Town of Buena Vista. Today, it prides itself on being an ethnically diverse neighborhood of the City. Preservation efforts in the neighborhood include better control of conversions. Single-family homes are being converted into apartments by absentee landlords which has a destabilizing effect on the area. Rehabilitation of homes is encouraged with single- and multi -family assistance programs featuring low interest loans and grants. The restoration and reuse of historic structures that are architecturally significant are promoted through technical assistance, zoning incentives and low interest loans. Edgewater Edgewater is a transitional neighborhood on Biscayne Bay, proximate to Downtown. Its boundaries are Northeast 36 Street to the north, Biscayne Bay to the east, Northeast 20 Street to the south and Biscayne Boulevard to the west. It is immediately north of the Omni area. Edgewater began as an area of single- family mansions built in the 1920's and 1930's. The district's decline in prominence is linked to the conversion of the homes to multi -family units and rooming houses. The community is populated by a wide range of people including young professionals in luxury high-rise apartments and condominiums, recent immigrants and social service program clients in group homes. The continued conversion of homes into apartment units has had a destabilizing effect on the area in that many have failed to meet minimum housing and building codes. Also, the narrow streets cannot accommodate the increase in parking and traffic. Recent zoning changes permit greater densities. Because of the good accessibility to Downtown employment opportunities, effor has s on this neighborhood to encourage affordable housing such as mixed -use projects that involve the assemblage of lots. It also seeks to achieve a socio-economic balance by SS-7 36' III-7 N Ci I continuing to market to younger, more affluent renters and home buyers and encouraging neighborhood services along Biscayne Boulevard in that area. King Heights King Heights is a predominantly residential community which is undergoing the rehabiliation of its housing stock and construction of moderate income housing. Marginal commercial uses are along Northwest 62 Street between Northwest 12 and 17 Avenues. The area's boundaries are Northwest 62 Street on the north, Northwest 12 Avenue on the east, Northwest 58 Street on the south and Northwest 17 Avenue on the west. The Urban League has been very active in the community. It has initiated the construction of townhouses for families headed by single parents at Northwest 62 Street and 17 Avenue. There also is a proposal to manage African Square Park in order to remove drug use and trafficking from the area. As additional support to the non-profit redevelopment efforts, the City and Dade County have been implementing a scattered site housing program in the area as well as a multi -family rehabilitation program administered by the Housing Finance Agency. The overall efforts of the public and private sectors are to stabilize the decline of the neighborhood through concerted efforts in housing rehabilitation using low interest loans and other programs, new construction of affordable housing through direct housing programs, crime prevention, law enforcement and social support programs for single parent families. IMorningside E_ I a Morningside is a transitional neighborhood which is stable and undergoing reinvestment and growth. Young professionals are moving into Morningside for many reasons, including the proximity to Downtown, its bay front location and overall exclusive ambiance. With crime prevention and law enforcement activities along Biscayne Boulevard, the area is becoming an increasingly desirable residential neighborhood. The boundaries are Northeast 60 Street on the north, Biscayne Bay on the east, Northeast 50 Terrace on the south and Biscayne Boulevard on the west. The area north of Northeast 55 Street is designated the Morningside Historic District. Morningside was an upscale neighborhood during the 1920's and 1930's. It was one of the first subdivisions platted in Dade County with all infrastructure including lighting, water and sewers available. The area features boulevards, landscaped vehicular parkways and Morningside Park which is along the bay as added amenities. The houses reflect a range of architectural designs including Mediterranean Revival, Art Deco, Mission and vernacular styles. The City supports the preservation and restoration of the historic homes. It contributes to the enhancement of the community through code enforcement, protection of the area from the encroachment of incompatible uses and spillover parking from Biscayne Boulevard businesses, and the maintenace of the existing open spaces. The Roads The Roads neighborhood represents a stable, well maintained single-family area. Residents are in the middle to upper middle income brackets. It is bounded by Southwest 11 Street, I-95, South Dixie Highway and Southwest 12 Avenue. The Roads area gets its name from the unusual street pattern. Although it is a grid system, the network is 45 degrees to the City's north -south pattern. Geographically, the Roads area is at the crossroads of Little Havana and the Brickell area of Downtown. Commercial development along Coral Way is carefully monitored by the neighborhood. The corridor does not negatively impact the residential area currently, but offstreet parking is of concern. The City's efforts are focused on supporting the quality residential environment and facilitating, through zoning, the orderly and compatible mixed -use development of Coral Way without reducing the attractiveness of the residential areas. •w I wa, «w EEEEE tEEEI ail ttilEiltE♦..ra�lelw• (MIAMI COMPREHENSIVE NEIGHBORHOOD PLA Coconut Grove Community Development (CD) Tar e rea The Coconut Grove CD Target Area is a stable historical residential neighborhood. Single-family areas are well maintained due to high homeownership and low densities. There is little in- and out -migration. -here also is significant homeowner reinvestment, such as the remodelling of existing structures. Several fourth and fifth generation families remain in the neighborhood. The area is in the extreme southwestern section of Miami, adjacent to the City of Coral Gables. The boundaries irP South Dixie Highway to the west, Bird toad to the north, New York and McDonald Streets to the east and Kumquat Avenue to the south. The approximately 50-block area is the site of Miami's first black settlement. These settlers originally were from the Bahamas, and moved to Miami to work on Flagler's railroad. Noteworthy features include a cemetery and homes of the early settlers. institutional facilities include two elementary schools, a day care center, fire department training facility, human resources/social services building, mental health care center and recreational facilities. Recent improvements include local street improvements, acquisition of sites for subsidized housing, housing rehabilitation and support for the Goombay street festival as well as numerous social service programs. Issues facing the community are the revitalization of a substandard area which could impact the stability of the surrounding areas and improved marketing efforts to attract retail services to the neighborhood. In the area of Grand Avenue and Douglas Road, there are approximately 1,200 persons who live in substandard, medium -density rental units. Through scattered site housing or rehabilitation programs, the plan is to provide quality, affordable housing for these residents. During the last 25 years, many neighborhood -oriented retail establishments have left the area. This has resulted in the loss of disposable income and employment opportunities. Major retail chain stores outside of the area have successfully drawn customers away from the local establishments contributing to the decline in the commercial area, particularly along Grand Avenue at Douglas and McDonald Streets. Current efforts are to encourage the retention and creation of black enterprises through incentives such as building facade and interior renovation programs, additional commercial rehabilitation loans at below market rates, small business loans and "seed monies". The participation of financial institutions and chambers of commerce in commercial district development can assist also in marketing the area and supporting new minority businesses. Part of the marketing strategy is to bolster tourism, Particularly through the Goombay Festival activities. To reinforce the stability of the neighborhood, the City has targeted rehabilitation and other joint public/private programs to spur the renovation of single-family homes and the rehabilitation of multi -family and commercial buildings. It continues to enforce, and where necessary, to strengthen those sections of the zoning ordinance that are intended to preserve and enhance the general appearance of the neighborhood. Coral Gate Another distinctive residential area which is is Coral Gate. The boundaries of this single-family area are Coral May (Southwest 23 Street) to the south, Douglas Road (Southwest 37 Avenue) to the west, Southwest 32 Avenue to the east and Southwest 16 Street to the north. Coral Gate exemplifies a stable, well -maintained single-family area. Residents are in the middle income bracket. Increasing high density commercial and office development along Coral ,Jay and Douglas Road are an issue of concern wich is carefully monitored by the homeowners association. The corridor does not negatively impact the residential area. Along the east side of Douglas Road, the homes need to be protected from the noise and traffic congestion associated with the high -density, commercial development in Coral Gables on the west side of Douglas Road. The City supports the protection of the residential environment and works to facilitate, through zoning, the orderly and compatible mixed -use development of Coral Way and Douglas Road without a reduction in the quality of life in the residential area. The use of local streets for through access from the downtown of Coral Gables should be discouraged. The Safe Neighborhoods Program To support the efforts of its neighborhoods in enhancing their quality of life, the City is implementing Safe Neighborhood Improvement Districts. It is in the process of developing the selection procedures to identify eligible areas. The state program, established by the Safe Neighborhoods Act adopted in 1987, recognizes that safe neighborhoods are the product of planning and the implementation of appropriate environmental design concepts, comprehensive crime prevention programs, land use recommendations and beautification techniques. The program addresses crime, automobile traffic flow which is slowed by narrow or irregular street patterns, poor subdivision layouts, the separation of pedestrian areas which contributes to the over reliance on the automobile and excessive noise levels from traffic. The district may be a special residential or business improvement area. Through the adoption of a safe neighborhood improvement plan for each district, special taxes or fees may be assessed. The State has established a Safe Neighborhoods Trust Fund which provides planning and technical assistance grants on a 100 percent matching basis. The fund is available to property owners' association neighborhood improvement districts up to $20,000, local government neighborhood improvement districts up to $250,000 and special neighborhood improvement districts up to $100,000. Up to $30,000 is available for technical services in the areas of crime prevention through environmental design, environmental security or defensible space. An additional s incentive is available for areas that have been designated Enterprise Zones, see above. For 25 percent of the designated safe neighborhood area in the Zone, up to 100 percent of the capital improvements may be funded. For the balance of the district, matching grants for capital improvement costs are available. Community Development Target Areas In support of neighborhood programs and organizations, the City allocates its Community Development Block Grant (CDBG) and other funding programs primarily over eight Community Development Target Areas. These areas encompass the centers, districts and neighborhoods described above. The Target Areas are briefly outlined below. Allapattah CD Target Area The Allapattah Community Development (CD) Target Area includes the Civic Center and Allapattah Industrial District, which are major employment areas. Allapattah is a multi -ethnic community with representation from black, Hispanic and non -Latin white ethnic groups. The Hispanic community is predominantly Cuban with a significant number being black. There are Puerto Ricans and Haitians. There is a high proportion of elderly residents, primarily in public housing units. Significant projects and activities accomplished through the City of Miami CD Program include local street improvements, an elderly center facility, four mini parks, a neighborhood social facility, housing rehabilitation, a facade treatment program, the Allapattah Shopping Center and commercial district signage. Funds are being focused on promoting commercial and industrial district investment, housing rehabilitation, improvement of storm water drainage, increased parking facilities, crime prevention and expediting the assemblage of land to encourage the expansion of facilities in the Civic Center. Coconut Grove CD Target Area The Coconut rove CD Target Area includes both the Grand Avenue commercial strip and the residential Blest Grove area. CD funds contribute programs that enhance the character of the area and stabilizes residential neighborhoods. Significant projects and activities accomplished include local street improvements, tree plantings, park improvements, building facade improvements, acquisition of sites for subsidized housing, housing rehabilitation, support to the Goombay Festival and numerous social service programs. Downtown CD Target ,Area The Downtown CD Target Area coincides with the Downtown areas of Central Business District, Government Center and River Quadrant. Southeast Overtown/Park blest is in a separate CD Target Area. Community Development funds have contributed to the emerging cosmopolitan role of Miami in South Florida. Improvements in the Downtown area are strengthening the attraction to uses and activities which contribute to the ambiance of a sophisticated city center. The challenge is to continue to encourage the concentration of cultural, educational, social and economic activities in order to reinforce this sense of a dynamic urban environment. Projects under consideration include an exhibition hall adjacent to the City of Miami/James L. Knight International Center and a performing arts center which may include an opera hall, symphony hall and drama/dance theater. Other activities to attract residents of the region as well as tourists include a series of visitor attractions along the bay front, wholesale trade mart, upscale shopping centers, farmers markets, entertainment and cultural facilities, sidewalk and riverside cafe districts and special events programs. Efforts to link activities along the bay front to those to the west near the Miami River and Government Center, north to the Omni area and south to the Brickell area can maximize the economic benefits throughout Downtown and increase the level of activities throughout the day and evening. Affordable housing is being encouraged throughout the Target Area to enhance the image of Downtown as a neighborhood with retail stores and nearby employment opportunities. Edison/Little River CD Target Area The Edison/Little River CD Target Area includes the Buena Vista residential neighborhood, the third historic district designated in the City; the Design District, a specialty merchandising area featuring over 180 showrooms catering to the interior home and office furnishings industry; Little Haiti, a cultural and residential area with the predominant population being recent immigrants from Haiti; and the Little River industrial District. Overall community issues are economic development improved housing conditions especially in Little Haiti, and street crime along Biscayne Boulevard. Gradual commercial redevelopment and reinvestment is taking place along North 2 Avenue and North 54 Street. Significant projects and activities accomplished through the CD Program include local street improvements, storm drainage improvements, Little River Commercial Center Improvements, Miami Design District Beautification, park improvements, single- and multi -family housing rehabilitation, residential and commercial building facade improvements, and a Comprehensive Haitian Social Services Program. Little Havana CD Target Area The Little Havana Community Development Target Area includes the Latin Quarter, a cultural district of the City, and the West Little Havana residential neighborhood. Major physical features impacting the area include the Miami River, Orange Bowl and the transportation corridors of Flagler and Southwest 8 Streets. The area has one of the highest population densities of Dade County. There is a high concentration of elderly. Cubans represent the largest ethnic groups, with recent immigrations of Nicaraguans, Salvadorans and Hondurans. S S-7:; s' Significant projects under the CD local street and sewer program include improvements, community park Cuban Memorial improvements• meet, facade ;,enter develop Quarter building Boulevard, Latin R for housing, land acquisition aatment, housing rehabilitation and -family ro rams . + numerous social service p 9 o and blind. ,s assistance to the elderly South District Police Substation s�soon be under construction- CD Target Area Area is in -ne Model City CO Target It encompasses the Edison %.i ami . the King [)istrit and c usiness hborhood. The name .�sidential neig early Model is derived f rom the a predecessor of the current area is ___- =,, ,,gym• The Model Cat residential s low density mint -h strip Cortmercial develop r. Ni Avenue between Northwest -hwest 62 Street +ruts and Northwest _gS and torthwest 12 Avenue. The Model City is black ^fly reinvestment. This economic plaza with the ,tF�! at Edison Ia ;Ind thriving operation of rin and McOonalds restaurantt, •ion are of Edison Towers and h the apartment units the Miamof i-Dade institute. police Substation which the North District is under construction. Overtown CD Target Area Target Area The Overtown of D the Southeast arts r Redevelopment encompasses West �o+mupltY ment Overtown/Park supported redevelop Project, a publicly new town in -town, create a and effort to public funds from the City the Significant p are committed t0been Dade County CO Programsnetwork has area. The infrastructure most improved with new streets and sidewalks an upgraded, with the A parks have been Gibson Park. and noteworthy being Center neighborhood social service commercial/retail government -sponsored red square feet have been structure of 31, housing has been built. Single-family 3 Avenue. A constructed along Northwest Hin Historic Folklife Village agerinciple by the City proposed Overtown has been approved P Commission - of concern include the r,f the favorable reinnves yore the attraction of ,.hairs -affiliated entiess job ment, the ..mall business develop housing ., f f ordable and Adequate headed f r�r sing arent which Of programs .l�•iivr•ry and career crtucational +ion in the and a reduc Nr, i .tr r�• Sul is in area businesses „•,u r.� nc premiums - funded r� funded through projects Taeolcy irnl,lude the Belafontle-family ,..:.,; ,•r,r , Yinq Heights sing uis. on and l and acq "4 0, not,► 1 it,1t.ion Square Park and r E ina, African 4 improvements, redevelopment and reinvestment opportunities, social and law -enforcement traffic and pedestrian -oriented programs, and the maintenance and improvements expansion of open space and parkland. It aressive marketing and promotional encourages efforts to enhance the its industrial, competitive position of Through the office and retail areas•rovement program targeting of its capital imp and the reassess, Mi ' s future land Comprehensive pattern, t guile in Neighborhood Plan serves as a 9s future maximizing the returns to best the leveragin9 the investments while contributions of the private sector. Wynwood CD Target Area includes The Wynwood CD Target Area Edgewater and p ortions the Garment District, property, the of the Omni area. The FEC the City available for in largest tract + nwood. develpment Biscayne Bay is in the center of +�Yolocation on The waterfront of the area - increases the desirability reservation Residential neighborhood P through code enforcement and rehabilitation nificant is a priority to on the area. e been supported by the CD projects which hav Program include localstreet improvements, street improvements land and beautification, p acquisition for public and elderly housing, single-family housing rehabilitation, the Bakehouse Center for artists and support to social service programs such as elderly recreation and after school care. summary The City has provided significant to its neighborhoods and local support improving the quality of organizations in its residential and economic environment. and it continues to target housin9facade commercial rehabilitation and 7MPREHENSIVE NEIGHBORHOOU Allapattah CD Target Area Demographic and 9ociO-economic Profile According to the 1980 Census Allapattah has -a 1980 population of 34290 -a higher percentage of persons under 5 years of age than the City of Miami -a higher percentage of persons under 18 years of age than the City of Miami -a lower percentage of persons 65 years of age and over than the City of Miami -an unemployment rate higher than the City of Miami -a higher percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income lower than the City of Miami ' -a lower percentage of households receiving government payments than the City of Miami -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a higher percentage of persons 65 years of age and over below poverty level than the City of Miami -a lower percentage of its black population below poverty level than the City of Miami -a higher percentage of its Hispanic population below poverty level than the City of Miami -a lower percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a lower median value for owner -occupied housing units than the City of Miami -a lower median contract rent than the City of Miami CJ k Change: Allapattah CD Target Area 1970 to 1980 r�•i- -•� The 1980 U.S. Census enumerated 34290 persons in Allapattah. In 1970 the population count was 30949. The numeric change in population between 1980 and 1970 is 3341. This represents a percentage change of 10.8. In 1980 Allapattah was home to 21034 whites, 7470 blacks and 5786 persons of other races. The 1970 Census counted 28141 whites, 2524 blacks and 284 persons of other races. Additionally, in 1980, 22246 Hispanics were counted in Allapattah. This represents an absolute increase of 3241 Hispanics between 1980 and 1970, or a percentage increase of 17.1. The Census counted 12089 households in Allapattah in 1980. In 1970, 9469 households were counted. Therefore, the number of households between 1980 and 1970 increased by 27.7 percent. The number of families increased by 653 or 8.7 percent between 1980 and 1970. In 1980 there were 8171 families in Allapattah compared to 7518 families in 1970. In 1980 the civilian labor force in Allapattah was 15179. In 1970 the civilian labor force was 13603 persons. The absolute change in the civilian labor force between 1980 and 1970 is 1576. This means that the civilian labor force increased by 11.6 percent between 1980 and 1970. The Census reports that in 1980, 1178 persons or 7.76 percent of the civilian labor force was unemployed; whereas, in 1970, 683 persons or 5.02 percent of the civilian labor force was unemployed. .1t4_ #. -. o" The median family income increased from 7758.00 in 1970 to 12534.00 in 1980. This represents an increase of approximately 61.6 percent. The number of families below poverty level in 1980 was 2113; whereas, the number of families below poverty level in 1970 was 1137. The number of families below poverty level between 1980 and 1970 increased by 85.8 percent. In 1980, 26 percent of the families were below poverty level and in 1970, 15 percent of the families were below poverty level. The number of persons below poverty level increased from 5536 to 10087 between 1970 and 1980. In 1980, 29 percent of the Population of Allapattah was below poverty level; whereas, in 1970, 18 percent of the population was below poverty level. Additionally, in 1980, 36 percent of the black population was below poverty level and 30 percent of the Hispanic. In 1970, 16 percent of the black population was below poverty level and 19 percent of the Hispanic. III-13 S36 I 0 P 1 E C I C j L Allapattal CD Target Area Dm9raplic and 60604101osic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Desoorapntc Characteristics Total Persons 30949 34290 3341 10.8 Persons Under 5 rears 2142 2471 329 15.4 Persons under IB years 8313 8727 414 5.0 Persons 65 years and over 3760 5121 1361 36.2 Mh:te Persons 2B141 21034 -7107 -25.3 Black Persons 2524 7470 4946 1%.0 Other Persons 2B4 5706 5502 1937.3 Total H15panit Persons 19005 22246 3241 17.1 Persons of Mexican Origin 44 239 195 443.2 Persons of Puerto Rican Origin 831 2947 2116 YS4.6 Persons of Cuban Origin 158BO 14405 -1475 -9.3 Persons of Other H:spanit Origtr 225C 4655 2405 106.9 Total Number of Households 9469 12089 2620 27.7 Total Numder of FaaliLes 751E 8171 653 9.7 Labor Force Characteristics Total Civilian LaDof Force 13603 15179 1576 11.6 Persons Employed 12920 14001 1081 8.4 Persons Unemployed 6B3 117E 495 72.5 Civiiiar Persons 1t tc 19 years n.a. 2334 n.a. 11.8. Not Enrolled in School 1126 m.a. n.a. Not High School Graduate 869 n.a. n.a. Unemployed 63 a.a. n.a. Mot In Ilork Force 460 n.a. n.a. Persons Completino High School 4197 4570 373 8.9 Female Mo►kers In Labor Force w/ Children under 6 years 623 1133 510 81.9 Income and Povertv Characteristics fledian Fau lv Income 7758.00 12534.00 4776.00 61.6 (lean Family income 6699.00 14813.00 6114.00 70.3 Number of Households w/ Social Security 1490 2075 1385 93.0 wi Public Assist. Income 908 2357 1449 159.6 w/ Sot Sec . Public Assist. 2398 =2 2834 118.2 ffean Family Income Female -headed Househlds wr Dependent Children n.a. 5620.00 Families Below Poverty level 1137 2113 976 85.8 Female-headea Families Below Povertv level 234 799 565 241.5 Persons Below Poverty level 5536 10087 4551 82.2 Persons Under 1B Below Poverty level 1796 3300 1504 83.7 Persons 65 years and older Below Poverty level n.a. 1916 A.m. n.a. Black Persons Below Poverty level 406 2694 Hispanic Persons Below Poverty level 3661 65" 2929 80.0 III-14 r►+aracteristics In 1980, 12599 year-round housing units were counted in Allapattah. The 1970 Census counted 9863 units. This represents an increase of 27.7 percent. The number of owner -occupied housing units in 1980 was 2935 compared to 3224 in 1970. In 1980 there were 518 vacant housing units; whereas, in 1970 there were 394 vacant units. This means that 4.11 percent of the units were vacant in 1980 and 3.99 percent were vacant in 1970. The median value of a owner -occupied unit was 40514.00 in 1980 and 13567.00 in 1970. This represents an increase of approximately 200 percent. Median contract rent rose from 107.00 in 1970 to 182.00 in 1980. 88-13V A6solete Change Percent Change Coconut Grove CD Target Area Demographic and Soelo-economic: 1970 1980 1970-19H 1970-1980 profile HOU500 Chancterllttc5 Total tear-rouno Units 9B63 12599 2736 27.7 According to the 1980 Census Coconut Grove has Dener-orcuoleo Units 3224 6245 2935 9146 -269 2901 -9.0 46.5 -a 1980 population of 2681 venter-occupieo Units vacant Units 314 SIB 124 31.5 -a higher percentage of persons under 5 years of age than Units lac.inp Coeoiete Plueninp 36 -65 the City of Miami Dener-ocEuwed 101 -64.4 venter -occupied 281 382 270 306 -11 -76 -3.9 -19.9 -a higher percentage of persons under 18 years of age than Total units Persons Per von the City of Miami 1.01 to 1.50 1149 1515 1330 1790 lei 275 15.8 18.2 -a lover percentage of persons 65 years of age and over than 1.51 and Up •oral 2664 3120 456 17.1 the City of Miami fledian 41ue caner -occupied Units 13567.00 40514.00 182.00 26947.00 75.00 198.6 70.1 an unemployment rate lover than the City of Miami nedian Contract vent 1D7.00 -a lover percentage of female workers in the labor force Not a.ulaole with children under 6 years of age than the City of Miami - Data suppressed -a median family income lover than the City of Miami -a higher percentage of households receiving government payments than the City of Miami -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a lover percentage of persons 65 years of age and over below poverty level than the City of Miami -a lover percentage of its black population below poverty level than the City of Miami -a lover percentage of homeownership than the City of Miami -a higher vacancy rate than the City of Miami -a lover median value for owner -occupied housing units than the City of Miami -a lover median contract rent than the City of Miami 88-73(;. E IChange: Coconut Grove CD Target Area 1970 to 1980 Demographi- 'haracteristics The 1980 J.S. Census enumerated 2681 persons in Coconut Grove. In 1970 the population count was 3674. The numeric change in population between 1980 and 1970 is -993. This represents a percentage change of -27.0. In 1980 Coconut Grove was home to 133 whites, 2533 blacks and 15 persons of other races. The 1970 Census counted 106 whites, 3566 blacks and 2 persons of other races. Additionally, in 1980, 91 Hispanics were counted. This represents an absolute increase of 28 Hispanics between 1980 and 1970, .;r a percentage increase of 44.4. The •,ensus counted 903 households in Coconut Grove in 1980. In 1970, :162 households were counted. Therefore, the number of households between 1980 and 1910 decreased by -22.29 percent. The number of families decreased by 119 or -15.24 percent between 1 19d0 and :970. :n 1980 there were 662 families in Coconut Grove compared to 161 families in 1970. rc-FnrTe-haracteri,tics :n :980 the civilian labor force in Coconut Grove was 1141. In :970 the civilian labor force was 1714 persons. The absolute chance .n the civilian labor force between 1980 and 1970 is -573. 1 This means that the civilian labor force decreased by -33.4 per.ent between 1980 and 1970. The Census reports that in 1980, ;;ersons or 2.80 percent of the civilian labor force was unemployed; whereas, in 1970, 68 persons or 3.97 percent of the civ1::an labor force was unemployed. income and Poverty Characteristics The median family income increased from 5422.00 in 1970 to -.0 .n 1980. This represents an increase of approximately 44." percent. The number of families below poverty level in 1980 war. :63; whereas, the number of families below poverty level in :970 was 274. The number of families below poverty level between :960 and :970 decreased by -40.5 percent. In 1980, 25 percent of the families wete below poverty level and in 1970, 35 percent of the families were below poverty level. 1 The number of persons below poverty level decreased from 1425 to "43 :.etween 1970 and 1980. In 1980, 28 percent of the population of Coconut Grove was below poverty level; whereas, in 1970, 39 percent of the population was below poverty level. Additionally, in :980, 29 percent of the black population vas below poverty level. In 1970, 40 percent of the black population was below poverty level. L' [l in4 Cha acteristi_c� In 1980, 1149 year-round housing units were counted in Coconut Grove. The 1970 Census counted 1194 units. This represents a decrease of -3.8 percent. The number of ovner-occupied housing units in 1980 was 262 compared to 251 in 1970. In 1980 there were 213 vacant housing units; whereas, in 1970 there were 32 vacant units. This means that 18.54 percent of the units were vacant in 1980 and 2.68 percent were vacant in 1970. The median value of a owner -occupied unit was 36400.00 in 1980 and 11600.00 in 1970. This represents an increase of more than 210 percent. Median contract rent rose from 75.00 in 1970 to 130.00 in 1980. III-16 O8­/ 3b" toconut irmve CD Target Area Demographic and Socio-Economic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Demographic Characteristics Total Persons 3674 2681 -993 -Y7.0 Persons Under 5 rears 311 181 -130 -41.8 Persons Under IB fears 129D 800 -490 -38.0 Persons e5 rears and o4er 311 299 -12 -3.9 dhite Persons 106 133 27 25,5 Black Persons 3566 2533 -1033 -29.0 Other Persons 2 15 13 650.0 Total Hispanic Persons 63 91 28 44.4 Persons o• Metican Origin 0 33 33 n.a. Persons or Puerto Rican origin 0 1 1 n.a. Persons of Cuban Origin 33 17 -16 -48.5 Persons o• uther hisoanic Origin 30 40 10 33.3 Total Number c• mousehoids 1162 903 -259 -22.2 Total Number or Families 781 662 -119 -15.2 tabor Force 'haracteristics Total Civilian Labor Force 1714 1141 -573 -33.4 Persons Employed 1646 1109 -537 -32.6 Persons onempioyeo 68 31 .36 -52.9 Civilian Persons lb to 19 years o.a. 216 n.a. n.a. rot Enrolled In School 73 n.a. n.a. Not High School Graduate 66 n.a. n.a. Unemployed 0 R.A. n.a. Mot In Mork Force 45 n.a. n.a. Persons Completing_ nigh School 378 352 -26 -6.9 ceaate Yorkers in Labor Force 401 Children under 6 years 52 41 -11 -21.2 Income and Poverty Characteristics Aedian Family Income 5422.00 10825.00 5403.00 99.7 Mean Family income 5806.00 12857.00 7051.00 121.4 Mumbe► of HOusenoids 40/ Social Security 118 203 85 72.0 61 Public Assist. :r.come 123 250 127 103.3 vi Soc Sec • public Assist. 241 453 212 98.0 (lean Family Income Female -headed Houseblds wi Dependent Children n.a. MOO n.a. n.a. Famiiies Below Poverty Level 274 163 -111 -40.5 Female -headed Families Below Poverty Level 180 116 -64 -35.6 Persons Below Poverty Level 1425 743 -682 -47.9 Persons Under 18 Below Poverty Level 666 389 -277 -41.6 Persons e5 years and older Below Poverty Level n.a. 56 n.a. n.a. Black Persons Below Poverty Level 1420 736 -684 -48.2 Hispanic Persons below Poverty Level Absolute Change hicent Clamp 1970 1990 1970-1980 1970-1980 Housing Characteristics Total Year-round Units 1194 1149 -45 -3.8 Owner -occupied Units 251 262 11 4.9 Renter -occupied Units 911 674 -237 -3.0 Vacant Units 32 213 181 565.6 Units Lacking Complete Plumbing Owner -occupied 8 2 -6 -75.0 Renter -occupied 91 38 -33 -38.2 Total Units 49 40 -59 -59.6 Persons Per Room 1.01 to 1.50 127 86 -41 -32.3 1.51 and Up 164 125 -39 -23.9 Total 291 211 .90 -27.3 Median Value Owner -occupied Units 11600.00 36400.00 24800.00 213.8 median Contract Rent 75.00 130.00 33.00 73.3 (n.a.) - Not available (--) - Data suppressed S8-'7'3f7. III-17 I Edison/Little River CD Target Area Demographic and Socio-economic Profile According to the 1980 Census Edison/Little River has -a 1980 population of 38006 -the highest percentage of persons under 5 years of age in the City of Miami -a higher percentage of persons under 18 years of age than 1 the City of Miami -the lowest percentage of persons 65 years of age and over in the City of Miami -an unemployment rate higher than the City of Miami -the highest percentage of female workers in the labor force with children under 6 years of age in the City of Miami -a median family income lower than the City of Miami -a lower percentage of households receiving government payments than the City of Miami ` -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -a higher percentage of its black population below poverty level than the City of Miami -a higher percentage of its Hispanic population below poverty level than the City of Miami 2, -a lower percentage of homeownership than the City of Miami ,f$ -a lower vacancy rate than the City of Miami -a lower median value for owner -occupied housing units than the City of Miami -a lower median contract rent than the City of Miami I Change: Edison/Little River CD Target Area 1970 to 1980 The 1980 u.S. Census enumerated 38006 persons in Edison/Little River. In 1970 the population count was 29986. The numeric change in population between 1980 and 1970 is 8020. This represents a percentage change of 26.8. In 1980 Edison/Little River was home to 8914 whites, 27453 blacks and 1639 persons of other races. The 1970 Census counted 20798 whites, 8923 blacks and 265 persons of other races. Additionally, in 1980, 5741 Hispanics were counted. This represents an absolute decrease of 3590 Hispanics between 1980 and 1970, or a percentage decrease of -38.5. The Census counted 12405 households in Edison/Little River in 1980. In 1970, 11390 households were counted. Therefore, the number of households between 1980 and 1970 increased by 8.91 percent. The number of families increased by 995 or 13.42 per- cent between 1980 and 1970. In 1980 there were 8407 families in Edison/Little River compared to 7412 families in 1970. In 1980 the civilian labor force in Edison/Little River was 17531. In 1970 the civilian labor force was 12954 persons. The absolute change in the civilian labor force between 1980 and 1970 is 4577. This means that the civilian labor force increased by 35.3 percent between 1980 and 1970. The Census reports that in 1980, 1660 persons or 9.47 percent of the civilian labor force was unemployed; whereas, in 1970, 581 persons or 4.49 percent Of the civilian labor force was unemployed. The median family income increased from 6699.00 in 1970 to 10082.00 in 1980. This represents an increase of approximately 50.5 percent. The number of families below poverty level in 1980 was 2716; whereas, the number of families below poverty level in 1970 was 1286. The number of families below poverty level between 1980 and 1970 increased by 111.2 percent. In 1980, 32 percent of the families were below poverty level and in 1970, 17 percent of the families were below poverty level. The number of persons below poverty level increased from 6529 to 13138 between 1970 and 1980. In 1980, 35 percent of the Population of Edison/Little River was below the poverty level; whereas, in 1970, 22 percent of the population was below poverty level. Additionally, in 1980, 39 percent of the black population was below poverty level and 34 percent of the Hispanic. In 1970, 26 percent of the black population was belo poverty level and 20 percent of the Hispanic. Ss-:3E III-18 I Housing characteristics Edison/Little River CD Target Area Desographic and Socio-Ecomoeic Characteristics In 1980, 12746 year-round housing units were counted in Edison/- Absolute Change Percent Change Little River. The 1970 Census counted 11883 units. This 1970 1900 1970-1980 1970-19H represents an increase of 7.3 percent. The number of owner- Oeeoarapur Characteristics occupied housing units in 1980 was 3595 compared to 4213 in 1970. In 1980 there were 532 vacant housing units; whereas, in 1970 Total Persons 29986 38006 8020 26.8 there were 493 vacant units. This means that 4.2 percent of the Persons Under 5 years 2275 3756 1481 63.1 units were vacant in 1980 and 4.1 percent were vacant in 1970. Persons Under 18 years 8062 11291 3219 39.9 The median value of a owner -occupied unit was 33560.00 in 1980 Persons 65 years and over 5099 3212 -1887 -37.0 and 14060.00 in 1970. This represents an increase of more than White Persons 10798 8914 -11604 -57.1 136 percent. Median contract rent rose from 93.00 in 1970 to Black Persons 8923 27453 IBM 207.7 180.00 in 1980. Other Persons 265 1639 1374 518.5 Total Hispanic Persons 9331 5741 -3390 -38.5 Persons of Mexican Origin 44 193 149 338.6 Persons of Puerto Rican Origin 1726 2017 291 16.9 Persons of Cuban Origin 5868 1440 -4428 -75.5 Persons of Other Hispanic Origin 1613 2"1 3" 23.5 Total Number of Housenolds 11390 12405 1015 8.9 Total Number of Families 7412 8407 9" 13.4 Labor Force _haracteristics Total Civilian labor Force 12954 17531 4577 35.3 Persons Emoloveo 12373 15871 3498 29.3 Persons Unemployed 581 1660 1079 185.7 Civilian Persons 16 to 19 years Not Enrolled In School n.a. 2535 1048 n.A. n.a. O.A. n.a. Not Hign School Graduate 763 n.a. n.a. Unemployed 135 n.a. a.a. Not In Work Force Persons Completing High School 4761 394 4672 n.a. -89 n.a. -1.9 Female Workers In labor Force w/ Children Under 6 years 622 1686 1064 171.1 Income and Poverty Characteristics Median Family Income 66".00 10082.00 3383.00 50.5 Mean Family Income Number of Households 7466.00 12332.00 4866.00 65.2 wl Social Security 1931 27" 868 45.0 w/ Public Assist. Income 886 1467 601 67.8 w/ Soc Sec + Public Assist. 2817 4206 1469 52.1 Mean Family Income female -headed Househlds wl Depenoent Children n.a. 7451.00 n.a, n.a. Families Below Poverty Level 1286 2716 1430 111.2 Female -heaped Families Below Poverty Level 509 1342 833 163.7 Persons Below Poverty level 6529 13136 66" 101.2 Persons Under 18 Below Poverty Level 2219 4949 2730 123.0 Persons 65 years and older Below Poverty Level n.a. 882 n.a. o.a. Black Persons Below Poverty Level 2345 10633 9180 333.4 Hispanic Persons Below Poverty Level 1893 1978 8S 4.5 Ll Ll III-19 11 Absolute Change Percent Clanp 1970 1980 1970-1980 1970-1980 Rou"", ;,4aracte►1St1C5 Total Year-round Units 11883 12746 863 7.3 Owner -occupied Units 4213 3595 -616 -14.7 Renter -occupies Units 7177 8619 1442 20.1 Vacant Units 493 532 39 7.9 Units lacking ConDiete Pluebing Owner -occupied 160 44 -116 -72.5 Renter -occupied 269 313 44 16.4 Total Units 429 357 -72 -16.8 Persons Per Rood 1.01 to 1.50 885 1463 578 65.3 !.51 Ana LID 1021 2393 1372 t34.4 Total 1906 3856 1950 102.3 Median value Owner-o(cupied Units 14060.00 33560.00 19500.00 138.7 Median Contract Rent 93.00 190.00 87.00 93.5 tn.a.) - Not available ­-i - Data suppressed 12.4b (Edison/little fiver) I I F D �I Little Havana CD Target Area Demographic and Socio-economic Profile According to the 1980 Census Little Havana has -a 1980 population of 65966 -a lower percentage of persons under 5 years of age than the City of Miami -a lower percentage of persons under 18 years of age than the City of Miami -a higher percentage of persons 65 years of age and over than the City of Miami -an unemployment rate higher than the City of Miami -a lower percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income lower than the City of Miami -the highest percentage of households receiving government payments in the City of Miami -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a higher percentage of persons 65 years of age and over below poverty level than the City of Miami -a higher percentage of its Hispanic population below poverty level than the City of Miami -a lower percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a lower median contract rent than the City of Miami SS-'73 P III-20 I L7 I 11 P I 1� Change: Little Havana CD Target Area 1970 to 1990 �•y.. _•� �.- The :980 J.S. Census enumerated 65966 persons in Little Havana. In 1970 the population count was 64526. The numeric change in population between 1980 and 1970 is 1440. This represents a percentage change of 2.2. In 1980 Little Havana was home to 53918 whites, 891 blacks and 11157 persons of other races. The 1970 Census counted 63556 whites, 418 blacks and 552 persons of other races. Additionally, in 1980, 58599 Hispanics were counted In Little Havana. This represents an absolute increase of 8077 Hispanics between 1980 and 1970, or a percentage increase of 16.0. The Census counted 27096 households in Little Havana in 1980. In 1970, 2_2940 households were counted. Therefore, the number of households between 1980 and 1970 increased by 18.1 percent. The number of families increased by 1035 or 6.0 percent between 1980 and 2970. In 1960 there were 18320 families in Little Havana compared to 17285 families in 1970. - In 1980 the civilian labor force in Little Havana was 31517. In 1970 the civilian labor force was 31339 persons. The absolute chance in the civilian labor force between 1980 and 1970 is 178. This means that the civilian labor force increased by 0.6 percent between 1980 and 1970. The Census reports that in 1980, 2054 persons or 6.52 percent of the civilian labor force was unemployed; whereas, in 1970, 1505 persons or 4.8 percent of the civilian labor force was unemployed. • .I• W .. e. The median family income increased from 6571.00 in 1970 to 11452.00 in 1980. This represents an increase of approximately 74.3 percent. The number of families below poverty level in 1980 was 3832; whereas, the number of families below poverty level in 1970 was 3305. The number of families below poverty level between 1980 and 1970 increased by 16 percent. In 1980, 21 percent of the families were below poverty level and in 1970, 19 percent of the families were below poverty level. The number of persons below poverty level increased from 14126 to 17402 between 1970 and 1980. In 1980, 26 percent of the Population was below poverty level; whereas, in 1970, 22 percent of the population was below poverty level. Additionally, in 1980, 27 percent of the Hispanic population was below poverty level. In 1970, 22 percent of the Hispanic population was below poverty level. - •• E M-1=11:44FIR"10- In 1980, 28043 year-round housing units were counted in Little Havana. The 1970 Census counted 23441 units. This represents an increase of 19.6 percent. The number of owner -occupied housing units in 1980 was 5457 compared to 5494 in 1970. In 1980 there were 995 vacant housing units; whereas, in 1970 there were 501 vacant units. This means that 3.55 percent of the units were vacant in 1980 and 2.14 percent were vacant in 1970. The median value of a owner -occupied unit was 48038.00 in 1960 and 16386.00 in 1970. This represents an increase of more than 190 percent. Median contract rent rose from 100.00 in 1970 to 183.00 in 1980. ,48-7 3C III-21 Little Havana CD Target Area Demographic and Socio-Economic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Demographic '_haracteristics Total Persons 64526 65%6 1440 2.3 Persons Under 5 vears 2770 2430 -340 -12.3 Persons Under IB vears 13182 1OB44 -2938 -21.3 persons 65 vears and over 10250 15954 5704 55,6 alhlte Persons 63556 53918 -%38 -15.2 Black Persons 418 091 473 113.2 Other ;Prsons 552 11157 10605 1921.2 ?otai oispanic Persons 50521 59599 8017 16.0 Persons or Mecican Oriain 219 218 -11 -4.0 Persons or Puerto Rican Origin 559 1414 856 153.4 Persons of Cuoan Origin 43666 49191 5525 12.7 persons 0 Other Hispanic Origin 6069 7776 1707 29.1 Total NumDer of Households 22940 270% 4156 18.1 Total Number of Families 17205 18320 1035 6.0 .door Force Characteristics Total Civilian Labor Force 31339 31517 178 0.6 Persons Employed 29834 29463 -371 -1.2 Persons Unemployed 1505 2054 549 36.5 Civilian Persons 16 to 19 years R.A. 3911 n.a. n.a. Not fnrolled In School 10" n.a. n.a. Not Nigh School Graduate 634 n.a. n.a. Unemployed 74 n.a. n.a. Not In Mork Force 269 n.a. Na. Persons Completing High School 10224 10244 20 0.2 Female alorre►s In Labor Force vi Children Under 6 years 915 1005 90 9.8 income and Poverty Characteristics Median Family Income 6571.00 11452.00 4881.00 74.3 Mean Family Income 7437.00 13937.00 6500.00 87.4 Number of Households vi Social Security 3024 7395 4371 144.5 yi Public Assist. income 30" 7007 4708 151.9 wt Sot Sec • Public Assist. 6123 15202 9079 148.3 Mean Family Income Feeale-headed Nousehids wi Dependent Children n.a. 7011.00 n.a. n.a. Families Below Poverty Level 3305 30 527 16.0 Female -headed families Below Poverty Levei 882 1255 373 42.3 Persons Below Poverty Leve! 14126 17402 3276 13.2 Persons Under 18 Below Poverty level 3331 3393 62 1.9 Persons b5 years and older Below Poverty level n.a. 5026 n.a. n.a. Black Persons Below Poverty level Hispanic Persons Below Poverty level 11223 158% 4673 41.6 Absolute Change Percent Clangs 1970 1980 1970-1980 1970-19M Housing Characteristics Total Year-round Units 23441 28043 4602 19.6 Owner -occupied Units 5494 5457 -37 -0.7 Renter -occupied Units 17446 21591 4145 23.8 Vacant Units 501 995 494 91.6 Units Lacking Complete Plumbing Ovner-occupied 107 68 -39 -36.4 Renter -occupied tits t057 .58 -5.2 Total Units 1222 1125 -97 -1.9 Persons Per Room 1.01 to 1.50 2391 2185 -206 -0.6 1.51 and Up 4165 3619 -546 -13.1 Total 6556 5804 -752 -11.5 Median Value owner -occupied Units 16386.00 46038.00 31652.00 193.2 Median Contract Rent 100.00 183.00 83.00 83.0 (n.a.) - Not available 1910 (--) - Data suppressed III-22 NCS-7.36. I 1 Model City CD Target Area Demographic and Socio-economic Profile According to the 1980 Census Model City has -a 1980 population of 28484 -a higher percentage of persons under 5 years of age than the City of Miami -the highest percentage of persons under 18 years of age in the City of Miami -a lower percentage of persons 65 years of age and over than the City of Miami -an unemployment rate higher than the City of Miami -a higher percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income lower than the City of Miami -a higher percentage of households receiving government payments than the City of Miami -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a higher percentage of persons 65 years of age and over below poverty level than the City of Miami -a lower percentage of its black population below poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a lower median value for owner -occupied housing units than the City of Miami -a lower median contract rent than the City of Miami I Change: Model City CD Target Area 1970 to 1980 The 1980 U.S. Census enumerated 28484 persons in Model City. In 1970 the population count was 35950. The numeric change in population between 1980 and 1970 is -7466. This represents a percentage change of -20.8. In 1980 Model City was home to 413 whites, 27749 blacks and 322 persons of other races. The 1970 Census counted 1307 whites, 34537 blacks and 106 persons of other races. Additionally, in 1980, 725 Hispanics were counted. This represents an absolute decrease of 754 Hispanics between 1980 and 1970, or a percentage decrease of -51.0. The Census counted 9487 households in Model City in 1980. In 1970, 10176 households were counted. Therefore, the number of households between 1980 and 1970 decreased by -6.8 percent. The number of families decreased by 1330 or -16.3 percent between 1980 and 1970. In 1980 there were 6838 families in Model City compared to 8168 families in 1970. In 1980 the civilian labor force in Model City was 11754. In 1970 the civilian labor force was 14880 persons. The absolute change in the civilian labor force between 1980 and 1970 is -3126. This means that the civilian labor force decreased by -21.0 percent between 1980 and 1970. The Census reports that in 1980, 841 persons or 7.16 percent of the civilian labor force was unemployed; whereas, in 1970, 638 persons or 4.29 percent of the civilian labor force was unemployed. The median family income increased from 6043.00 in 1970 to 10755.00 in 1980. This represents an increase of approximately 78 percent. The number of families below poverty level in 1980 was 2226; whereas, the number of families below poverty level in 1970 was 2103. The number of families below poverty level between 1980 and 1970 increased by 5.9 percent. In 1980, 33 percent of the families were below poverty level and in 1970, 26 percent of the families were below poverty level. The number of persons below poverty level decreased from 10474 to 10218 between 1970 and 1980. In 1980, 36 percent of the Population of Model City was below poverty level; whereas, in 1970, 29 percent of the population was below poverty level. Additionally, in 1980, 35 percent of the black population was below poverty level. In 1970, 29 percent of the black population was below poverty level and 10 percent of the Hispanic. III-23 n P In 1980, 9963 year-round housing units were counted in Model City. The 1970 Census counted 10406 units. This represents a decrease of -4.3 percent. The number of ovner-occupied housing units in 1980 was 3651 compared to 3939 in 1970. In 1980 there were 561 vacant housing units; whereas, in 1970 there were 230 vacant units. This means that 5.83 percent of the units were vacant in 1980 and 2.21 percent were vacant in 1970. The median value of a owner -occupied unit was 30800.00 in 1980 and 13283.00 in 1970. This represents an increase of more than 130 percent. Median contract rent rose from 86.00 in 1970 to 145.00 in 1980. I [l fl I� P fl a Model City CO, Target Area Demographic and locio-Ecoemmic Characteristics Absolmte Change Percent Change 1970 1980 1970-1980 1970-19H Demographic Characteristics Total Persons Persons Under 5 years Persons Under 18 rears Persons 65 years and over White Persons Black Persons Other Persons Total Hispanic Persons Persons of Mexican Origin Persons of Puerto Rican Origin Persons of Cuban Origin Persons of Other Hispanic Origin Total Number of Households Total Number of Families Labor Force Characteristics Total Civilian Labor Force Persons Employed Persons Unemployed Civilian Persons 16 to 19 years Not Enrolled In School Not High School Graduate Unemployed Not In Work Force Persons Completing High School Female Workers In labor Force w/ Children Under 6 years Income and Poverty Characteristics Median Family Income Mean Family Income Number of Households w/ Social Security w/ Public Assist. Income w/ So( Sec + Public Assist. Mean Family Income Feeale-beaded Househlds w/ Dependent Children Families Below Poverty level Female -headed Families Below Poverty level Persons Below Poverty Level Persons Under 18 Below Poverty level Persons 65 years and older Below Poverty level Black Persons Below Poverty Level Hispanic Persons Below Poverty level 35950 28484 -7466 -20.8 4017 2697 -1320 -32.9 14727 9670 -5057 -34.3 2011 2534 523 26.0 1307 413 .8% -68.4 34537 27749 -6780 -19.7 106 322 216 203.6 1479 725 -754 -51.0 0 182 162 n.a. 121 123 2 1.7 693 156 -537 -77.5 665 264 -401 -60.3 10176 9487 -689 -6.8 8168 6838 -1330 -16.3 14880 11754 -3126 -21.0 14242 10913 -3329 -23.4 638 841 203 31.9 n.a. 2392 n.a. n.a. 904 n.a. n.a. 524 n.s. n.a. 54 n.a. n.a. 366 n.a. n.a. 3729 3929 200 5.4 976 999 23 2.4 6043.00 10755.00 4712.00 70•0 7239.00 13607.00 6368•00 88.0 1284 2656 1372 106.9 1030 1949 919 89•2 2314 4605 2291 ".0 n.a. 8213.00 n.a. n.a. 2103 2226 123 5.9 1141 1517 376 M.0 10474 10218 -256 -2.4 5084 4660 -424 -8.3 VIA. 916 n.a. n.a. 10114 9847 -267 -2_6 155 -- 88- .:�s III-24 IAbsolate Change Percent Change 1970 19BO 1970-19BO 1970-1980 Mousing Cbaracteristus Total Year-round Units 10406 9963 -443 -4.3 Owner-occuoied Units 3939 3651 .288 -7.3 Aenter occupied Units Vacant Units 6237 230 5731 581 -506 351 -8.1 152.6 Units tacking Complete Plunbing Owner -occupied 82 22 -60 -73.2 Renter -occupied Total Units 195 277 131 153 -64 -124 -32.8 -44.B Persons Per Room 1.01 to 1.50 1538 1070 -468 -30.4 1.51 and Up Total 1415 2953 1069 2139 -346 -814 -24.5 -27.6 Median Value 0rner•oc(upied Units 13283.00 30000.00 17517.00 131.9 Median Contract Aent 66.00 145.00 59.00 60.6 in.a.! - Not available ,-•. - Data supp1essed ie.6b tHodel City) I 0 I fl [J Fl Overtovn CD Target Area Demographic and 8ocio-economic Profile According to the 1980 Census Overtovn has -a 1980 population of 10335 -a higher percentage of persons under 5 years of age than the City of Miami -a higher percentage of persons under 18 years of age than the City of Miami -a lover percentage of persons 65 years of age and over than the City of Miami -an unemployment rate higher than the City of Miami -a higher percentage of female workers in the labor force with children under 6 years of age than the City of Miami -the lowest median family income in the City of Miami -a higher percentage of households receiving government payments than the City of Miami -the highest percentage of families below poverty level in the City of Miami -the highest percentage of persons below poverty level in the City of Miami -the highest percentage of persons 65 years of age and over below poverty level in the City of Miami -the highest percentage of its black population below poverty level in the City of Miami -a lover percentage of homeownership than the City of Miami -a higher vacancy rate than the City of Miami -a lover median value for owner -occupied housing units than the City of Miami -the lowest median contract rent in the City of Miami 8s-73b III-25 I Change: Overtown CD Target Urea 1970 to 1980 Demographic Characteristics The 1980 U.S. Census enumerated 10335 persons in Overtown. In 1970 the Overtown population count was 16120. The numeric change In population between 1980 and 1970 is -5785. This represents a percentage change of -35.9. In 1980 Overtown was home to 113 whites, 10109 blacks and 113 persons of other races. The 1970 *' Census counted 159 whites, 15935 blacks and 26 persons of other p' races. Additionally, in 1980, 204 Hispanics were counted in Overtown. This represents an absolute increase of 15 Hispanics between 1980 and 1970, or a percentage increase of 7.9. The Census counted 4024 households in Overtown in 1980. In 1970, 5649 households were counted. Therefore, the number of households between 1980 and 1970 decreased by -28.8 percent. The number of families decreased by 1225 or -35.0 percent between 1980 and 1970. In 1980 there were 2276 families in Overtown compared to 3501 families in 1970. Labor Force Characteristics In 1980 the civilian labor force in Overtovn was 3821. In 1970 the civilian labor force was 6767 persons. The absolute change in the civilian labor force between 1980 and 1970 is -2946. This means that the civilian labor force decreased by -43.5 percent between 1980 and 1970. The Census reports that in 1980, 344 persons or 9.0 percent of the civilian labor force was unemployed; whereas, in 1970, 415 persons or 6.13 percent of the civilian labor force was unemployed. Income and Poverty Characteristics The median family income increased from 4603.00 in 1970 to 7263.00 in 1960. This represents an increase of approximately 57.8 percent. The number of families below poverty level in 1980 ^ was 1049; whereas, the number of families below poverty level in 1970 was 1167. The number of families below poverty level between 1980 and 1970 decreased by -10.1 percent. In 1980, 46 percent of the families were below poverty level and in 1970, 33 percent of the families were below poverty level. The actual number of persons below poverty level decreased from 6141 to 5024 between 1970 and 1980. (However, this may be attributed to the loss of a significant amount of the population base.) In 1980, 49 percent of the population of Overtown was below poverty level; whereas, in 1970, 38 percent of the population was below poverty level. Additionally, in 1980, 49 percent of the black population was below poverty level. In 1970, 38 percent of the black population was below poverty level. i In 1980, 5161 year-round housing units were counted in Overtovn. The 1970 Census counted 5934 units. This represents a decrease of -13.0 percent. The number of owner -occupied housing units in 1980 was 198 compared to 131 in 1970. In 1980 there were 1204 vacant housing units; whereas, in 1970 there were 285 vacant units. This means that 23.33 percent of the units were vacant in 1980 and 4.80 percent were vacant in 1970. The median value of a owner -occupied unit was 30550.00 in 1980 and 14650.00 in 1970. This represents an increase of more than 105 percent. Median contract rent rose from 68.00 in 1970 to 107.00 in 1980. III-26 mvertorn 0 Target Area Demographic and Socio-Ecomomic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Demographic Characteristics Total Persons 16120 10335 -5785 -35,9 Persons under 5 years 1836 924 -912 -49.7 Persons Under 1B years 5879 3396 -24B3 -42.2 Persons e5 years and over 1151 1012 -139 -12.1 Mhite Persons 159 113 -46 -2B.9 Black Persons 15935 10109 -5826 -36.6 Other Persons 26 113 87 334.6 Total Hispanic Persons 189 204 15 7.9 Persons of Nesican Origin 0 39 39 n.a. Persons of Puerto Rican Origin 7 34 27 385.7 Persons of Cuban Origin 53 46 -7 -13.2 Persons of Other Hispanic Origin 129 85 -44 -34.1 Total number of households 5649 4024 -1625 -20.8 Total Number of Families 3501 2276 -1225 -35.0 labor Force Characteristics Total Civilian labor Force 6767 3021 -2946 -43.5 Persons Employed 6352 3477 -2873 -45.3 Persons Unempioveo 415 344 -71 -17.1 Civilian Persons 16 to 19 years A.a. 743 n.a. A.a. Mot Enrolled In School 400 n.a. n.a. Not High School Graduate 237 n.a. n.a. unemployed 20 n.a. n.a. Not In Mork Force 136 n.a. n.a. Persons Completing High School 1516 1204 -314 -20.7 Female Yorkers In Labor Force y/ Children Under 6 years 343 286 -57 -16.6 Income and Poverty Characteristics Median family Income 4603.00 7263.00 2660.00 57.8 !lean Family Income 5077.00 9499.00 4422.00 87.1 Number of Households w/ Social Security 486 1013 527 108.4 40i Public Assist. Income 683 976 293 42.9 a/ Sot Sec • Public Assist. 1169 1989 820 70.1 (lean Family Income Female -headed househlds wi .Dependent Children n.a. 6009.00 n.a. n.a. Families below Poverty Level 1167 1049 -118 -10.1 Female -headed Families Below Poverty Level 695 665 -30 -4.3 Persons Below Poverty Level 6141 5024 -1117 -18.2 Persons Under 1B Below Poverty level 2690 1897 -793 -29.5 Persons 65 years and older below Poverty Level n.a. 509 n.a. n.a. Black Persons below Poverty Level 6105 4966 -1139 -10.7 Hispanic Persons Below Poverty level Absolate Change Percent Chop 1970 1980 1970-1960 1970-1900 Housing Characteristics Total year-round Units 5934 5161 -773 -13.0 owner -occupied Units 131 198 67 51.6 Renter -occupied Units 5518 3759 -1759 -31.9 Vacant Units 285 1204 919 322.5 Units Lacking Complete Plumbing Ovner-occupied 10 2 -8 -80.0 Renter -occupied 742 177 -565 -76.1 Total Units 752 179 -573 -76.2 Persons Per Room 1.01 to 1.50 583 399 -184 -31.6 1.51 and Up 1154 470 -684 -59.3 Total 1737 869 -866 -50.0 Median Value Owner -occupied Units 14650.00 30550.00 15900.00 108.5 Median Contract Rent 68.00 107.00 39.00 57.4 (n.a.) - Not available (--) - Data suppressed ` 8_• 3b* III-27 I i I I I H I I 9 Wynvood CD Target Area Demographic and Socio-econoaic Profile According to the 1980 Census Wynvood has -a 1980 population of 17687 -a higher percentage of persons under 5 years of age than the City of Miami -a higher percentage of persons under 18 years of age than the City of Miami -a lower percentage of persons 65 years of age and over than the City of Miami -an unemployment rate higher than the City of Miami -a lower percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income lower than the City of Miami -a lower percentage of households receiving government payments than the City of Miami -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -a higher percentage of its black population below poverty level than the City of Miami -a higher percentage of its Hispanic population below poverty level than the City of Miami -a lower percentage of homeownership than the City of Miami -a higher vacancy rate than the City of Miami -a lower median value for owner -occupied housing units than the City of Miami -a lower median contract rent than the City of Miami Change: Wynwood CD Target Azaa 1970 to 1980 The 1980 U.S. Census enumerated 17687 persons in Wynvood. In 1970 the population count was 18972. The numeric change in population between 1980 and 1970 is -1285. This represents a percentage change of -6.8. In 1980 Wynwood was home to 11027 whites, 4092 blacks and 2568 persons of other races. The 1970 Census counted 15613 whites, 3172 blacks and 187 persons of other races. Additionally, in 1980, 8868 Hispanics were counted in Wynvood. This represents an absolute decrease of 1458 Hispanics between 1980 and 1970, or a percentage decrease of -14.1. The Census counted 7322 households in Wynvood in 1980. In 1970, 7364 households were counted. Therefore, the number of households between 1980 and 1970 decreased by -0.6 percent. The number of families decreased by 676 or -14.7 percent between 1980 and 1970. In 1980 there were 3936 families in Wynvood compared to 4612 families in 1970. In 1980 the civilian labor force in Wynvood was 8564. In 1970 the civilian labor force was 8986 persons. The absolute change in the civilian labor force between 1980 and .1970 is -422. This means that the civilian labor force decreased by -4.7 percent between 1980 and 1970. The Census reports that in 1980, 663 persons or 7.74 percent of the civilian labor force was unemployed; whereas, in 1970, 336 persons or 3.74 percent of the civilian labor force was unemployed. The median family income increased from 6266.00 in 1970 to 9971.00 in 1980. This represents an increase of approximately 59.1 percent. The number of families below poverty level in 1980 was 1202; whereas, the number of families below poverty level in 1970 was 1091. The number of families below poverty level between 1980 and 1970 increased by 10.2 percent. In 1980, 31 percent of the families were below poverty level and in 1970, 24 percent of the families were below poverty level. The number of persons below poverty level increased from 5636 to 5929 between 1970 and 1980. In 1980, 34 percent of the Population of Wynwood was below poverty level; whereas, in 1970, 30 percent of the population was below poverty level. Additionally, in 1980, 43 percent of the black population vas below poverty level and 40 percent of the Hispanic. In 1970, 37 percent of the black population was below poverty level and 29 percent of the Hispanic. III-28 6a- i :36 Housing characteristics In 1980, 8170 year-round housing units were counted in Wynvood. The 1970 Census counted 7889 units. This represents an increase of 3.6 percent. The number of ovner-occupied housing units in 1980 was 1387 compared to 1133 in 1970. In 1980 there were 881 vacant housing units; whereas, in 1970 there were 525 vacant units. This means that 10.78 percent of the units were vacant in 1980 and 6.65 percent were vacant in 1970. The median value of a owner -occupied unit was 38725.00 in 1980 and 15650.00 in 1970. This represents an increase of more than 145 percent. Median contract rent rose from 97.00 in 1970 to 164.00 in 1980. Vymwood CD Target Area Demographic and Socio-Ecomaic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Demographic Characteristics Total Persons 18972 17687 -1205 -6.8 Persons Under 5 years 1311 1279 -32 -2.4 Persons Under 18 years 4670 4117 -553 -11.8 Persons 65 years and over 2766 2103 .663 -24.0 White Persons 15613 11027 -4586 -29.4 Black Persons 3172 4092 920 29.0 Other Persons 187 2568 2381 1273.3 Total Hispanic Persons 10326 6868 -1458 -14.1 Persons of Mexican Origin 47 70 23 48.9 Persons of Puerto Rican Origin 1763 2490 707 39.7 Persons of Cuban Origin 6849 3186 -3663 -53.5 Persons of Other Hispanic Origin 1647 3122 1475 89.6 Total Number of Households 7364 7322 -42 -0.6 Total Number of Families 46t2 3936 -676 -14.7 Labor Force Characteristics Total Civilian Labor Force 6986 8564 -422 -4.7 Persons Employed 8650 7901 -749 -0.7 Persons Unemployed 336 663 327 97.3 Civilian Persons 16 to 19 years n.a. 1056 n.a. n.s. Not Enrolled In School 645 n.a. n.a. Not High School Graduate 434 n.a. n.a. Unemployed 29 n.a. n.a. Not In Work Force 162 n.a. n.a. Persons Completing High School 3087 2945 -142 -4.6 Female Workers In Labor Force wl Children Under 6 years 415 374 -41 -9.9 Income and Poverty Characteristics Median Family Income 6266.00 9971.00 3705.00 59.1 Mean Family Income 7581.00 13774.00 6193.00 81.7 Number of Households w/ Social Security 901 1417 516 57.3 w/ Public Assist. Income 613 1011 398 64.9 w/ Soc Sec ♦ Public Assist. 1514 2420 914 60.4 Mean Family Income Female -headed Househlds w/ Dependent Children n.a. 5372.00 n.a. n.a. Families Below Poverty Level 1091 1202 111 10.2 Female -beaded Families Below Poverty level 271 575 304 112.2 Persons Below Poverty level 5636 5929 293 5.2 Persons Under 18 Below Poverty Level 1911 1954 43 2.3 Persons 65 years and older Below Poverty Level n.a. 494 n.A. n.a. Black Persons Below Poverty Level 1267 1770 503 39.7 Hispanic Persons Below Poverty level 3014 3287 273 9.1 i s- IL III-29 I I Ab401ete Change Percent Ch4W coconut Grove Demographic and 8oaio-economic Profile 1970 1900 1970-19BO 1970-1980 Mousing Characteristics According to the 1980 Census Coconut Grove has Total Year-round Units owner -occupied Units 1889 1133 8170 1387 281 254 3.6 22.4 -a 198o population of 15096 Renter -occupied Units Vacant Unit5 6231 525 5902 Bel -329 356 -5.3 67.8 -the lowest percentage of persons under 5 years of age in Units tatting Complete Pluabtng the City of Miami Omer -occupied Renter -occupied 38 343 19 160 -19 -193 -50.0 -53.4 -a lover percentage of persons under 18 years of age than Total Units 381 179 -202 -53.0 the City of Miami Persons Per Room 1.01 to 1.50 595 617 22 3.7 -a lover percentage of persons 65 years of age and over 1.51 and Up 1242 1148 -194 -15.6 than the City of Miami Total 1837 1665 -172 .9.4 Median Value Owner -occupied Units 15650.00 38725.00 23075.00 147.4 -an unemployment rate lower than the City of Miami Median Contract Aent 97.00 164.00 67.00 69.1 -the lowest percentage of female workers in the labor force with children under 6 years of age in the City of Miami In.a.l - Mot available 1970 Data suppressed -the highest median family income higher in the City of Miami -the lowest percentage of households receiving government payments in the City of Miami -the lowest percentage of families below poverty level in the City of Miami -a lover percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -a lower percentage of its black population below poverty level than the City of Miami -a lover percentage of its Hispanic population below poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a higher vacancy rate than the City of Miami -the highest median value for owner -occupied housing units in the City of Miami -the highest median contzact rent in the City of Miami III-30 In 1980, 8220 year-round housing units were counted in Coconut Grove. The 1970 Census counted 6746 units. This represents an increase of 21.9 percent. The number of owner -occupied housing units in 1980 was 3849 compared to 3197 in 1970. In 1980 there were 809 vacant housing units; whereas, in 1970 there were 278 vacant units. This means that 9.84 percent of the units were vacant in 1980 and 4.12 percent were vacant in 1970. The median value of a owner -occupied unit was 94367.00 in 1980 and 24567.00 in 1970. This represents an increase of more than 280 percent. Median contract rent rose from 166.00 in 1970 to 308.00 in 1980. I I I I I u 0 Change: Coconut Grove 1970 to 1980 The 1980 U.S. Census enumerated 15096 persons in Coconut Grove. In 1970 the population count was 16026. The numeric change in population between 1980 and 1970 is -930. This represents a percentage change of -5.8. In 1980 Coconut Grove was home to 12359 whites, 2444 blacks and 293 persons of other races. The 1970 Census counted 12076 whites, 3875 blacks and 75 persons of other races. Additionally, in 1980, 2514 Hispanics were counted in Coconut Grove. This represents an absolute increase of 1005 Hispanics between 1980 and 1970, or a percentage increase of 66.6. The Census counted 7566 households in Coconut Grove in 1980. In 1970, 6468 households were counted. Therefore, the number of households between 1980 and 1970 increased by 17 percent. The number of families decreased by 386 or -10.1 percent between 1980 and 1970. In 1980 there were 3448 families in Coconut Grove compared to 3834 families in 1970. In 1980 the civilian labor force in Coconut Grove was 8886. In 1970 the civilian labor force was 8161 persons. The absolute change in the civilian labor force between 1980 and 1970 is 725. This means that the civilian labor force increased by 8.9 percent between 1980 and 1970. The Census reports that in 1980, 223 persons or 2.51 percent of the civilian labor force was unemployed; whereas, in 1970, 308 persons or 3.77 percent of the civilian labor force was unemployed. Income and Poverty Characteristics The median family income increased from 12729.00 in 1970 to 30251.00 in 1980. This represents an increase of approximately 135 percent. The number of families below poverty level in 1980 was 254; whereas, the number of families below poverty level in 1970 was 352. The number of families below poverty level between 1980 and 1970 decreased by -27.8 percent. In 1980, 7 percent of the families were below poverty level and in 1970, 9 percent of the families were below poverty level. The number of persons below poverty level decreased from 2274 to 1908 between 1970 and 1980. In 1980, 13 percent of the Population of Coconut Grove was below poverty level; whereas, in 1970, 14 percent of the population was below poverty level. Additionally, in 1980, 22 percent of the black population was below poverty level and 20 percent of the Hispanic. In 1970, 26 percent of the black population was below poverty level and 7 percent of the Hispanic. 88- / .;6 III-31 ;Cocoomt Grove Demographic and Socio-Ecoommic Characteristics Absolute Change Percent Change 1970 1980 1970-1990 1970-1990 Demooradhic Characteristics Total Persons 16026 150% -930 -5.6 Persons Under 5 years 904 496 -408 -45.1 Persons Under 10 years 3771 2177 -1594 -42.3 Persons 65 years and over 1900 2167 267 14.1 Nhite Persons 12076 12359 263 2.3 black Persons 3975 2444 -1431 -36.9 Other Persons 75 293 210 290.7 Total Hispanic Persons 1509 2514 1005 66.6 Persons of flewan Origin 18 50 32 177.6 Persons of Puerto Rican Origin 96 116 20 20.8 Persons of Cuban Origin 913 1509 676 74.0 Persons of Other Hispanic Origin 482 759 277 57.5 Total Number of Households b468 7566 10" 17.0 Total *umber of Families 3834 3448 -386 -10.1 Labor force Characteristics Total Civilian Labor Force 8161 8886 725 8.9 Persons Employed 7053 6663 810 10.3 Persons Unemployed 302 223 -65 -27.6 Civilian Persons 16 to 19 years a.a. 695 n.a. n.a. Not Enrolled In School 133 n.a. n.a. Not High School Graduate 70 n.a. n.a. Unemployed 0 n.a. n.a. Not In Mork Force 19 n.a. a.a. Persons Completing High School 2323 2191 -132 -5.7 Female Morkers In Labor Force a/ Children Under 6 years 216 178 -36 -17.6 Income and Poverty Characteristics ,Median Family Income 12729.00 30251.00 17522.00 137.7 ,Mean family Income 18221.00 42614.00 24393.00 133.9 Number of households a/ Social Security 765 1586 821 107.3 iw/ Public Assist. Income 215 386 171 79.5 40/ Sol Sec • Public Assist. 990 1972 992 101.2 ,lean Family Income Female -headed Househlds wi Dependent Children n.a. 21918.00 n.a. n.a. Families below Poverty level 352 254 -98 -27.8 Female-headea Families Below Poverty Level 141 137 -4 -2.8 Persons Below Poverty Level 2274 1908 -366 -16.1 Persons Under 18 Below Poverty level 703 360 -343 -46.0 Persons 65 years and older Below Poverty level n.a. 201 n.a. n.a. Black Persons Below Poverty Level 1013 533 -480 -47.4 hispanic Persons below Poverty level 110 513 403 366.4 Absolute Change Percent C14ege 1970 1980 1970-1980 1970-1900 Housina Charactenstic5 Total Year-round Units 6746 8220 1474 21.9 Owner -occupied Units 3197 3849 632 20.4 Renter -occupied Units 3271 3562 291 8.9 Vacant Units 278 809 531 191.0 Units Lacking Complete Plumbing Owner -occupied 77 31 -46 -59.7 Renter -occupied 71 40 -31 -43.7 Total Units 148 71 -77 -52.0 Persons Per Room 1.01 to 1.50 226 163 -63 -27.9 1.51 and Up 311 213 -98 -31.5 Total 537 376 -161 -30.0 Median Value Owner -occupied Units 24567.00 94367.00 69800.00 264.1 Median Contract Rent 166.00 300.00 142.00 05.5 ln.i.i - Not available M--1 - Data suppressed 88 I.36 III-32 IFlagami Demographic and Socio-economic Profile According to the 1980 Census Flagami has -a 1980 population of 42856 -a lower percentage of persons under 5 years of age than the City of Miami -a lower percentage of persons under 18 years of age than the City of Miami -a lower percentage of persons 65 years of age and over than the City of Miami -an unemployment rate lower than the City of Miami -a lower percentage of with children under 6 female workers in the labor force of age than the City of Miami years -a median family income higher than the City of Miami -a lower percentage of households receiving government payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lower percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -a lower percentage of its Hispanic population below poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a higher median contract rent than the City of Miami I I Change: Flagami 1910 to 1980 The 1980 U.S. Census enumerated 42856 persons in Flagami. In 1970 the Flagami population count was 32596. The numeric change in population between 1980 and 1970 is 10260. This represents a percentage change of 31.5. In 1980 Flagami was home to 40570 whites, 339 blacks and 1947 persons of other races. The 1970 Census counted 32319 whites, 75 blacks and 202 persons of other races. Additionally, in 1980, 35003 Hispanics were counted in Flagami. This represents an absolute increase of 17824 Hispanics between 1980 and 1970, or a percentage increase of 103. The Census counted 15742 households in Flagami in 1980. In 1970, 11475 households were counted. Therefore, the number of households between 1980 and 1970 increased by 37.2 percent. The number of families increased by 3221 or 36.3 percent between 1980 and 1970. In 1980 there were 12104 families in Flagami compared to 8883 families in 1970. In 1980 the civilian labor force in Flagami was 24023. In 1970 the civilian labor force was 16891 persons. The absolute change in the civilian labor force between 1980 and 1970 is 7132. This means that the civilian labor force increased by 42.2 percent between 1980 and 1970. The Census reports that in 1980, 1314 persons or 5.47 percent of the civilian labor force was unemployed; whereas, in 1970, 645 persons or 3.82 percent of the civilian labor force was unemployed. Income and Poverty Characteristics The median family income increased from 9408.00 in 1970 to 18416.00 in 1980. This represents an increase of approximately 95 percent. The number of families below poverty level in 1980 was 1224; whereas, the number of families below poverty level in 1970 was 727. The number of families below poverty level between 1980 and 1970 increased by 68.4 percent. In 1980, 8 percent of of the families were below poverty level and in 1970, 8 percent of the families were below poverty level. The number of persons below poverty level increased from 3306 to 5145 between 1970 and 1980. In 1980, 12 percent of the population of Flagami was below poverty level; whereas, in 1970, 10 percent of the population was below poverty level. Additionally, in 1980, 12 percent of the Hispanic population was below poverty level. In 1970, 10 percent of the Hispanic population was below.poverty level. 88— - 3s, III-33 I I Ll I I I I a I l� I U I r I Housing Characteristics in 1980, 16649 year-round housing units were counted in Flagami. The 1970 Census counted 11715 units. This represents an increase of 42.1 percent. The number of ovner-occupied housing units in 1980 was 8133 compared to 6908 in 1970. In 1980 there were 953 vacant housing units; whereas, in 1970 there were 240 vacant units. This means that 5.72 percent of the units were vacant in 1980 and 2.05 percent were vacant in 1970. The median value of a owner -occupied unit was 49850.00 in 1980 and 16300.00 in 1970. This represents an increase of more than 200 percent. Median contract rent rose from 141.00 in 1970 to 230.00 in 1980. Flagaui Demographic and Socio-Econonic Characteristics Absolute Change Percent Ckamge 1970 1980 1970-1980 1970-1180 DeaOaraphic Characteristics Total Persons Persons Under 5 years Persons Under 18 years Persons 65 years and over White Persons Black Persons Other Persons Total Hispanic Persons Persons of Mexican Origin Persons of Puerto Rican Origin Persons of Cuban Origin Persons of Other Hispanic Origin Total Number of Households Total Number of Families Labor Force Characteristics Total Civilian Labor Force Persons Employed Persons Unemployed Civilian Persons 16 to 19 years Not Enrolled In School Not High School Graduate Unemployed Not In Work Force Persons Completing High School Female Workers In Labor Force w/ Children Under 6 years Income and Poverty Characteristics Median Family Income Mean Family Income Number of Households v/ Social Security w/ Public Assist. Income w/ Soc Sec + Public Assist. Mean Family Income Female -headed Househlds w/ Dependent Children Families Below Poverty level Female -headed Families Below Poverty Level Persons Below Poverty level Persons Under IB Below Poverty level Persons 65 years and older Below Poverty Level Black Persons Below Poverty level Hispanic Persons Below Poverty level 32956 42856 10260 31.5 1611 1710 99 6.1 7276 9130 854 11.7 4175 7061 2886 69.1 32319 40570 U51 25.5 75 339 264 352.0 202 1947 1745 863.9 17179 35003 17824 103.8 35 132 97 277.1 470 1083 613 130.4 14335 28736 14401 100.5 2339 5052 2713 116.0 11475 15742 4267 37.2 8883 12104 3221 36.3 16891 24023 7132 42.2 16246 22709 6463 39.8 645 1314 669 103.7 n.a. 3105 n.a. n.a. 679 n.a. n.a. 291 n.a. n.a. 19 n.a. n.a. 76 n.a. n.a. 6451 8614 2163 33.5 592 791 189 31.9 9408.00 18416.00 9006.00 95.7 10130.00 21148.00 11018.00 108.8 193E 4144 2206 113.9 950 2413 1463 154.0 2888 6557 3669 127.0 n.a. 10066.00 n.a. n.a. 727 1224 497 68.4 124 339 215 173.4 3306 5145 1839 53.6 732 1326 594 81.1 n.a. 1249 n.a. n.a. 1779 4356 2579 145.0 88-736' III-34 Absolute Change Percent Change 1970 19BD 1970-1900 1970-19BO Nousina Characteristics Total Year-round Units 11715 16649 4934 42.1 Owner-aCCYPle4 Units 69M elm 1225 17.7 Renter -occupied Units 4567 7563 29% 65.6 Vacant Units 240 953 713 �71 Units Lacamg Complete Plumbing Owner -occupied 18 61 -17 -21.8 Renter -occupied 60 176 116 193.3 Total Units 138 237 99 71.7 Persons Per Rao 1.01 to 1.50 646 1355 5" 60.2 1.51 and Up 757 1776 1019 134.6 Total 1603 3131 1520 95.3 ttedian Value Owner -occupied Units 16300.00 49850.00 33550.00 205.8 Ned, Contract Rent 141.00 230.00 89.00 63.1 rn.a.) - Not available 1--) - Data suppressed Grapeland Heights -Sewell Park Demographic and SoCio-economic Profile According to the 1980 Census, Grapeland Heights -Sewell Park has: -a 1980 population of 17,676 -a lower percentage of persons under 5 years of age than the City of Miami -a lower percentage of persons under 18 years of age than the City of Miami -a higher percentage of persons 65 years of age and over than the City of Miami -an unemployment rate lower than the City of Miami -a lower percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income higher than the City of Miami -a higher percentage of households receiving government payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lower percentage of persons below poverty level than the City of Miami -a higher percentage of persons 65 years of age and over below the Poverty level than the City of Miami -a lower percentage of its Hispanic population below the poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a median contract rent that slightly exceeds that of the City of Miami. 88-73� III-35 Change: Grapeland/Sewell Park 1970 to 1980 Demographic Characteristics The 1989 u.S. Census enumerated 17,676 person in Grapeland Heights -Sewell Park. In 1970 the population count was 15,266. The increase in population between 1Q70 and 1980 was 2,410. This represents a change of 15.8 percent. 1n 1Q80, Grapeland Heights -Sewell Park was home to 1F,754 whites and 284 blacks. The 1970 census counted 15,113 whites and 73 blacks. Additionally, in 19BD, 14,Da1 Hispanics were counted in the area. This represents an absolute increase of ?,773 Hispanics between 1980 and 197n, or an increase of 36.7 percent. The Census counted 6.642 households in the community in 19R0. In 1970, 4,969 households were counted. Therefore, the number of households between 1970 and 199D increased by 33.7 percent. The number of families increased by 681 or 16.9 percent between 1970 and 1980. In 1980 there were 4,717 families as compared with 4,036 families in 1970. Labor Force Characteristics in 1980 the civilian labor force in Grapeland Heights -Sewell Park was 8,213. In 1970 the civilian labor force was 7,527 persons. The absolute change in the civilian labor force between 1970 and 1980 was 686. This means that the civilian labor force increased by 9.1 percent between 1970 and 1980. The Census reports that in 1980, 428 persons, or 5.2 percent of the civilian labor force were unemployed; while, in 1970, 312 persons, or 4.2 percent of the civilian labor force, were unemployed. income and Poverty Characteristics The median family income increased from $8,373 in 1970 to $14,474 in 1980. This represents an increase of approximately 72.9 percent. The number of families below the poverty level in 1980 was 723; whereas, the number of families below the poverty level in 1970 was 389. The number of families below the poverty level between 1970 and 1980 increased 88.4 percent. In 1980, 15.5 percent of the families was below the poverty level and in 1970, 9.6 percent of the families was below the poverty level. The number of persons below the poverty level increased from 1,947 to 3,452 between 1970 and 1980. In 1980, 19.5 percent of the population of Grapeland Heights -Sewell Park was below the poverty level; whereas, in 1970, 12.8 percent of the population was below the poverty level. Additionally, in 1980, 20.1 percent of the Hispanic population was below the poverty level. In 1970, 15.1 percent of the Hispanic population was below the poverty level. Housing Characteristics In 19B0, there were 6,847 year-round housing units in Grapeland Heights -Sewell Park. The 1970 Census count was 6,847 units. This represents an increase of 34.8 percent. The number of owner -occupied housing units in 1980 was 2.901 compared to 2,759 in 1970. In 1980 there were 175 vacant housing units; whereas, in 1970 there were 109 vacant units. This means that 2.6 percent of the units were vacant in 1980 and 2.1 percent were vacant in 1970. The median value of an owner -occupied unit was $48,600 in 1980 and $16,150 in 1970. This represents an increase of more than 200 percent. Median rent rose from $114 in 1970 to $189 in 1980. 88— 73L' III-36 I D U I L, I I I I i 1 .1 forapeland 41eights-Sewell Park Demographic and Socio-Eci)Mic Characteristics Absolute Change Percent Change DoMraphic Characteristics 1970 1980 1970-1900 I970-1980 Total Persons 15,266 17,676 2,410 15.81 Persons Under 5 fears 763 722 (41) (5.4) Persons Under 18 years 3,645 3,166 (477) (13.1) Persons 65 years and Over 2,214 31839 1,625 73.4 Mite Persons 15,113 15,754 641 4.2 Black Persons 73 294 221 302.7 Other Persons n.a. n.a. 0 11.11. Total Hispanic Persons 10,268 14,041 3,773 36.7 Persons of Mexican Origin It 49 38 345.5 Persons of Puerto Rico Origin 162 368 206 127.2 Persons of Cuban Origin 9,040 12,202 3,162 35.0 Persons of Other Hispanic Origin 1,055 1,422 367 34.8 Total Mumber of Households 4,%9 6,642 1,673 33.7 Total Number of families 4,036 4,717 681 16.9 Labor force Characteristics Total Civilian Labor force 7,527 8,213 686 9.1 Persons Employed 7,215 7,785 570 7.9 Persons Unemployed 312 421 116 37.2 Civilian Persons 16 to 19 years 6.4 1,048 1,00 o.a. Mot Enrolled In School 288 20 n.a. Mot High School Graduate IN 164 N.A. Unemployed 14 14 11.6. Not Is Mork force 57 57 n.a. Persons Completing High School 2,789 3,172 383 13.7 Female klorkers In Labor force a/Children Under 6 years 292 230 (62) (11.2) Income and Poverty Characteristics Median family Income $0,373 $14,474 $6,101 72.9 Mean family Income $9,421 $17,246 $7,825 83.1 lumber of Households w/social Security 793 2,026 1,233 155.5 w/Public Assist. Income 446 1,670 1,224 274.4 v/Soc. Sec. 4 Public Assist. 1,239 3,6% 2,457 198.3 Families Below Poverty Level 399 733 344 80.4 Mean Family Income Female -headed below Poverty Level 11.11 810,135 $10,135 111.11. Persons Below Poverty Level 1,947 3,452 1,505 77.3 Persons Under 18 Below Poverty Level 533 540 7 1.3 Persons 65 years and Older Below Poverty Level 8.8. 1,332 1,332 11.11. 'lack Persons Below Poverty Level 0 0 0 a.a. Mi psmic Persons Below Poverty Level 1,557 2,819 1,262 81.1 6rapeland Heights-Sevell Park Oes"Whic and Socio'ECememic Characteristics Absolute Champ Percent Change 1970 1980 1970-INN 1170-19M Housing Characteristics Total year-round Units Owner -occupied Units Renter -occupied Units Vacant Units Units Lacking Complete Plumbing Ovner-occupied Renterloccupied Total Persons Per Room 1.01 to 1.50 1.51 and Up Total Median Value Ovner-occupied Units Median Contract Rent 5078 6847 1,769 34.91 2759 2901 142 3.1 2210 3771 1,561 70.6 109 175 66 60.6 42 24 (18) (42.9) 33 92 59 178.1 75 116 41 54.7 492 507 15 3.0 491 676 185 37.7 983 1183 200 20.3 $16,150 448,600 132,450 200.9 $114 $189 $75 65.8 Ss-736 M III-37 Northeast Demographic and Socio-economic Profile According to the 1980 Census Northeast has -a 1980 population of 13244 -a lower percentage of persons under 5 years of age than the City of Miami -a lower percentage of persons under 18 years of age than the City of Miami -a higher percentage of persons 65 years of age and over than the City of Miami -an unemployment rate lower than the City of Miami -a lower percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income higher than the City of Miami -a lower percentage of households receiving government payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lower percentage of persons below poverty level than the City of Miami -the lowest percentage of persons 65 years of age and over below poverty level in the City of Miami -a lower percentage of its black population below poverty level than the City of Miami -a lower percentage of its Hispanic population below poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a higher median contract rent than the City of Miami Change: Northeast 1970 to 1980 The 1980 U.S. Census enumerated 13244 persons in Northeast. In 1970 the population count was 10531. The numeric change in population between 1980 and 1970 is 2713. This represents a percentage change of 25.8. In 1980 Northeast was home to 10739 whites, 1743 blacks and 762 persons of other races. The 1970 Census counted 10446 whites, 29 blacks and 56 persons of other races. Additionally, in 1980, 3339 Hispanics were counted. This represents an absolute increase of 1558 Hispanics between 1980 and 1970, or a percentage increase of 87.5. The Census counted 6353 households in Northeast in 1980. In 1970, 4946 households were counted. Therefore, the number of households between 1980 and 1970 increased by 28.5 percent. The number of families increased by 121 or 4.1 percent between 1980 and 1970. In 1980 there were 3078 families in Northeast compared to 2957 families in 1970. In 1980 the civilian labor force in Northeast was 7157. In 1970 the civilian labor force was 4898 persons. The absolute change in the civilian labor force between 1980 and 1970 is 2259. This means that the civilian labor force increased by 46.1 percent between 1980 and 1970. The Census reports that in 1980, 307 persons or 4.29 percent of the civilian labor force was unemployed; whereas, in 1970, 147 persons or 3.0 percent of the civilian labor force was unemployed. The median family income increased from 12561.00 in 1970 to 20370.00 in 1980. This represents an increase of approximately 62 percent. The number of families below poverty level in 1980 was 277; whereas, the number of families below poverty level in 1970 was 186. The number of families below poverty level between 1980 and 1970 increased by 48.9 percent. In 1980, 9 percent of the families were below poverty level and in 1970, 6 percent of the families were below poverty level. The number of persons below poverty level increased from 1096 to 1790 between 1970 and 1980. In 1980, 14 percent of the population of Northeast was below poverty level; whereas, in 19701 10 percent of the population was below poverty level. Additionally, in 1980, 19 percent of the black population was below poverty level and 21 percent of the Hispanic. In 1970, 6 percent of the Hispanic population was below poverty level. III-38 Housing characteristics In 1980, 6882 year-round housing units were counted in Northeast. The 1970 Census counted 5361 units. This represents an increase of 28.4 percent. The number of owner -occupied housing units in 19BO was 2554 compared to 2396 in 1970. In 1980 there were 480 vacant housing units; whereas, in 1970 there were 415 vacant units. This means that 6.97 percent of the units were vacant in 1980 and 7.74 percent were vacant in 1970. The median value of a owner -occupied unit was 72050.00 in 1980 and 28850.00 in 1970. This represents an increase of more than 145 percent. Median contract rent rose from 119.00 in 1970 to 218.00 in 1980. Northeast knographic and Socio-Ec000eic Characteristics Absolute Change Percent Champ 1970 1980 1970-1980 1970-1990 Demographic Characteristics Total Persons Persons Under 5 years Persons Under 18 years Persons 65 years and over White Persons Black Persons Other Persons Total Hispanic Persons Persons of Mexican Origin Persons of Puerto Rican Origin Persons of Cuban Origin Persons of Other Hispanic Origin Total Number of Households Total Number of Families Labor Force Characteristics Total Civilian Labor Force Persons Employed Persons Unemployed Civilian Persons 16 to 19 years Not Enrolled In School Not High School Graduate Unemployed Not In Work Force Persons Completing High School Female Workers In Labor Force w/ Children Under 6 years Income ana Poverty Characteristics Median Family Income Mean Family Income Number of Households Y/ Social Security Y/ Public Assist. Income v/ Sac Sec + Public Assist. Mean Family Income Female -headed Househlds Y/ Dependent Children Families Below Poverty level Female -headed Families Below Poverty Level Persons Below Poverty Level Persons Under IB Below Poverty Level Persons 65 years and older Below Poverty Level Black Persons Below Poverty Level Hispanic Persons Below Poverty level 10531 13244 2713 25.8 288 634 346 120.1 1479 1898 419 28.3 2654 2549 -105 -4.0 10446 10739 293 2.8 29 1743 1714 5910.3 56 762 706 1260.7 1761 3339 1558 87.5 18 86 68 377.8 29 462 433 1493.1 1171 1129 -43 -3.7 563 1663 1100 193.4 4946 6353 1407 28.5 2957 3079 121 4.1 4898 7157 2259 46.1 4751 6850 20" 44.2 147 307 160 108.8 n.a. 389 n.a. n.a. 132 n.a. O.A. 68 n.a. n.a. 0 n.a. n.a. 47 n.a. n.a. 260B 3165 557 21.4 69 205 136 197.1 12561.00 20370.00 7809.00 62.2 17088.00 36298.00 19210.00 112.4 1121 1729 608 54•2 111 319 209 187.4 1232 204E 916 66•2 n.a. 12448.00 n•a• n.a. t86 277 91 40•9 19 72 43 148.3 1096 1790 694 63.3 64 437 373 582.8 n.a. 255 n.a. n.a. - 325 n.a. n.a. 104 699 595 572.1 III-39 Absolmte Change Percent Change 1970 1980 1970-1990 1970-1980 Mousing Characteristics Total Year-round Units 5361 6BB2 1521 20.4 DYner-occupied Units 2396 2554 158 6.6 Renter -occupied Units 2550 3046 1290 50.9 Vacant Units 415 400 65 15.7 Units lacking Complete Plumbing Orner-occupied 57 14 -43 -75.4 Renter -occupied 49 54 5 10.2 Total Units 106 68 -30 -35.8 Persons Per Room 1.01 to 1.50 118 221 103 87.3 1.51 and Up 161 367 206 126.0 Total 279 588 309 110.E Median Value Ouner-occupied Units 28850.00 72050.00 43200.00 149.7 Median Contract Rent 119.00 21B.00 99.00 83.2 (Oa.) - Not available ( — ) - Data suppressed Northeast Demographic and Socio-economic Profile According to the 1980 Census Northeast has -a 1980 population of 13244 -a lover percentage of persons under 5 years of age than the City of Miami -a lover percentage of persons under 18 years of age than the City of Miami -a higher percentage of persons 65 years of age and over than the City of Miami -an unemployment rate lover than the City of Miami -a lover percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income higher than the City of Miami -a lover percentage of households receiving government payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lover percentage of persons below poverty level than the City of Miami -the lowest percentage of persons 65 years of age and over below poverty level in the City of Miami -a lower percentage of its black population below poverty level than the City of Miami -a lover percentage of its Hispanic population below poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a lower vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a higher median contract rent than the City of Miami J �(; sSr III-40 Change: Northeast 1970 to 1980 The 1980 U.S. Census enumerated 13244 persons in Northeast. In 1970 the population count was 10531. The numeric change in population between 1980 and 1970 is 2713. This represents a percentage change of 25.8. In 1980 Northeast was home to 10739 whites, 1743 blacks and 762 persons of other races. The 1970 Census counted 10446 whites, 29 blacks and 56 persons of other races. Additionally, in 1980, 3339 Hispanics were counted. This represents an absolute increase of 1558 Hispanics between 1980 and 1970, or a percentage increase of 87.5. The Census counted 6353 households in Northeast in 1980. In 1970, 4946 households were counted. Therefore, the number of households between 1980 and 1970 increased by 28.5 percent. The number of families increased by 121 or 4.1 percent between 1980 and 1970. In 1960 there were 3078 families in Northeast compared to 2957 families in 1970. In 1980 the civilian labor force in Northeast was 7157. In 1970 the civilian labor force was 4898 persons. The absolute change in the civilian labor force between 1980 and 1970 is 2259. This means that the civilian labor force increased by 46.1 percent between 1980 and 1970. The Census reports that in 1980, 307 persons or 4.29 percent of the civilian labor force was unemployed; whereas, in 1970, 147 persons or 3.0 percent of the civilian labor force was unemployed. The median family income increased from 12561.00 in 1970 to 20370.00 in 1980. This represents an increase of approximately 62 percent. The number of families below poverty level in 1980 was 277; whereas, the number of families below poverty level in 1970 was 186. The number of families below poverty level between 1980 and 1970 increased by 48.9 percent. In 1980, 9 percent of the families were below poverty level and in 1970, 6 percent of the families were below poverty level. The number of persons below poverty level increased from 1096 to 1790 between 1970 and 1980. In 1980, 14 percent of the population of Northeast was below poverty level; whereas, in 1970, 10 percent of the population was below poverty level. Additionally, in 1980, 19 percent of the black population was below poverty level and 21 percent of the Hispanic. In 1970, 6 percent of the Hispanic population was below poverty level. In 1980, 6882 year-round housing units were counted in Northeast. The 1970 Census counted 5361 units. This represents an increase of 28.4 percent. The number of owner -occupied housing units in 1980 was 2554 compared to 2396 in 1970. In 1980 there were 480 vacant housing units; whereas, in 1970 there were 415 vacant units. This means that 6.97 percent of the units were vacant in 1980 and 7.74 percent were vacant in 1970. The median value of a owner -occupied unit was 72050.00 in 1980 and 28850.00 in 1970. This represents an increase of more than 145 percent. !Median contract rent rose from 119.00 in 1970 to 218.00 in 1980. III-41 f I 1 1 1 I 1 *ortbeast Oemyraphic and Sotim-Econaic Characteristics Absolute Change Percent Change 1910 1980 1970-1900 1970-1980 Demographic Characteristics Total Persons 10531 13244 2713 25.9 Persons Under 5 years 288 634 346 120.1 Persons Under 18 years 1479 189B 419 28.3 Persons o5 years and over 2654 2549 -105 -4.0 Nhite Persons 10446 10739 293 2.8 black Persons 29 1743 1714 5910.3 Other Persons 56 762 706 1260.7 Total Hispanic Persons 1781 3339 1558 67.5 Persons of flesican Drigin 18 86 68 377.8 Persons of Puerto Rican Origin 29 462 433 1493.1 Persons of Cuban origin 1171 1128 -43 -3.7 Persons of Other Misoanic Origin 563 1663 1100 195.4 Total Number of Households 4946 6353 1407 28.5 Total *umber of Families 2957 3076 121 4.1 Labor Force Characteristics Total Civilian Labor Force 489E 7157 2259 46.1 Persons Employed 4751 6050 20" 44.2 Persons Unemployed 147 307 160 108.8 Civilian Persons 16 to 19 years B.A. 369 n.a. n.a. Not Enrolled In School 132 B.A. n.a. *ot High School Graduate 68 n.a. n.a. Unemployed 0 n.a. n.a. Not In Mork Force 47 n.a. ft.a. Persons Completing High School 2608 3165 557 21.4 Female Yorkers In Labor Force a/ Children Under 6 years 69 205 136 197.1 Income and Poverty Characteristics fkdian Family Income 12561.00 20370.00 7809.00 62.2 *ean Family Income 1708B.00 36298.00 19210.00 112.4 Number of Households v/ Social Security 1121 1729 608 54.2 v/ Public Assist. Income 111 319 208 187.4 m/ So( Sec 4 Public Assist. 1232 2040 816 66.2 !lean Family Income Female -headed Househlds w/ Dependent Children n.a. 12448.00 n.A. n.a. Families below Poverty Level 186 277 91 49.9 Female -headed Families Below Poverty Level 29 72 43 148.3 Persons Below Poverty Level 1096 1790 694 63.3 Persons Under 18 Below Poverty level 64 437 373 502.0 Persons 65 years and older :Below Poverty Level n.a. 255 n.a. n.a. Vact Persons below Poverty level -- 325 n.a. n.a. Hispanic 4lersons below Poverty Level 104 6" 595 572.1 Absolute Change Percent Clays 1970 1980 1970-1980 1970-1980 Housing Characteristics Total year-round Units 5361 6882 1521 28.4 Owner -occupied Units 2396 2554 156 6.6 Renter -occupied Units 2550 3848 1290 50.9 Vacant Units 415 480 65 15.7 Units Lacking Complete Plumbing owner -occupied 57 14 -43 -75.4 Renter -occupied 49 54 5 10.2 Total Units 106 68 -38 -35.8 Persons Per Room 1.01 to 1.50 He 221 103 87.3 1.51 and Up 161 367 206 128.0 Total 279 589 309 110.8 Median Value Owner -occupied Units 28850.00 72050.00 43200.00 149.7 Median Contract Rent 119.00 219.00 99.00 83.2 (n.a.) - Not available (--) - Data suppressed ss-73 ' III-42 Shenandoah Demographic and Socio-economic Profile According to the 1980 Census Shenandoah has -a 1980 population of 30522 -a lower percentage of persons under 5 years of age than the City of Miami -a lower percentage of persons under 18 years of age than the City of Miami -a higher percentage of persons 65 years of age and over than the City of Miami -an unemployment rate lower than the City of Miami -a lower percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income higher than the City of Miami -a higher percentage of households receiving government payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lower percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -the lowest percentage of its Hispanic population below poverty level in the City of Miami -the highest percentage of homeownership in the City of Miami -a lower vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a higher median contract rent than the City of Miami Change: Shenandoah 1970 to 1980 The 1980 U.S. Census enumerated 30522 persons in Shenandoah. In 1970 population count was 26689. The numeric change in population between 1980 and 1970 is 3833. This represents a percentage change of 14.4. In 1980 Shenandoah was home to 29170 whites, 191 blacks and 1161 persons of other races. The 1970 Census counted 26459 whites, 69 blacks and 161 persons of other races. Additionally, in 1980, 22639 Hispanics were counted. This represents an absolute increase of 8743 Hispanics between 1980 and 1970, or a percentage increase of 62.9. The Census counted 11391 households in Shenandoah in 1980. In 1970, 9670 households were counted. Therefore, the number of households between 1980 and 1970 increased by 17.8 percent. The number of families increased by 1076 or 14.5 percent between 1980 and 1970. In 1980 there were 8504 families in Shenandoah compared to 7428 families in 1970. In 1980 the civilian labor force in Shenandoah was 16277. In 1970 the civilian labor force was 12745 persons. The absolute change in the civilian labor force between 1980 and 1970 is 3532. This means that the civilian labor force increased by 27.7 percent between 1980 and 1970. The Census reports that in 1980, 597 persons or 3.7 percent of the civilian labor force was unemployed; whereas, in 1970, 464 persons or 3.6 percent of the civilian labor force was unemployed. The median family income increased from 8994.00 in 1970 to 18267.00 in 1980. This represents an increase of approximately 100 percent. The number of families below poverty level in 1980 was 687; whereas, the number of families below poverty level in 1970 was 686. The number of families below poverty level between 1980 and 1970 increased by 0.1 percent. In 1980, 8 percent of the families were below poverty level and in 1970, 9 percent of the families were below poverty level. The number of persons below poverty level decreased from 3269 to 3095 between 1970 and 1980. In 1980, 10 percent of the population of Shenandoah was below poverty level; whereas, in 1970, 12 percent of the population was below poverty level. Additionally, in 1980, 11 percent of the Hispanic population was below poverty level. In 1970, 10 percent of the Hispanic Population was below poverty level. SS- 7 3C . III-43 Housing Characteristics In 1980, 11790 year-round housing units were counted in Shenandoah. The 1970 Census counted 9933 units. This represents an increase of 18.7 percent. The number of ovner-occupied housing units in 1980 was 6024 compared to 5789 in 1970. In 1980 there were 449 vacant housing units; whereas, in 1970 there were 263 vacant units. This means that 3.8 percent of the units vere vacant in 1980 and 2.6 percent were vacant in 1970. The median value of a owner -occupied unit was 52140.00 in 1960 and 17220.00 in 1970. This represents an increase of more than 200 percent. 44edian contract rent rose from 116.00 in 1970 to 235.00 in 1980. Sleeandoak D"rapkic and Socio-Econnic Claracteristics Absolute Ckange Percent Ckamge 1970 1980 1970-1990 1970-1980 Demographic Characteristics Total Persons 26689 30522 3833 14.4 Persons Under 5 years 1230 1269 59 4.8 Persons Under 18 years 5548 5582 34 0.1 Persons 65 years and over Soil 6085 1074 21.4 White Persons 26459 29170 2711 10.2 Black Persons 69 191 122 176.8 Other Persons 161 1161 1000 621.1 Total Hispanic Persons 13896 22639 8743 62.9 Persons of Mexican Origin 54 101 47 87.0 Persons of Puerto Rican Origin 202 530 329 162.4 Persons of Cuban Origin 11330 19192 7862 69.4 Persons of Other Hispanic Origin 2310 2816 506 21.9 Total Number of Households 9670 11391 1721 17.9 Total Number of Families 7428 8504 1076 14.3 Labor Force Characteristics Total Civilian labor Force 12745 16277 3532 27.7 Persons Employed 12281 15680 33" 27.7 Persons Unemployed 464 597 133 28.7 Civilian Persons 16 to 19 years n.a. 2015 B.S. B.S. Not Enrolled In School 498 B.S. B.S. Not High School Graduate 214 B.S. n.a. Unemployed 6 n.a. B.S. Not In Work Force 91 n.a. B.S. Persons Completing High School 5721 6342 621 10.9 Female Workers In labor Force w/ Children Under 6 years 436 626 190 43.6 Income and Poverty Characteristics Median Family Income 8994.00 18267.00 9273.00 103.1 Mean Family Income 9898.00 21342.00 11444.00 113.6 Number of Households w/ Social Security 2033 3668 1635 80•4 w/ Public Assist. Income 760 1700 1020 134.2 v/ Soc Sec + Public Assist. 2793 3448 2655 93.1 Mean Family Income Feeale-headed Househlds w/ Dependent Children n.a. 13145.00 n•a• B.S. Families Below Poverty level 686 697 1 0.0 Female -headed Families Below Poverty level 182 204 22 12.1 Persons Below Poverty level 3269 3095 -174 -5.3 Persons Under 18 Below Poverty level 693 650 -43 -6.2 Persons 65 years and older Below Poverty level B.S. 934 n.a. n•a. Black Persons Below Poverty level Hispanic Persons Below Poverty level 1426 2450 1022 71.6 88-'736' III-44 Absolete Change Percent Change Change- West Little Havana 1970 to 1980 1970 1990 1970-19BO 1970-1990 Nousmo Characteristics Demographic Characteristics total Year-round Units 9933 11790 l857 10.7 Omer-occupied Units 5709 6024 235 4.1 The 1980 U.S. Census enumerated 18,011 persons in West Little Havana. In 1970 Renter -occupied Units 3801 5317 1436 37.0 the population count was 17,267. The increase in population between 1970 and Vacant Units 263 449 IN 70.7 1980 was 744 persons. This represents a change of 4.3 percent. In 1980 West Units Licking Complete Planning Little Havana was home to 17.177 whites and 94 blacks. The 1970 Census Owner -occupied 79 57 .22 -27.8 counted 17,021 whites and 38 blacks. Additionally, in 1980, 15,142 Hispanics $enter -occupied 90 102 12 13.3 were counted in the area. This represents an absolute increase of 3,546 total units 169 159 -10 -5.9 Hispanics between 1970 and 1980, or an increase of 30.6 percent. fersons for Row 1.01 to 1.50 590 B40 260 44.0 The Census counted 7,013 households in the community in 1980. In 1970, 7,715 1.51 and Up 661 909 228 34.5 households were counted. Therefore, the number of households between 1970 and Total 1241 1729 4BB 39.3 1980 decreased by 9.1 percent. The number of families increased by 488 or tledian Value Owner -occupied Units 17220.00 52140.00 34920.00 202.9 10.5 percent between 1980 and 1970. In 1980 there were 4,160 families as Median Contract Rent 116.00 235.00 119.00 102.6 compared with 5,672 families in 1970. 1n.a.l - Mot available Labor Force Characteristics 1--1 - Data suppressed In 1980 the civilian labor force in West Little Havana was 9,502. In 1970 the civilian labor force was 8,327 persons. The absolute change in the civilian labor force between 1970 and 1980 was 1,175. This means that the civilian labor force increased by 14.1 percent between 1970 and 1980. The Census reports that in 1980, 474 persons, or 5.0 percent of the civilian labor forces were unemployed; while, in 1970, 283 persons, or 3.4 percent of the civilian labor force were unemployed. Income and Poverty Characteristics The median family income increased from 58,060 in 1970 to $14,289 in 1980. This represents an increase of approximately 77.3 percent. The number of families below the poverty level in 1980 was 741; whereas, the number of families below the poverty level in 1970 was 570. The number of families below the poverty level between 1970 and 1980 increased by 30 percent. In 1980, 14.4 percent of the families was below the poverty level and in 1970 12.2 percent of the families was below the poverty level. The number of persons below the poverty level increased from 2,582 to 3,191 between 1970 and 1980. In 1980, 17.7 percent of the population of West Little Havana was below the poverty level; whereas, in 1970, 15 percent of the population was below the poverty level. Additionally, in 1980, 18.6 percent of the Hispanic population was below the poverty level. In 1970, 15 percent of the Hispanic population was below the poverty level. SS- 36' III-45 Housing Characteristics West Little Navas 8ee011ephic and Socic4ca is Gerectwistics n ]9R0, there were 7,255 ] year-round housing units in West Little Havana. The YseleteClings, percent amp 1970 Census count was 6,328 units. This represents an increase of 14.7 De.oaraohic Characteristics 1170 1980 1170-1980 19WIM percent. The number of owner -occupied housing units in 1980 was 3,242 17,267 18,011 744 4.3i compared to 2,373 in 1970. In 1980 there were 205 vacant housing units; Total Persons � � (�) (21.2) whereas; in 1970 there were 158 vacant units. This means that 2.8 percent of Persons Under 5 Years the total units was vacant in 1980 and 2.5 percent was vacant in 1970. The Persons Under 18 Years 3,706 2,803 (905) (24.4)d median value of a owner -occupied unit was $49,700 in 1980 and $16,700 in 1970. persons 65 Years anOver 2,861 1,409 I,SIt 51.1 Thisl7 represents an increase of more than 80.3 percent. Median rent rose from White Persons94 021 30 17,177409 156 56 t40.9 $117 in 1970 to $211 in 1980. Black Persons 0 Other Persons n.e. N.A. N.M. Total Hispanic Persons 11,5% 15,142 3,346 36.6 Persons of Me:uan Origin 6 47 41 683.3 Persons of Puerto Rico Origin 246 321 73 30.3 Persons of Cuban Origin 9,946 13,451 3,505 35.2 Persons of Other Hispanic Origin 1,398 1,323 (75) (5.4) Total Number of Households 7,715 7,013 1702) (9.1) Total Number of Families 4,672 5,160 40 10.4 Labor Force Characteristics Total Civilian Labor Force 8,327 9,502 1,175 14.1 Persons Employed 0,044 1,028 994 12.2 Persons Unemployed M 474 191 67.5 Civilian Persons 16 to 19 Years n.a 1,124 1,124 N.A. Not Enrolled In School 263 263 N.A. Not High School Graduate 140 140 N.A. Unemployed 9 9 n.e. Not In Work Force 59 59 N.A. Persons Completing High School 3,444 3,632 In 5.5 Female Workers In Labor Force v/Children Under 6 Years 252 243 (9) (3.6) Income and Poverty Characteristics Median Family Income 48,060 414,289 $6,229 77•3 Nean family Income $8,961 $16,600 47,639 85.2 Number of Households v/social Security 1,009 2,307 1,298 128.6 v/Public Assist. Income 695 1,570 875 123.9 w/Soc. sec. i Public Assist. 1,704 3,877 2,173 127.5 families Below Poverty Level 570 741 171 30.0 Mean Family Income Female -headed Below Poverty Level 0 69,931 $9,938 1.8. Persons Below Poverty Level 2,582 3,191 69 23•6 Persons Under 18 Below Poverty Level 400 606 126 26.3 Persons 65 Years and Older Below Poverty Level N.A. 1,IV I, IV N.A. Black Persons Below Poverty Level 0 0 0 N.A. Hispanic Persons Below Poverty Level 1,736 2,118 I,012 62.3 88- 736' III-46 j 0 U n a I I fl fl H I Most Little Yarans Oenographic and 5ocie4comic Characteristics Ysolste Change Percent Change 1970 19110 1970-l"o 1970-1980 donning Characteristics Total rear -round Units Over -occupied Units Rester -occupied Units vacant Units Units Lading Csaplete Plumbing barr-occupied Renter -occupied Total Persons Per Rom 1.01 to 1.50 1.51 and Up Total dodian iialue Owier-occupied Units Sedian 6ontract Rent fim 7255 927 14.61 21173 3242 369 12.1 3297 3W 511 15.5 15B 205 47 29.7 83 26 (A) (68.7) 91 91 7 7.7 174 124 (50) (28.7) 541 609 60 12.6 653 7" % 14.7 1194 I= 164 13.7 616,100 f49,700 0331000 197.6 $117 $211 $94 80.3 III-47 Buena Vista Demographic and Socio-economic Characteristics Demographic Characteristics Total Persons Persons Under 5 years Percent of Total Persons Persons 65 years and over Percent of Total 1 Persons White Persons Percent -f Total Persons Blacl Persons Percent of Total Persons Other Persons Percent of Total Persons Hispanic Persons Percent of Total Persons Total Number of Households Total 1 Number � �f Families Labor Force Characteristic Total Civilian Labor Force Persons Employed Persons Unemployed Percent of Labor Farce Persons Completing High School Female Workers In Labor Force w/ Children Under b years Percent of Labor Force Income and Poverty Characteristics Median Family Income Mean Family Income Number of Households w/ Social Security w/ Public Assistance Income w/ Soc. Sec. and Public Assist. Percent of Total Households Families Below Poverty Level Percent of Total Families Female -headed Families Below Poverty Level Persons Below Poverty Level Percent � �f Total Persons Persons 65 years and older Below Poverty Level Percent of Persons 65+ Black Persons Below Poverty Level Percent of Blacl:: Persons Hispanic Persons Below Poverty Level Percent of Hispanic Persons 3508 253 7.2 606 17.3 1444 41.2 1930 55.0 134 3.8 788 5 1130 728 1639 1535 104 6 499 88 5.4 $10254 $13873 256 110 366 3:2 189 26.0 101 1005 32.0 60 9.9 756 39.2 249 31.6 8s-'736- Igovntown CD Target Area Demographic and Socio-economic Profile According to the 1980 Census Downtown has -a 1980 population of 4351 -a lower percentage of persons under 5 years of age than the City of Miami -a lower percentage of persons under 18 years of age than the City of Miami -the highest percentage of persons 65 years of age and over in the City of Miami -the highest unemployment rate in the City of Miami -a higher percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income lower than the City of Miami -a higher percentage of households receiving government payments than the City of Miami -a higher percentage of families below poverty level than the City of Miami -a higher percentage of persons below poverty level than the City of Miami -a higher percentage of persons 65 years of age and over below poverty level than the City of Miami -a higher percentage of its black population below poverty level than the City of Miami -a higher percentage of its Hispanic population below poverty level than the City of Miami -the lowest percentage of homeownership in the City of Miami -a higher vacancy rate than the City of Miami -the lowest median value for owner -occupied housing units in the City of Miami -a lower median contract rent than the City of Miami Housing Characteristics Total Year-round Units Owner- .cco.1pied Units Percent of Occup. Units Renter -Occupied Units Percent of Oc cup. Units Vacant Units Percent of Year-round Units Units Lacking Complete Plumbing Owner ,ccupied Renter Occopied Total Units Percent of Total Occ. Units Persons Per Room 1.01 to 1.50 1.51 and Up Total Units Overcrowded Percent of Total Occ. Units Median Value Owner -occupied Units Median Contract Rent (--') Data suppressed sa.�a (Euena Vista East) 1087 354 34.1 683 65.9 50 4.6 2 �8 30 2.9 103 178 281 27.1 $38200 $179 s8-73E; III-48 Change: Downtown CD Target Area 1970-1980 The 1980 U.S. Census enumerated 4351 persons in Downtown. In 1970 the population count was 9004. The numeric change in population between 1980 and 1970 is -4653. This represents a percentage change of -51.7. In 1980 Downtown was home to 2395 whites, 1594 blacks and 362 persons of other races. The 1970 Census counted 6021 whites, 2903 blacks and 80 persons of other races. Additionally, in 1980, 1379 Hispanics were counted in Downtown. This represents an absolute decrease of 1062 Hispanics between 1980 and 1970, or a percentage decrease of 43.51. The Census counted 2590 households in Downtown in 1980. In 1970, 5008 households were counted. Therefore, the number of households between 1980 and 1970 decreased by -48.3 percent. The number of families decreased by 1057 or -61.9 percent between 1980 and 1970. In 1980 there were 650 families in Downtown compared to 1707 families in 1970. In 1980 the civilian labor force in Downtown was 1759. In 1970 the civilian labor force was 3808 persons. The absolute change in the civilian labor force between 1980 and 1970 is -2049. This means that the civilian labor force decreased by -53.8 percent between 1980 and 1970. The Census reports that in 1980, 193 persons or 10.97 percent of the civilian labor force was unemployed; whereas, in 1970, 259 persons or 6.80 percent of the civilian labor force was unemployed. The median family income increased from 5169.00 in 1970 to 7567.00 in 1980. This represents an increase of approximately 46.4 percent. The number of families below poverty level in 1980 was 213; whereas, the number of families below poverty level in 1970 was 447. The number of families below poverty level between 1980 and 1970 decreased by -38.2 percent. In 1980, 33 percent of the families were below poverty level and in 1970, 26 percent of the families were below poverty level. The number of persons below poverty level decreased from 2917 to 1804 between 1970 and 1980. In 1980, 41 percent of the population of Downtown was below poverty level; whereas, in 1970, 32 percent of the population was below poverty level. Additionally, in 1980, 44 percent of the black population was below poverty level and 40 percent of the Hispanic. In 1970, 29 percent of the black population was below poverty level and 30 percent of the Hispanic. In 1980, 3602 year-round housing units were counted in Dovntovn. The 1970 Census counted 5379 units. This represents a decrease of -33.0 percent. The number of ovner-occupied housing units in 1980 was 76 compared to 92 in 1970. In 1980 there were 1108 vacant housing units; whereas, in 1970 there were 371 vacant units. This means that 30.76 percent of the units were vacant in 1980 and 6.90 percent were vacant in 1970. The median value of a owner -occupied unit was 26533.00 in 1980 and 20533.00 in 1970. This represents an increase of more than 28 percent. Median contract rent rose from 77.00 in 1970 to 130.00 in 1980. III-49 8ovntown CD Target Area 8emographic and Socio-Economic Ckaracteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Deweraohic Characteristics lota1 Persons 9004 4351 -4653 -51.7 Persons Under 5 years 497 198 -299 -60.2 Persons Under 18 years 1494 610 -864 -59.2 Persons 65 wears and over 2430 1082 -1348 -55.5 Nhite Persons 6021 2395 -3636 -60.2 flack Persons 2903 1594 -1309 -45.1 Other Persons 80 362 282 352.5 Total Hispanic Persons 2441 1379 -1062 -43.5 Persons of flesican Origin 22 22 0 0.0 Persons of Puerto Rican Origin 389 252 -137 -35.2 Persons of Cuban Origin 1515 618 -897 -59.2 Persons of Other nisoanic Origin 515 467 -28 -5.4 Total Number of Households 5008 25" -2418 -40.3 Total Number of Families 1707 650 -1057 -61.9 Labor Force Characteristics Total Civilian labor Force 3803 1759 -2049 -53.8 Persons Employed 3549 1566 -1983 -55.9 Persons Unemployed 259 193 -66 -25.5 Civilian Persons 16 to 19 years n.a. 257 n.a. n.a. Not Enrolled In School 45 n.a. n.a. Not Nigh School Graduate 24 n.a. n.a. Unemployed 10 n.a. n.a. Not In Mork Force 7 a.a. n.a. Persons Completing High School 1529 731 -798 -52.2 Female Norters In Labor Force W Children Under 6 years 88 too 12 13.6 Income and Poverty Characteristics Median Family Income 5170.00 7568.00 2398.00 46.4 (lean Family Income 6062.00 10376.00 4316.00 71.2 Number of Households w/ Social Security 420 947 527 125.5 1/ Public Assist. Income 204 426 222 108.8 v/ Soc Sec + Public Assist. 624 1373 749 120.0 %tin Fam11y Income Female -headed NDw5ehids W Dependent Children n.a. 4555.00 U.S. n.a. Families below Poverty level 447 213 -234 -52.4 Female -headed Families Below Poverty Level 173 131 -42 -24.3 Persons below Poverty Level 2917 1804 -1113 -38.2 Persons Under IB below Poverty level 591 402 -189 -32.0 Persons 65 years and older Below Poverty Level n.a. 511 n.a. n.a. !lack Persons Below Poverty Level 831 704 -127 -15.3 dltspanic Persons below Poverty Level 739 552 -197 -25.3 Absolute Change Percent CMW 1970 19BO 1970-1960 1970-1910 Housing Characteristics Total Year-round Units 5379 3602 -1777 -33.0 Ovner-occupied Units 92 76 -16 -17.4 Renter -occupied Units 4916 2418 -2498 -50.8 Vacant Units 371 1106 737 198.7 Units Lacking Complete Plumbing Ovner-occupied 11 3 .8 -72.7 Renter -occupied 1490 368 -1122 -73.3 Total Units 1501 371 -1130 -75.3 Persons Per Room 1.01 to 1.50 205 75 -130 -63.4 1.51 and Up 680 262 -418 -61.5 Total 885 337 -548 -61.9 Median Value Owner -occupied Units 20533.00 26533.00 6000.00 29.2 Median Contract Rent 77.00 130.00 53.00 68.8 (n.a.) - Not available (--) - Data suppressed 88-736- III-50 Brickell Demographic and Socio-economic Profile According to the 1980 Census Brickell has -a 1980 population of 7621 -a lower percentage of persons under 5 years of age than the City of Miami -the lowest percentage of persons under 18 years of age in the City of Miami E -a higher percentage of persons 65 years of age and over than the City of Miami i -the lowest unemployment rate in the City of Miami -a lower percentage of female workers in the labor force with children under 6 years of age than the City of Miami s -a median family income higher than the City of Miami -a lower percentage of households receiving government i payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lower percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -a lower percentage of its Hispanic population below poverty level than the City of Miami -a lower percentage of homeownership than the City of Miami -the highest vacancy rate in the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a higher median contract rent than the City of Miami Change: Brickell 1970 to 1980 The 1980 U.S. Census enumerated 7621 persons in Brickell. In 1970 the Brickell population count was 6998. The numeric change in population between 1980 and 1970 is 623. This represents a percentage change of 8.9. In 1980 Brickell was home to 7250 whites, 109 blacks and 254 persons of other races. The 1970 Census counted 6941 whites, 15 blacks and 42 persons of other races. Additionally, in 1980, 3505 Hispanics were counted in Brickell. This represents an absolute increase of 1237 Hispanics between 1980 and 1970, or a percentage increase of 54.5. The Census counted 4083 households in Brickell in 1980. In 1970, 3383 households were counted. Therefore, the number of households between 1980 and 1970 increased by 20.7 percent. The number of families decreased by 28 or -1.5 percent between 1980 and 1970. In 1980 there were 1785 families in Brickell compared to 1813 families in 1970. In 1980 the civilian labor force in Brickell was 4263. In 1970 the civilian labor force was 3447 persons. The absolute change in the civilian labor force between 1980 and 1970 is 816. This means that the civilian labor force increased by 23.7 percent between 1980 and 1970. The Census reports that in 1980, 111 persons or 2.60 percent of the civilian labor force was unemployed; whereas, in 1970, 131 persons or 3.80 percent of the civilian labor force was unemployed. Income and Poverty Characteristics The median family income increased from 10400.00 in 1970 to 23998.00 in 1980. This represents an increase of approximately 130 percent. The number of families below poverty level in 1980 was 123; whereas, the number of families below poverty level in 1970 was 157. The number of families below poverty level between 1980 and 1970 decreased by 21.7 percent. In 1980, 7 percent of the families were below poverty level and in 1970, 9 percent of the families were below poverty level. The number of persons below poverty level decreased from 1002 to 783 between 1970 and 1980. In 1980, 10 percent of the population of Brickell was below poverty level; whereas, in 1970, 14 percent of the population was below poverty level. Additionally, in 1980, 13 percent of the Hispanic population was below poverty level. In 1970, 18 percent of the Hispanic population was below Poverty level. SS- 1 3C Housing Characteristics In 1980, 5987 year-round housing units were counted in Brickell. The 1970 Census counted 3600 units. This represents an increase of 66.3 percent. The number of ovner-occupied housing units in 1980 was 1474 compared to 719 in 1970- In 1980 there were 1915 vacant housing units; whereas, in 1970 there were 217 vacant units. This means that 31.99 percent of the units were vacant in 1980 and 6.03 percent vere vacant in 1970. The median value of a owner -occupied unit was 82350.00 in 1980 and 36350.00 in 1970. This represents an increase of more than 125 percent. Median contract rent rose from 157.00 in 1970 to 282.00 in 1980. Brickell Demographic and Socio-Ec000eic Ckrachristics Absolute Change Percent Change 1970 1980 1970-1990 1970-1980 Demographic Characteristics Total Persons Persons Under 5 years Persons Under 18 years Persons 65 years and over White Persons Black Persons Other Persons Total Hispanic Persons Persons of Mexican Origin Persons of Puerto Rican Origin Persons of Cuban Origin Persons of Other Hispanic Origin Total Number of Households Total Number of Families Labor Force Characteristics Total Civilian labor Force Persons Emploved Persons Unemployed Civilian Persons 16 to 19 years Not Enrolled In School Not High School Graduate Unemployed Not In Work Force Persons Completing High School Female Workers In labor Force w/ Children Under 6 years Income and Poverty Characteristics Median Family Income Mean Family Income Number of Households w/ Social Security w/ Public Assist. Income w/ So( Sec + Public Assist. Mean Family Income Female -headed Househlds w/ Dependent Children Families Below Poverty level Female -headed Families Below Poverty Level Persons Below Poverty level Persons Under 18 Below Poverty level Persons 65 years and older Below Poverty Level Black Persons Below Poverty level Hispanic Persons Below Poverty level 6998 7621 623 8.9 200 242 42 21.0 878 994 16 1.8 1842 1690 -152 -0.3 6941 7258 317 4.6 15 109 94 626.6 42 254 212 504.8 2268 3505 1237 54.5 23 35 12 52.2 39 162 123 313.4 1519 1956 437 28.8 687 1352 663 %.8 3383 4083 700 20.7 1813 1785 -28 -1.5 3447 4263 816 23.7 3316 4152 836 25.2 131 111 -20 -15.3 n.a. 276 n.a. n.a. 71 n.a. n.a. 11 n.a. n.a. 8 n.a. n.a. 0 n.a. n.a. 1429 1680 252 17.6 48 108 60 125.0 10400.00 23998.00 13598.00 130.8 13957.00 31669.00 17712.00 126.9 556 1167 611 109.9 175 274 99 56.6 731 1441 710 97.1 n.a. 10115.00 n.a. n.a. 157 123 -34 21.7 59 59 0 0.0 1002 783 -219 21.9 130 122 -8 -6.2 n.a. 213 La. n.a. 418 469 51 12.2 SS- I a136. III-52 I Absolmte Change Percent Clangs 1970 1980 1970-1980 1970-1980 housing Characteristics Total Year-round Units 3600 5927 2387 66.3 Orner-oc(upied Units 719 1474 755 105.0 Renter-ouupied Units 2664 2598 -66 -2.5 Vacant Units 217 1915 1698 782.5 Units Lacking Complete Plumbing Owner -occupied 15 10 -5 -33.3 *enter -occupied 166 49 -117 -70.5 Total Units 181 59 -122 -67.4 Persons Per Room 1.01 to 1.50 103 124 21 20.4 1.51 and Up 173 217 44 25.4 Total 276 341 65 23.6 +Median Value Owner -occupied Units 36350.00 82350.00 46000.00 126.6 Median Contract lent 157.00 282.00 125.00 79.6 (n.a.) -'Not available (--) - Data suppressed Edgewater Demographic and Socio-economic Characteristics Demographic Characteristics Total Persons 6086 Persons Under 5 years 238 Percent of Total Persons 3.9 persons 65 years and over 973 Percent of Total Persons 16.0 White Persons 4966 Percent of Total Persons 81.6 Black Persons 2172 i Percent of Total Persons 4.5 Other Persons 848 Percent of Total Persons 13.9 Hispanic Persons 2699 Percent of Total Persians 44.2 Total Number of Households 3182 Total Number of Families 1245 Labor Force Characteristic Total Civilian Labor Force 3375 Persons Employed 3235 Persons Unemployed 140 Percent of Labor Force 4.1 Persons Completing High School 1329 Female Workers In Labor Force w/ Children Under 6 years 89 Percent of Labor Force 2.6 Income and Poverty Characteristics Median Family Income $14317 Mean Family Income $22262 Number of Households w/ Social Security 510 w/ Public Assistance Income 176 w/ Soc. Sec. and Public Assist. 686 Percent of Total Households 21.6 Families below Poverty Level 225 Percent of Total Families 18.1 Female -headed Families Below Poverty Level 58 Persons Below Poverty Level 1396 Percent of Total Persons 23.6 Persons 65 years and older Below Poverty Level 173 Percent of Persons 65+ 17.8 Black Persons Below Poverty Level 63 Percent of Black Persons 23.2 Hispanic Persons Below Poverty Level 857 Percent of Hispanic Persons 31.9 III-53 Housing Characteristics King Heights Demographic and Socio-economic Characteristics Total Year-round Units 3475 Owner -occupied Units Demographic Characteristics Percent of Occup. Units 2 .5 22., Renter -occupied Units 2456 Total Persons 8268 Percent of Occup. Units 77.5 Persons Under _ years 841 Vacant Units 305 Percent of Total Persons 10.2 Percent of Year-round Units 8.8 Persons 65 years and over 601 Units Lacting Complete Plumbing Percent of Total Persons 7.3 Owner -occupied Renter -occupied 9 40 White Persons 74 Total Units 49 Percent of Total Persons black Perc-ons .9 8152 Percent of Total Occ. Units 1.5 Percent of Total Persons 98.6 Persons Per Room Other Persons 42 1.01 �1 tc. 1.50 138 Percent of Total Persons .5 1.51 and Up 286 Hispanic Persons 109 Total Units Overcrowded 424 Percent of Total Persons 1.3 Percent of Total Occ. Units 13.4 Total Number of Households 2878 Median Value Owner -occupied Units $49100 Total Number of Families 1983 Median Contract Rent $208 Labor F--,rce Characteristic --� data suppressed Total Civilian Labor Force 3402 sa.7a 'Edgewater) Persons Employed 3077 Persons Unemployed 325 Percent of Labor Force 9.6 Persons Completing High School 1074 Female Workers In Labor Farce w/ Children Under 6 years 341 Percent of Labor Force 10.0 Income and Poverty Characteristics Median Family Income $9035 Mean Family Income $11384 Number of Households w/ Social Security 752 f w/ Public Assistance Income 509 w/ Soc. Sec. and Public Assist. 1261 Percent of Total Households 43.8 Families below Poverty Level 716 Percent of Total Families 36.1 Female -headed Families Below Poverty Level 502 Persons below Poverty Level 3056 Percent of Total Persons 37.6 Persons 65 years and older Below Poverty Level 207 Percent of Persons 65+ 34.4 b1acF:: Persons below Poverty Level 3013 Percent of black Persons 37.0 Hispanic Persons below Poverty tevel 63 Percent of Hispanic Persons 57.8 1 88-'73£ III-54 "ousinq Characteristics Little Haiti Demographic and Socio-economic Characteristic: Total Year-round Units 3202 r Owner -occupied Units Demographic Characteristics Percent of Occup. Units 28.9 Renter-_.ccupied Units 2048 Persons 1573 Percent of Occup. Units 71.1 5 Persons Under years Persons 1837 Vacant Units 320 Percent of Total Persons 11.7 Percent of Year-round Units 10.0 Persons 65 years and ever 1024 Units Lacl.inq Complete Plumbing Percent of Total Persons 6.5 Owner -occupied 6 White Persons 2938 Renter -occupied 60 Percent of Total Persons 18.7 Total Units 66 Blac► Persons 12230 Percent of Total Occ. Units 2.3 Percent of Total Persons 77.7 Persons Per Room Other Persons 570 1.01 to 1.50 1.51 and Up 316 Percent � �f Total Persons 3.6 Total Units Overcrowded 373 689 Hispanic Persons 2370 Percent of Total Occ. Units 23.9 Percent of Total Persons 15.1 tledian Value Owner -occupied Units $31500 Total Number of Households 5070 Median Contract Rent $139 Total Number of Families 3517 (--) Data suppressed Labor Force Characteristic 5a.11a #ing Heights Total Civilian Labor Force 7121 Persons Employed 6341 Persons Unemployed 780 Percent of Labor Force 11.0 Persons Completing High School 1766 Female Wor4:ers In Labor Force w/ Children Under 6 years 949 Percent of Labor Force 13.3 Income and Poverty Characteristics Median Family Income $9323 Mean Family Income $11283 Number of Households w/ Social Security 994 w/ Public Assistance Income 684 w/ Soc. Sec. and Public Assist. 1678 Percent of Total Households 33.1 Families Below Poverty Level 1357 Percent of Total Families 38.6 Female -headed Families Below Poverty Level 650 Persons Below Poverty Level 6755 Percent of Total Persons 42.9 Persons 65 years and older Below Poverty Level 371 Percent .f Persons 65+ 36.2 Black Persons Below Poverty Level 5818 Percent of Black: Persons 47.6 Hispanic Persons Below Poverty Level 717 f Percent of Hispanic Persons 30.3 III-55 +Mousina Characteristics Total Year-round Units 5305 Owner-c-ccupled Units 1250 Percent of Occup. Units 24.7 Renter -occupied Units 3805 Percent of Oc c up. Units 75.3 Vacant Units 250 Percent c,f Year-round Units 4.7 Units Lacking Complete Plumbing Owner -occupied 13 Renter-t.ccupied i73 Total Units 186 Percent of Total Occ. Units 3.7 Persons Per Room 1.01 to 1.50 644 1.51 and Up 1176 Total Units Overcrowded 1820 Percent of Total Occ. Units 36.0 'Median 'Value Owner -occupied Units $31900 Median Contract Rent $170 --) Data suppressed sa.13a (Little Haiti) Morningside Demographic and Socio-economic Characteristics Demographic Characteristics Total Persons 2737 Persons Under 5 years 115 Percent of Total Persians 4.2 Persons 65 years and over 513 Percent of Total Persons 18.7 White Persons 2415 Percent of Total Persons 88.2 Black Persons 210 Percent of Total Persons 7.7 Other Persons 112 Percent of Total Persons 4.1 Hispanic Persons 704 Percent of Total Persians 25.7 Total Number of Households 1225 Total Number of Families 668 Labor Force Characteristic Total Civilian Labor Farce 1456 Persons Employed 1412 Persons Unemployed 44 Percent of Labor Force 3.0 Persons Completing High School 608 Female Workers In Labor Farce w/ Children Under 6 years 41 Percent of Labor Force 2.8 Income and Poverty Characteristics Median Family Income $26744 Mean Family Income $51274 Number of Households w/ Social Security 358 w/ Public Assistance Income 26 w/ Soc. Sec. and Public Assist. 384 Percent of Total Households 31.3 Families Below Poverty Level =3 Percent of Total Families 3.4 Female -headed Families Below Poverty Level 11 Persons Below Poverty Level 184 Percent � �f Total Persons 6.7 Persons 65 years and older Below Poverty Level 37 Percent of Persons 65+ 7.2 Blacks Persons Below Poverty Level 14 Percent of Black: Persons 6.7 Hispanic Persons Below Poverty Level 67 Percent of Hispanic Persons 9.5 H8--,73f'' III-56 d Mousing Characteristics 'total Year-round Units Owner -occupied Units Percent of Occup. Units Renter -occupied Units Percent of Oc cup. Units Vacant Units Percent of Year-round Units Units Lact.ing Complete Plumbing Owner -occupied Renter -occupied Total Units Percent of Total Occ. Units Persons Per Roam 1. 01 to 1.50 1.51 and Up Total Units Overcrowded Percent of Total Occ. Units "edian Value Owner occupied Units fledian Contract Rent —:1 Data suppressed sa.15a 114orningside) Roads Demographic and Socio-economic Characteristics 1294 673 Demographic Characteristics 55.0 550 Total Persons 475E 45.0 Persons Under 5 years 174 71 Percent of Total Persons 3.7 5.5 Persons 65 years and over 1194 Percent of Total Persons 25.1 O White Persons 4608 5 Percent of Total Persons 96.8 5 Black Persons 18 .4 Percent of Total Persons .4 Other Persons 132 32 Percent of Total Persons 2.8 58 Hispanic Persons 312E 90 Percent of Total Persons 65.7 7.4 Total Number of Households 1947 $92700 Total Number of Families 1393 $234 Labor Force Characteristic Total Civilian Labor Force 2647 Persons Employed 2543 Persons Unemployed 104 Percent of Labor Force ce 3.9 Persons Completing High School 1124 Female Workers In Labor Force w/ Children Under 6 years 81 Percent of Labor Force 3.1 Income and Poverty Characteristics Median Family Income $20574 Mean Family Income $23772 Number of Households w/ Social Security 704 w/ Public Assistance Income 233 w/ Soc. Sec. and Public Assist. 937 Percent of Total Households 48. 1 Families below Poverty Level 73 Percent of Total Families 5i2 Female -headed Families Below Poverty Level 36 Persons Below Poverty Level 365 Percent of Total Persons 7.7 Persons 65 years and older Below Poverty Level 102 Percent of Persons 65+ 8.5 Black: Persons Below Poverty Level �--� Percent of Black: Persons Hispanic Persons Below Poverty Level 278 Percent of Hispanic Persons 8•9 88-73t' • III-57 Mousing Characteristics City of Miami Demographic and Socio-economic Profile Total Year-round Units 2089 Owner -occupied Units 1128 According to the 1980 Census the City of Miami has Percent c.f Occup. Units 58.2 Renter -occupied Units 810 -a 1980 population of 346865 Percent of Occup. Units 41.8 Vacant Units 151 -a lower percentage of persons under 5 years of age than Percent _.f Year-round Units 7.2 Dade County Units Lad ing Complete Plumbing Owner -occupied 4 -a lower percentage of persons under 18 years of age than Renter- cc�_ipied `2 Dade County Total Units `E Percent of Total Occ. Units 1.3 higher percentage of persons 65 years of age and over Pers�.ns Per Room than Dade County 1.01 to 1.50 96 1.51 and Up Total Units Overcrowded 132 2213 -an unemployment rate higher than Dade County Percent :.f Total occ. Units 11.8 -a lower percentage of female workers in the labor force Median value Owner -occupied Units $65000 with children under 6 years of age than Dade County Median Contract Rent $223 —) Data suppressed -a median family income lower than Dade County sa.1'9a Roads -a higher percentage of households receiving government payments than Dade County -a higher percentage of families below poverty level than Dade County -a higher percentage of persons below poverty level than Dade County -a higher percentage of persons 65 years of age and over below poverty level than Dade County -a higher percentage of its black population below poverty level than Dade County -a higher percentage of its Hispanic population below poverty level than Dade County -a lover percentage of homeownership than Dade County -a lower vacancy rate than Dade County -a lover median value for owner -occupied housing units than Dade County -a lover median contract rent than Dade County QS—(.36 III-58 Change: City of Miami 1970 to 1980 In 1980, 145064 year-round housing units were counted in Miami. nemoaraghic Characteristics The 1970 Census counted 124910 units. This represents an increase of 16.1 percent. The number of owner -occupied housing The 1980 U.S. Census enumerated 346865 persons in the City of units in 1980 vas 45738 compared to 43158 in 1970. In 1980 there Miami. In 1970 the population count was 334859. The numeric were 11018 vacant housing units; whereas, in 1970 there were 4517 change in population between 1980 and 1970 is 12006. This vacant units. This means that 7.60 percent of the units were represents a percentage change of 3.6. In 1980 Miami was home to vacant in 1980 and 3.62 percent were vacant in 1970. The median 231008 whites, 87110 blacks and 28747 persons of other races. value of a owner -occupied unit was 47500.00 in 1980 and 16500.00 The 1970 Census counted 256377 whites, 76156 blacks and 2326 in 1970. This represents an increase of more than 180 percent. persons of other races. Additionally, in 1980, 194037 Hispanics Median contract rent rose from 100.00 in 1970 to 187.00 in 1980. were counted in Miami. This represents an absolute increase of 42123 Hispanics between 1980 and 1970, or a percentage increase of 27.7. The Census counted 134706 households in the City of Miami in 1980. In 1970, 120393 households were counted. Therefore, the number of households between 1980 and 1970 increased by 11.89 percent. The number of families increased by 3378 or 3.99 percent between 1980 and 1970. In 1980 there were 88057 families in Miami compared to 64679 families in 1970. In 1980 the civilian labor force in Miami was 169633. In 1970 the civilian labor force was 156220 persons. The absolute change in the civilian labor force between 1980 and 1970 is 13413. This means that the civilian labor force increased by 8.6 percent between 1980 and 1970. The Census reports that in 1980, 10419 persons or 6.14 percent of the civilian labor force was unemployed; whereas, in 1970, 6785 persons or 4.34 percent of the civilian labor force was unemployed. The median family income increased from 7304.00 in 1970 to 13355.00 in 1980. This represents an increase of approximately 83 percent. The number of families below poverty level in 1980 was 17554; whereas, the number of families below poverty level in 1970 was 13880. The number of families below poverty level between 1980 and 1970 increased by 26.5 percent. In 1980, 20 percent of the families were below poverty level and in 1970, 16 percent of the families were below poverty level. The number of persons below poverty level increased from 68294 to 83723 between 1970 and 1980. In 1980, 24 percent of the Population of the City of Miami was below poverty level; whereas, in 1970, 20 percent of the population was below poverty level. Additionally, in 1980, 38 percent of the Black population was below poverty level and 22 percent of the Hispanic. In 1970, 32 percent of the Black population was below poverty level and 19 percent of the Hispanic. III-59 city of Miami Demographic and Socio-Economic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Demographic Characteristics Total Persons 334859 346865 12006 3.6 Persons Under 5 years 20920 19580 -1340 -6.4 Persons Under IB years 84563 74094 -10469 -12.4 Persons 65 years and over 49483 59119 10636 21.9 Yhite Persons 256377 231008 -25369 -9.9 Black Persons 76156 87110 10994 14.4 Other Persons 2326 28747 26421 1135.9 Total Hispanic Persons 151914 1"037 42123 27.7 Persons of Mexican Origin 551 14% 945 171.5 Persons of Puerto Rican Origin 6659 12320 5661 85.0 Persons of Cuban Origin 122037 147313 24476 19.9 Persons of Other Hispanic Origin 21867 32908 11041 50.5 Total Mumber of Households 120393 134706 14313 11.9 Total Number of Families 64679 88057 3378 4.0 Labor Force Characteristics Total Civilian Labor Force 156220 169633 13413 9.6 Persons Employed 149435 159214 9779 6.5 Persons Unemployed 6785 10419 3634 53.6 Civilian Persons 16 to 19 years n.a. 22086 n.a. n.a. Plot Enrolled In School 7404 P.A. n.a. Mot High School Graduate 4509 n.a. n.a. Unemployed 441 11.11. 11.11. Yot In York Force 2208 n.a. n.a. Persons Completing High School 54241 57449 3200 5.9 Female Yorkers In Labor force i♦I Children Under 6 years 5939 7995 2056 35.0 Income and Poverty Characteristics Median Family Income 7304.00 13355.00 6051.00 82.9 Mean Family Income 8827.00 17619.00 8792.00 99.6 Number of Households y/ Social Security 170BO 35932 10052 101.0 w/ Public Assist. Income 10898 24676 13778 126.4 N/ Sol Set • Public Assist. 28778 60608 31B30 110.6 Mean Family Income female -headed Househlds w/ Dependent Children n.a. 8086.00 n.a. n.a. Families Below Poverty Level 13880 17554 3674 26.5 faule-headed Families Below Poverty Level 4829 7554 2725 56.4 Persons Below Poverty Level 68294 83723 15429 22.6 Persons Under 1B Below Poverty Level 21625 24993 3368 15.6 Persons 65 years and older Below Poverty Level n.a. 16513 n.a. n.A. Black Persons .below Poverty Level 24236 33164 9920 36.8 i(tspanic Persons Below Poverty Level 28216 42794 14576 51.7 Absolute Change Percent Change 1970 1990 1970-1980 1970-19H Housing Characteristics Total Year-round Units 124910 145064 20154 16.1 Ovner-occupied Units 43158 43738 2580 6.0 Renter -occupied Units 77235 88308 11073 14.3 vacant Units 4517 11018 6501 143.9 Units Lacking Complete Plumbing Owner -occupied 949 419 -530 -55.2 Renter -occupied 5093 3295 -1798 -35.3 Total Units 6042 3714 -2328 -38.5 Persons Per Room 1.01 to 1.50 10303 11045 662 6.4 1.51 and Up 14570 13663 1093 7.3 Total 24953 26708 1755 7.0 Median Yalue Owner -occupied Units 16500.00 47500.00 31000.00 187.9 Median Contract Rent 100.00 187.00 97.00 87.0 (n.a.) - Not available (--) - Data suppressed SS-'73 . III-6 0 Dade County Demographic and Socio-economic Profile According to the 1980 Census Dade has -a 1980 population of 1625781 -a higher percentage of persons under 5 years of age than the City of Miami -a higher percentage of persons under 18 years of age than the City of Miami -a lower percentage of persons 65 years of age and over than the City of Miami -an unemployment rate lower than the City of Miami -a higher percentage of female workers in the labor force with children under 6 years of age than the City of Miami -a median family income higher than the City of Miami -a lower percentage of households receiving government payments than the City of Miami -a lower percentage of families below poverty level than the City of Miami -a lower percentage of persons below poverty level than the City of Miami -a lower percentage of persons 65 years of age and over below poverty level than the City of Miami -a lower percentage of its black population below poverty level than the City of Miami -a lower percentage of its Hispanic population below poverty level than the City of Miami -a higher percentage of homeownership than the City of Miami -a higher vacancy rate than the City of Miami -a higher median value for owner -occupied housing units than the City of Miami -a higher median contract rent than the City of Miami Chanqe: Dade County 1970 to 1980 Demographic Characteristics The 1980 U.S. Census enumerated 1627581 persons in Dade County. In 1970 the population count was 1267792. The numeric change in population between 1980 and 1970 is 357989. This represents a percentage change of 28.2. In 1980 Dade County was home to 1262275 whites, 280434 blacks and 83072 persons of other races. The 1970 Census counted 1071662 whites, 189666 blacks and 6464 persons of other races. Additionally, in 1980, 580994 Hispanics were counted. This represents an absolute increase of 281777 Hispanics between 1980 and 1970, or a percentage increase of 94.2. The Census counted 611237 households in Dade County in 1980. In 1970, 428026 households were counted. Therefore, the number of households between 1980 and 1970 increased by 42.8 percent. The number of families increased by 96825 or 29.4 percent between 1970 and 1980. In 1980 there were 426520 families in Dade County compared to 329695 families in 1970. In 1980 the civilian labor force in Dade County was 781308. In 1970 the civilian labor force was 533132 persons. The absolute change in the civilian labor force between 1980 and 1970 is 248176. This means that the civilian labor force increased by 46.6 percent between 1980 and 1970. The Census reports that in 1980, 38676 persons or 4.95 percent of the civilian labor force was unemployed; whereas, in 1970, 19968 persons or 3.75 percent of the civilian labor force was unemployed. The median family income increased from 9245.00 in 1970 to 18642.00 in 1980. This represents an increase of approximately 102 percent. The number of families below poverty level in 1980 was 50633; whereas, the number of families below poverty level in 1970 was 35909. The number of families below poverty level between 1980 and 1970 increased by 41 percent. In 1980, 12 percent of the families were below poverty level and in 1970, 11 percent of the families were below poverty level. The number of persons below poverty level increased from 177886 to 240892 between 1970 and 1980. In 1980, 15 percent of the population of Dade County was below poverty level; whereas, in 1970, 14 percent of the population was below poverty level. Additionally, in 1980, 29 percent of the Black population was below poverty level and 17 percent of the Hispanic. In 1970, 32 percent of the Black population was below poverty and 15 percent of the Hispanic. III-61 flou ina Characteristics in 1980, 661954 year-round housing units were counted in Dade County. The 1970 Census counted 449843 units. This represents an increase of 47.2 percent. The number of owner -occupied housing units in 1980 was 332521 compared to 231529 in 1970. In 1980 there were 52124 vacant housing units; whereas, in 1970 there were 21817 vacant units. This means that 7.87 percent of the units were vacant in 1980 and 4.85 percent were vacant in 1970. The median value of a owner -occupied unit was 54700.00 in 1980 and 19000.00 in 1970. This represents an increase of more than 180 percent. Median contract rent rose from 122.00 in 1970 to 231.00 in 1960. Dade County Demographic and Socio-Econmeic Characteristics Absolute Change Percent Change 1970 1980 1970-1980 1970-1980 Demographic Characteristics Total Persons 1267792 1625781 357M 28.2 Persons Under 5 years 86172 94551 8379 9.7 Persons Under 18 years 370656 389997 19341 5.2 Persons 65 years and over 172717 255286 82569 47.8 White Persons 1071662 1262275 190613 17.8 Black Persons 189666 280434 90768 47.9 Other Persons 6464 83072 76608 1185.2 Total Hispanic Persons 299217 580994 281777 94.2 Persons of Mexican Origin 2535 13238 10703 422.2 Persons of Puerto Rican Origin 17425 44656 27231 156.3 Persons of Cuban Origin 217092 407253 189361 96.9 Persons of Other Hispanic Origin 61365 115847 54482 88.8 Total Number of Households 428026 611237 183211 42.8 Total Number of Families 329695 426520 960 29.4 Labor Force Characteristics Total Civilian Labor Force 533132 791308 246176 46.6 Persons Employed 513164 742632 229472 44.7 Persons Unemployed 19968 38676 10708 93.7 Civilian Persons 16 to 19 years n.a. 110141 n.a. n.a. Not Enrolled In School 32331 n.a. n.a. Not High School Graduate 16903 n.a. o.a. Unemployed 1932 n.a. m.a. Not In Work Force 7388 n.a. n.a. Persons Completing High School 226MS 319136 92277 40.7 Female Workers In Labor Force w/ Children Under 6 years 21240 40873 19633 92.4 Income and Poverty Characteristics Median Family Income 9245.00 18642.00 9397.00 101.6 Mean Family Income 11458.00 23472.00 12014.00 104.9 Number of Households w/ Social Security 79014 175732 96710 122.4 w/ Public Assist. Income 21602 58909 37307 172.7 w/ Sac Sec + Public Assist. 100616 234641 134025 133.2 Mean Family Income Female -headed Househlds v/ Dependent Children n.a. 10687.00 n.a. n.a. Families Below Poverty Level 35909 506M 14724 41.0 Female -headed Families Below Poverty Level 11907 20169 6262 69.4 Persons Below Poverty Level 177886 240992 63006 35•4 Persons Under 18 Below Poverty level 59379 76691 17312 29.2 Persons 65 years and older Below Poverty Level n.a. 44162 n.a. La. Black Persons Below Poverty Level 59M 91936 22014 36.7 Hispanic Persons Below Poverty Level 44MO 17306 52776 118.5 88--i3L ' III-6 2 4lovsina Obaracterlstics 1910 1980 Absolete cheap Percent Gaye 1970-1980 1970-1980 Total Year-round Units 449843 661954 212111 Svaer-accapled Units 231329 332527 1009" 47.2 4leeter,emapled Units 196497 277303 em 43.6 Want Units 21817 52124 3 41.1 Lints lading Loaplete Plumbing 138.9 Ouner.occupled 3304 1577 -1727 tenter-occapted 9002 6127 6727 -52.3 Total Units 1239 8304 152Y3 -25.3 raons 4eter Anne 26.3 1.01 to 1.50 28171 6907 1.51 and Up 30294 3� 0 8476 24.5 Total 58465 73846 15383 28.0 4b!dian Palm Ouner.ocwpied Units 19000.00 SIlOD.0035M.00 3S 26.3 4lpolan Lontract sent 32LOO 231.00 09 189.3 00 89.3 44A.l - met available 1'-J - Site suppressed III-6 3 S81-73C I" 88--'736 ' U z. rn D O In z Q W I.. Land Use Data and Analysis Background Existing Conditions and Trends Land Use Analysis Downtown industrial Land Special Public Interest Districts (SPIs) Future Infrastructure Deeds Environmental Characteristics Summary Existing Land Use Map Series S8-; 36' OpNTF�ITS con Anued ) 1 II. Housing Overview Physical Characteristics a Neighborhood Conditions Financial Characteristics Subsidized Housing Group Homes Mobile Home Sites Future Housing Needs Analysis Issues Addressed Through Current Programs Homelessness I. Land Use Data and Analysis Backqround Comprehensive planning must address current and future land uses and the patterns of these uses. By looking at current patterns, development trends that may continue to impact the City can be identified. To take advantage of development opportunities, neighborhood areas are assessed and possible problems are addressed in order to alleviate or avoid negative impacts in the future. Thus, through the Miami Neighborhood Comprehensive Plan, opportunities are evaluated and strategies to achieve the maximum benefit from future development are identified. Thy land use element of the Miami Neighborhood Comprehensive Plan brings together all the plan components, including economic and social considerations; housing and public infrastructure, such as sanitary sewers, storm sewers and drainage, goundwater, potable water and solid waste systems; traffic and mass transit circulation and ports, aviation and related facilities. In addition to the residential and economic activities which influence the pattern of land use are, the man-made and natural environmental factors, including cultural activities, historic preservation efforts, parks and recreation, open space, coastal management and natural resource conservation. For each of these elements which contributes to the current land use and future patterns of activity, analyses and strategies are detailed in the appropriate sections of the plan document. The land use element summarizes these elements and brings the opportunities and issues together to understand the trends and forces which are influencing the future shape of Miami. Existing Conditions and Trends The City of Miami is the largest municipality in Dade County. It is centrally located in the County with Biscayne Bay to the east. It has a subtropical marine climate, distinguished by a warm summer, with abundant rainfall, and a mild, dry winter. Table I.1 Population Growth of the City Of Miami, 1930-1985 Year Population Annual compound change 1930 111,000 -- 1940 172,000 4.5� 1950 249,000 3.9 1960 291,000 1.6 1970 335,000 1.4 1980 347,000 0.4 1985 380,000 1.8 Source: United States Department of Commerce, Bureau of the Census. Table 1.1 The City plays a major role not only in the state economy, but internationally. It is internationally recognized as a Gateway to Latin America. It is not only accessible to the Caribbean, Central and Latin America, but also to Africa and Europe. With its Central Business District with first class office space and hotels, and the Miami International Airport and Port of Miami (County operated facilities), its land use pattern reflects not only the diversity of its neighborhoods, but also the complexity of its commercial and industrial activities. Population: The City of Miami has grown rapidly in its comparatively brief history. Since its incorporation in 1896, the City has grown from a community of fewer than 1,000 persons to a metropolitan central city of over 380,000 inhabitants in 1985. (See Table I.1) This is approximately 22 percent of the 1,771,000 people who resided in Dade County in 1985. During the 1950's, the rate of population growth began to stabilize. This slowing in growth reflected the impact of suburbanization, a pattern that was occurring in most American cities. The 1940-1950 average annual population growth rate of 3.8 percent, compounded, declined to 1.4 percent in the 1960's and 0.4 percent in the 1970's. In the 1950 to 1960 period, the growth rate exceeded the average for United States central cities; However, this drop from the earlier periods marked the beginning of suburbanization in Dade County. Areas to the north, south and west of the City became available to development. Improved roads and infrastructure extended into the unincorporated areas of the County and opened relatively inexpensive land for residential and commercial development. In the following decades, the City had a steady increase of residents, an increase of 14,000 persons in the 1960 to 1970 period and 12,000 in the 1970 to 1980 period. Between 1980 and 1985, there was a increase of 33,000 persons. At the same period, the County reported an increase of 146,000 people. Thus the City accommodated approximately 23 percent of the total growth of Dade County. Much of this growth can be attributed to immigration from Cuba and Central American countries. Housing: Since 1960, over 32,000 dwelling units have been built in the City of Miami. During this period the Miami housing market, like that of other central cities, has had shifts in consumer preferences and in the capabilities to meet the rising prices of housing. With rapidly increasing land and construction costs, the construction of single-family homes has declined dramatically and multi -family development has increased in most areas of the City. In 1960, single-family dwellings represented 51.3 percent of the total units. In 1983, single-family detached units represented 34.1 percent of the housing stock and muTTl-family, 53.1 percent. Of the 34.1 percent, 38 percent was attached units. In the 1960 to 1970 period, household size increased from 2.64 to 2.73 persons per household, or unit. This increase partly may be attributed to overcrowding associated with the 1960's influx of refugees. In 1980, there were 2.57 persons -per -household. I-1 Table 1.2. Housing Units by Type, 1960-1963, City of Miami. Type 1960 1970 1975 1980 1983 Single family 51.3% 44.3% 41.0% 34.1% 34.20' Duplex 10.5 11.0 11.0 7.5 12.7 Multi -family 38.2 44.7 48.0 58.4 53.1 (1) Single-family Detached. Source: United States Department of Commerce, Bureau of the Census. Table 1.3. Housing Types by Planning District, 1983 City of Miami. 51 Single- Multi- Household Plannning District Family Duplex Family Size _ Edison 15% 25% 60% 2.5 Downtown -- -- 100 1.8 Coconut Grove 25 25 50 2.0 Little Havana 10 30 60 2.0 Flagami 20 20 60 2.0 Allapattah 10 40 50 2.0 City 34.2h 12.7% 53.1% 2.501.11 Source: United States Department of Commerce, Bureau of the Census. Economy: Information collected for the United States Census indicated that the role of the City of Miami as a major employment center of South Florida strengthened significantly between 1970 and 1980. Table 1.4. shows that the total number of people employed in 1980 was 313,274, 90.3 percent Of its population. This estimate is up from 188,756 in 1970. The City draws employees from Dade County as well as throughout communities in South Florida. For the period 1970 to 1980, employment grew by 5.2 percent, compounded annually. All sectors of the City's economy, except for Personal Services, had strong growth rates. Among the growing sectors, Transportation, Communication and Utilities has increased most rapidly, at 10.5 percent annually. This growth reflects the development of the Miami International Airport and the Port of Miami as international cargo facilities, attracting transshipment businesses. In addition, regional utility companies and international communication firms have located in the City. Professional Services has increased at 6.7 percent. This includes the growth of regional and national law and accounting firms to the City which is considered a gateway to Latin American business. Business and Related Services has grown rapidly, at 5.8 percent, reflecting the growth of local support firms as the population has increased. The growth in the Construction sector is indicative also of the growth in the City and the high level of development, particularly in the Downtown. All of these sectors have grown faster than the City's overall average of 5.2 percent. Three sectors which have not grown as rapidly, but still have healthy rates of increase and contribute significantly to the local economy are: Manufacturing, Wholesale and Retail Trade and the Finance, Insurance and Real Estate (FIRE) sectors. Manufacturing includes the pharmaceutical, computer -related and clothing businesses which are attracted to the City because of its international network of transportation and communications systems. Trade comprises 21.1 percent of the total jobs in the City, many of which are import/export firms. In addition, as an international travel destination, the City, attracts tourists who shop and enjoy its variety of food and beverage outlets. The tourist -related activities contribute to the local economy throughout the year. The FIRE contributes 8.1 percent of the total jobs, many of which are in the Central Business District (CBD) and Brickell Avenue. In analyzing employment by occupation, see Table I.5., the greatest increase between 1970 and 1980 was in the professional, executive, managerial and technical category. The next largest gain was in sales persons. The professional, executive, managerial and technical group with the clerical and administrative service category comprises S8-7i 3t; I-2 Table 1.4. Non-agricultural Employment by Industry, 1970 and 1980, City of Miami. Percent Annual of total compound1980 industrial Sector 1970 10 1980 change Construction 11,638 20,168 6.4% 5.7% Manufacturing 26,707 38,693 12.4 3.8 Transportation, Communication & Utilities 18,250 49,435 15.8 10.5 Wholesale & Retail Trade 46,245 66,225 21.1 3.7 Finance, Insurance & Real Estate 16,333 25,445 8.1 4.5 Business & Related Services 9,611 16,850 5.4 5.8 Personal Services 12,718 12,011 3.8 (0.6) Professional Services 31,100 59,601 19.1 6.7 Public Administration 12,090 17,272 5.5 3.6 Other Industries 4,064 7,574 2.4 6.4 Total 188,756 313,274 100.0% 5.2% Source: United States Department of Commerce, Bureau of the Census. Table I.5. Employment by Occupation, 1970 and 1980, City of Miami. Percent Annual of total compound Occupation 1970 1980 1980 change Professional, executive, managerial & technical 43,808 89,460 28.5% 7.4% Sales persons 18,740 34,518 11.0 6.3 Clerical & administrative service 43,585 66,512 21.1 4.3 Crafts, production & repair 24,652 38,497 12.3 4.6 Private services 24,038 37,670 12.0 4.6 Operations, assembly & others 34,358 47,270 15.1 3.2 Total(1) 189,181 313,927 (1) Includes (non -civilian) Armed Forces employment. 100% 5.2% almost 50 percent of all jobs in the City. This large share reflects the significance of the role of the (CBD) and the Brickell Avenue area in the local economy. This growth is reflected in the pace of commercial real estate development in the Central Business District since 1980. Between 1980 and 1987, as much as 1.7 million square feet of office space has been brought on line in the Downtown area, increasing the Class A office space by over 40 percent. Given the City's role as a gateway city to Latin America and its attractiveness to multinational and national firms or divisions of corporations, it can be expected that the professional, executive, managerial and technical and clerical and administrative services will continue to contribute to the City's growth. As a center for international tourism, it can be expected that positions in retail sales will increase also. Land Use: The distribution of land uses in the City of Miami reflects historical development factors, some of which are unique to the South Florida region. As one of the first areas of development in South Florida, the City continued its role as the major centeral business district of Dade County. The area has long attracted immigrants from Latin American countries who seek economic opportunities and the elderly who buy secondary or retirement homes. As international banking and business services have expanded, the City has become an important business center for professional services and import/export activities. Its overall pattern is typically low-rise with a central, downtown core of high-rise office buildings. The pattern of commercial land use follows that of other urban areas; with a large central core serving international and regional office and retail markets. Commercial uses extend along major arterials of the grid street pattern. Industrial land uses have developed along corridors, such as major rail lines north of the Downtown district as well as along the Miami River and near the Miami International Airport. SS-73z 1-3 i Between 1960 and 1988 the number of acres dedicated to residential use decreased by 24 acres. Acreage for industrial purposes decreased. Between 1979 and 1988, there was a decline of 205 acres. Acreage for commercial use increased substantially between 1960 and 1988, rising from 1,665 to 1.994 acres. Most significantly, vacant land decreased by 1,817 acres between 1960 and 1988. (See Tables I.6 and I.7) The percentage of land for residential, commercial, institutional and recreational purposes has increased between 1960 and 1988. In 1960, residential use accounted for 57 percent of all land uses. In 1988, residential use is 64.8 percent of all land uses. Commercial land use increased from 9.4 to 12.8 percent of the total land area between 1960 and 1988. The percent of land identified as vacant decreased from 15.8 percent in 1960 to 6.4 percent in 1988. The percentage of land held for industrial purposes has not changed significantly between 1960 and 1988. To provide a more detailed look at the use of land and the overall pattern of development in Miami, the six major neighborhood districts have been analyzed. These areas comprise the eight Community Target Areas and 31 subareas. The land distribution by planning district is shown in Tables 1.8, by total acres, and Table stated as a percentage of total acres. The Little Havana district has the largest number of acres in residential use. Downtown has the lowest number of residential acres. The Downtown district has 385 vacant acres and 234 recreational acres, the highest district totals in these categories of land use. Flagami has the fewest vacant acres. On a percentage basis, similar patterns are distinguishable. For comparative purposes the relative mixture of developed uses in Miami in 1988 can be compared to the 1983 mixture of land uses recently reported for 46 of the largest cities in the United States. In the cities surveyed, the average percentage of land developed in residential uses was 48 percent. In Miami, the corresponding Table I.6. Land Use Distribution (in acres), 1960 through 1988, City of Miami. Land Use Category 1960 1975 1979 1988 Residential 10,109 10,402 10,407 10,085 Commercial 1,665 1,814 1,808 1,994 Industrial 540 673 675 470 Institutional/public 969 1,031 1,032 1,042 Recreational 631 927 929 825 Transportation/utilities 1,242 1,484 1,654 94(1) Vacant 2,810 1,418 1,428 993 Total 17,966 17,749 17,933 15,503 (1) Does not include expressways, which are included in all other years. Sources: Miami Comprehensive Neighborhood Plan, 1975; Land Use Atlas, 1982; Sanborn Survey, 1988. Note, these surveys have different bases and therefore only approximate changes over time. Table I.7. Land Use Distribution (percentage of total acres), 1960 through 1988, City of Miami. Land Use Category 1960 1975 1979 1988 Residential 57.0% 58.6% 58.0% 64.8% Commercial 9.4 10.2 10.1 12.8 Industrial 3.0 3.8 3.8 3.0 Institutional/public 5.5 5.8 5.8 6.7 Recreational 3.6 5.2 5.2 5.3 Transportation/utilities(1) 7.0 8.4 9.2 0.6 Vacant 15.8 8.0 8.0 6.4 Total 100.0% 100.0% 100.0% 100.0% (1) Does not include expressways, which are included in all other years. Sources: Miami Comprehensive Neighborhood Plan, 1975; Land Use Atlas, 1982;Sanborn Survey, 1988. I-4 Table I.8. Land Use Distribution by Planning District (acres), 1988, City of Miami. District Land use Residential Commercial Industrial Institutional Recreational Transportation Vacant Total Edison 2,310 389 123 220 117 18 242 3,419 Downtown 715 386 202 176 234 39 385 2,137 Coconut Grove 1,720 156 3 237 94 9 143 2,362 Little Havana 2,403 356 71 98 94 4 61 3,087 Flagami 1,635 300 7 93 141 0 42 2,218 Allapattah 1,302 407 64 218 145 24 120 2,280 City 10,085 1,994 470 1,042 825 94 993 15,503 (1) Excludes expressways. Source: Sanborn Survey, 1988, City of Miami. Table 1.9. Land Use Distribution by Planning District (percentage of total acres), 1988, City of Miami. District Land use Residential Commerical Industrial Institutional Recreational Transportation Vacant Total Edison 67.2% 11.3% 3.6% 6.4% 3.4% 0.5% 7.0% 100% Downtown 33.6 18.1 9.5 8.3 11.0 1.8 18.1 100 Coconut Grove 72.5 6.6 .1 10.0 4.0 .4 6.0 100 Little Havana 77.5 11.5 2.3 3.2 3.0 .1 2.0 100 Flagami 73.9 13.6 .3 4.2 6.4 -- 1.9 100 Allapattah 56.7 17.7 2.8 9.5 6.3 1.0 5.2 100 City 64.8% 12.8% 3.0% 6.7% 5.3% .6% 6.4% 100% (1) Excludes expressways. Source: Sanborn Survey, 1988, and City of Miami. 88_• + J + I-5 I percentage is 64.8 percent. Additionally, in Miami I2.� and 3 percent of the land is in commercial and industrial uses, respectively. Nationally, 9 percent of the loped in urban lands surveyed are ercent dinVindustrial commercial use and 12 p 'hus, the role of Miami as a us`' reflected in this commerical center is difference in land use patterns. Recreational and open space areas are critical in maintaining a quality environment. Historical and archeological natural resources which resources and the cannot be directly addressed by the analysis of the distribution of land uses and activities, are presented below. Historic and archeological resources reflect the history of the man-made environment. In order to document the including historic resources of Dade County, the City of Miami, the Metro -Dade Historic Preservation Division conducted the Dade County Historic Survey between 1978 and Cy ount This comprehensive survey of all properties identified approximately 6,000 historically, and architecturally, archaeologically significant sites. Approximately 3,358 are in Miami. These series sites are identified on the map it The entitled "Historic sites. archeological survey is shown on the map, "Archeological Sites% which also includes archeological conservation areas. These areas are defined as properties that include or are likely to include archeological sites, features, or artifacts that are of local, state, or national historic significance. Although specific boundaries for these resources are often unknown, the archeolo^ical conservation areas attempt to reasonably encompass the candidate sites. Miami is in a transitional zone where temperate and tropical species intermingle. This provides a diversity of wildlife and flora. Natural features which impact the location and intensity of development include Biscayne Bay, the Miami River and These lakes scattered throughout the City. features are described below. Biscayne Bay is a shallow, subtropical lagoon which extends from Sunny Isle Causeway connecting North Miami Beach on the north to the upper Keys near Dade Contends southern boundary. The Bay approximately 35 miles, north to south, and varies from less than one mile to approximately ten miles in width. There are a series of barrier islands which ou linx its eastern border. The Bay si feet in depth and generally is less than ten feet deep, except where the bottom has been dredged. It is one of the finest examples of a coastal ecosystem in rofanatura1, complex region contains examplesbiological conserved and undisturbed intense communities. It accommodates recreational activities on commercial and ts well as residential, co industrial uses along the shoreline. The Miami River extends in a generally southeastern direction from its entrance to 27 the City at approximately Avenue to Biscayne Bay, where it separates the Central Business District into the The Downtown and Brickell Avenue areas. riverfront provides sites for water - dependent and water -related uses. These in uses include shipping terminals; boat storage, building and repair facilities; fish houses and terminals; and marine towing, salvage and construction operations. provide sSoe of and ervi c s these not produced eSe Psewhe a goods Dade County. There are six shoreline parks and a number of waterfront restaurants which provide some public access to the river area. The City of Miami owns almost a mile Of shoreline along the River and its tributaries. In addition to the major parks along the River, there are 22 other publicly -held parcels, which are small rights -of -way adjacent to bridges or under Metrorail. Canals in the City include: Little River, Seybold, Wagner Creek, Miami River, Lawrence Waterway, Comfort and Tamiami Canals. Originally designed for drainage, they provide habitats for an array of wildlife species. Rare species such as Manatees have been seen in them. They also accommodate variety of recreational activities such as a boating and fishing. The Blue Lagoon Lakes were a result of past quarry operations. The oolitic limestone and sand were dredged to a depth of up to 40 feet. Even with their close proximity to Miami International Airport and the East-West Expressway, the lakes and adjacent park are actively used for boating, water skiing and family picnics. Most of the surrounding area south of the lakes is in the City and is zoned for residential use. The Biscayne Aquifer is a hydrological area of water -bearing rock that carries unconfined groundwater through southeast Florida. In the Miami area, the aquifer is approximately 120 to 130 feet deep and is just below the surface of the land•otabhe aquifer, the source of Miami's infalp water, is recharged mostly by l. There are small isolated the tCoconutas Of Grove wetlands scattered alongthe on the Dinner Key coast, on Virginia Key a islands. In addition to their aesthetic value, wetlands perform many important functions as part of the natural e f sh tend They serve as habitats for many oods, game species and store water during d ingpflfl ods• releasing it slowly during They account for a significant amount of recharge to rote t cfrom erosion al nas awelleas Also, they p provide nutrient traps that filter surface water runoff. Land Use Analysis To estimate future patterns in the Cityhe current trends are , projected through the Year 2000. population projections: population projections have been prepared through 2000 for the City of Miami and the planning districts. 1985 City-wide estimates for adjusted have been projected betweenn1980 and ed on totals of building permits 1986. I-6 Table I. 10. Future Population Estimates by Planning District, 1990 through 2000 Planning District 1990 1995 2000 Edison 84,900 85,500 86,300 Downtown Coconut Grove Little Havana Flagaw Allapattah 44,600 45,000 46,400 36,500 36,700 37,700 115,300 115,800 118,200 44,400 44,700 45,900 61,300 62,300 64,400 city total 397,000 390,000 400,000 Source: city of Miami. Table 1. 11. Projected Total Dwelling Units by Planning District, 1990-2000, City of Miami. Planning District: 1990 1995 2000 Edison Downtown Coconut Grove Little Havana Flagami 28,600 29,400 30,900 27,700 28,400 29,900 17,400 18,100 19,000 39,700 40,700 42,700 16,900 17,300 18,200 Allapattah 20,700 21,100 22,300 City total 151,000 155,000 163.000 ISource: City of Miami r Projections have been made at five year intervals. (See Table I.10) The population projections for the Downtown district, which includes the Southeast Overtown/Park West Redevelopment Project, integrate findings from the Downtown Development_ Plan Miami, Florida: conomic na ysis an row rojec ions ammer, biler, eorge ssoc5iaTes, 1986). Housing Unit Projections: Housing units has been projected through the Year 2000. The number of future units have been derived by dividing the population estimate for each five-year interval by a person per household standard developed for each planning district. For each district, the units by housing type, that is single- family, duplex (two family) and multi -family units, are apportioned as shown in Table I.11. Future Employment Estimates: In making employment projections through 2000, 1980 Dade County Traffic Zone Counts have been used to derive sector employment as follows: Office employment is made up of the FIRE, Public Administration, and 38 percent of the aggregate of the Business Service, Personal Service and Professional Service sectors. Retail employment is comprised of retail -related employees. Wholesale employment is made up of wholesale trade employees. Manufacturing employment is based on employees in the manufacturing sector. Miscellaneous employment includes transportation, communications and utilities, construction and the remaining 62 percent of the total of the Business Service, Personal Service and Professional Service sectors. The employment projections assume the following sector share of employment in 2000: Business Service 7.0% Personal Service 7.5 Professional Services 21.0 Wholesale trade 6.2 Manufacturing 11.0 Retail 18.0 Construction 6.0 FIRE 11.0 Public Administration 6.0 Transportation 6.3 Total 100.0% Forecasted sector shares in 2000 indicate strong rates of growth in the office, retail and wholesale trade sectors. Miscellaneous services will increase relatively rapidly. There will be a steady increase in manufacturing employment. (See Table I.12) The 1980 base year employment estimates have been adjusted at five year intervals by interpolation to achieve the forecasted sector share in 2000. variations in the rate of change among planning districts has been based upon the assumption that the rate of change is equivalent to that of the city as a whole. Service -related employment growth was assumed to be similar in the Coconut Grove, Little Havana and Allapattah districts, approximately twice that forecasted for the Flagami district and approximately four times that forecasted for Edison district . In contrast, forecasted growth in service - related employment was assumed to be approximately 30 percent greater in the Downtown district than in the Coconut Grove, Little Havana and Allapattah districts. The rate of retail employment growth was assumed to be similar in the Downtown, Coconut Grove and Little Havana districts, approximately twice that of the Edison, Flagami and Allapattah districts which share similar rates of growth. The rate of growth in construction employment also varied by district. This rate was assumed to be the same for the Coconut Grove, Little Havana and Allapattah districts, approximately twice that assumed for the Edison and Flagami districts, and five times that assumed for Downtown, signaling a I-7 Table I. 12. Projected Employment by Aggregate Industry, 1985-2000. city of Miami. Compound annual change Industry 1985 1990 1995 2000 1985-2000 Office 96,200 108,400 119,500 129,300 2.0a Retail trade 56,500 62,800 69,700 74,400 1.9 wholesale trade 20,000 21,900 23,400 24,700 1.4 Manufacturing 36,000 37,900 40,000 41,400 .9 Miscellaneous 117,300 128,600 138,400 145.900 1.5 Total 326,000 359,000 391,000 416,000 1.6" Source: City of Miami. significant slowdown in the rate of construction in the Downtown over that of recent years. (See Table I.13) Employment projections for the Downtown district which includes the Southeast overtown/Park West Redevelopment Project integrate findings from the Downtown Development Plan Miami, Florida: conomic nA aTsis and GrowthProjections. Future Land Use: Projections have been made on the number of additional residential and non-residential acres needed to accommodate the net increase in population and employment through the Year 2000. In the Housing section of the Miami Comprehensive Neighborhood Plan, it is projected that the City will need 28,600 additional housing units by the Year 2000. This figures includes new units, a vacancy factor and the replacement of units lost through demolition, fires or other conditions. The net addition is 12,000 units. Based on 10,085 acres of residential land and an estimated 151,000 housing units Table I. 13. Employment Projections for Planning Districts, 1985-2000, City of Miami. Planning District 1990 1995 2000 Edison 41,300 42,800 44,000 Downtown 149,900 167,400 180,900 Coconut Grove 27,300 29,600 31,500 Little Havana 58,900 63,900 67,900 Flagami 18,900 19,700 20,400 Allapattah 63,700 67,600 71,300 City total 360,000 391,000 416.000 Source: City of Miami. in 1988, the average amount of land per unit is 2,910 square feet. Thus, approximately 34,920,000 square feet or up to 800 acres, rounded, are needed to accommodate the net increase in housing assuming that the intensity of land use remains constant. By 2000, the City will require an additional 410 acres of nonresidential land to meet anticipated demand. Non-residential land uses includes office, commercial and industrial activities. It is estimated that 18,000,000 square feet of non-residential space will be required to house 90,000 new jobs, based on an average of 200 square feet per employee, which are generated between 1985 and 2000. Availability of Sites for Future Development: The City has an estimated 993 acres of vacant land. This represents 6.4 percent of its total area (see Table I. 14). Vacant parcels range in size from small, 5,000-square foot lots to large tracts up to 60 acres. The City's inventory of vacant land is primarily parcels smaller than one acre. Much of the vacant land is in the Downtown district. Approximately, 18.1 percent, or 385 acres, of the Downtown district is vacant. Projections show that by 2000Miami will need an equivalent of up t additional acres to accommodate new residential uses and 410 acres to meet demand generated by new non-residential uses. The City is considered essentially built out. Expansion of the municipal boundaries is unlikely. Therefore, only through the development of tracts identified as assemblages for development, infill Of small lots and the redevelopment of sites through more intensive use may the anticipated growth be accommodated. Land development needs will be met primarily through the redevelopment of existing underutilized parcels and development of vacant tracts. the Given the few large assemblages of undeveloped land available, the major focus of future real property development is through 88-'7:% I-8 I I I I Table I. 14. Vacant Land by Planning District (in acres), 1988, City of Miami. Planning District Vacant Percent of land total land (1) Edison 242 1.60, Downtown 385 2.5 Coconut Grove 143 .1 Little Havana 61 Flagami 42 Allapattah 120 .1 Total 993 6.4% (1' The total land area is estimated to be 15,503 acres exclusive of rights - of -way, etc. Source: Sanborn Survey, 1988 and City of Miami redevelopment and revitalization of depressed or declining areas, and the stabilization and maintenance of more stable neighborhoods. Below are described the major tracts and areas which have been identified as available for redevelopment and/or revitalization. The large assemblages include the Florida East Coast (FEC) Railroad Yards, the River Quadrant, and the Southeast Overtown/Park. West Community Development Project. Small parcels scattered throughout the City will serve as a major resource for redevelopment and infill construction. General areas which are considered to offer excellent opportunities for more intensive development, especially through design guidelines and flexible land use standards, have been designated as areas of Special Public Interest. Figures I.1 and I.2 are maps of Vacant and Developable Land and the Special Public Interest Districts. Assemblages: The Florida East Coast (FEC) Railroad Yards are located in the northern end of the Downtown district. The site is situated between Miami Avenue on the west and the FEC railroad tracks on the east, and from N. W. 29 Street on the south to N. W. 36 Street. The yards have lain practically dormant with the decline in the need for large marshalling and freight yards. At 60 acres, it is one of the most significant tracts of available real estate in the City. Its future development is expected to trigger a major revival in the area. The River Quadrant fronts the Miami River, extending from the I-95 overpass to South Miami Avenue. It is approximately 40 acres in size. The quadrant includes Florida Power & Light's downtown substation. Notwithstanding the power substation, most of the land is vacant. Public policy documents suggest that the River Quadrant site should be considered primarily for residential and water -oriented commercial actiivities. There is demand for affordable rental housing units Downtown and in proximity to the river. Mixed -use projects, combining office, commercial and residential uses are desired. The Southeast Overtown/Park West Community Development Project entails the redevelopment of 200 acres in Downtown, north of the governmental office area. New residential, office and commercial activities are planned. The general redevelopment concept of the project is directed toward providing a wide range of housing opportunities for moderate -income families within a downtown setting. An estimated 9,000 units are planned. Also incorporated in the development plan is the provision of adequate support services necessary to serve the future population. The City of Miami has initiated the redevelopment effort in three steps. Phase I is focused on the Overtown Metrorail Transit Station area. Special Public Interest District zoning designations have been made for parcels in the vicinity of the station. Land acquisition and relocation activities have been completed for nine Phase I development parcels (city blocks). Developers and development programs have been selected for these sites. The combined construction cost is estimated at over $190 million. Phase I development activities are expected to result in approximately 2,000 housing units, 166,000 square feet of office space, 62,000 square feet of retail space and a 16,500 seat sports arena which opened in July 1988. When all phases have been completed, which is estimated to be by the Year 2010, the Southeast Overtown/Park West Community Redevelopment Project will have transformed a blighted, underutilized area into a socially and economically viable community providing an attractive living and working environment in Downtown Miami. An area where there are a number of non-contiguous parcels which offer the potential for more intensive use is the Omni area. Through a concerted effort with the private sector, the City foresees a unified neighborhood center. A redevelopment plan has been adopted for this part of the Downtown district, which encompasses 260 acres bounded by I-395 on the south, Biscayne Bay on the east, Northwest 20 Street on the north and the FEC Railroad right-of-way. The intent of the plan is to stimulate redevelopment of the area's significant supply of vacant and underutilized land, thereby increasing the vitality of this northernmost section of Downtown. The portion of the Omni area to the east of Northeast 2 Avenue is proposed to be a high-rise, high -intensity, mixed residential and commercial area. The area to the west of Northeast 2 Avenue is proposed to be a low- to mid -rise, moderate intensity commercial/industrial area. It is estimated that the Omni area can absorb approximately 3,050 housing units, 647,500 square feet of office space and 85,000 square feet of commercial space through the Year 2000. The principal strategy for the revitalization program is the recruitment of new anchor stores to the area. The second I-9 major revitalization strategy is to create desirable high quality the image of a "uptown" district, which is attractive, has a 24-hour activity pattern, and is perceived i i as safe and secure. Although new construction is encouraged because of the immediate supply of vacant land, the redevelopment plan for the Omni area encourages the retention of viable, residential and commercial uses. Rehabilitation and adaptive reuse are recommended for historic buildings. Small Parcels: In identifying the opportunities for accommodating the estimated future growth in the City, an inventory of available sites for infill and redevelopment has been conducted. As noted previously, the City, which is essentially .` built out, will rely on the small parcels scattered through its neighborhoods to _- - support future activities. The sites are mapped on Figure I. 1. The general locations of the small sites which are privately owned and are not in a designated redevelopment area or a Special Public Interest District are listed below. Tn the areas north of Downtown, the sites are: - Along Dixie Highway at the City's northern boundary, On the Intracoastal north of N. E. 83 Street, On the Intracoastal near N. E. 78 Street, - Along N. E. 3 Court between N. E. 75 and 78 Streets, - North of N. E. 82 Terrace, - On Miami Avenue near N. W. 78 Street, - On N. W. 77 Street, west of N. W. 2 Avenue, - On the east side of N. W. 2 Avenue between N. W. 58 and 60 Streets, - East of Biscayne Boulevard between N. E. 63 and 69 Streets, - On the east side of N. E. 2 Avenue between N. E. 60 and 64 Streets, - West of N. W. 7 Avenue between 58 and 71 Streets, to the City's northern boundary, Table I. 15. Downtown Development of Regional Impact, Maximum Buildable Areas by Phase, City of Miami Land Use Increment I Increment II Increment III 7,100,000 3,600,000 3,700,000 Office (sq.ft.) Government office (sq.ft.) 300,000 250,000 400,000 200,000 500,000 Retail/service 1,050,000 500 1,100 Hotel (rooms) Residential (units) 1,000 3,550 2,550 2>920 0 Convention (seats) 500,000 0 Wholesale & industrial 1,050,000 0 0 1,050,000 300,000 Institutional 300,000 Attractions (seats) 3,400 1,600 5,000 Source: Downtown Development of Regional Impact Study, City of Miami. - West of N. W. 11 Avenue between 62 and 67 Streets, - Along N. W. 2 Avenue between N. W. 42 and 52 Streets, - East of N. W. 5 Avenue at N. W. 22 Lane, - Along the FEC Railroad tracks between N. W. 13 and 14 Streets and at N. W. 19 Street, and - South of the Civic Center, at N. W. 11 Avenue where the Metrorail and East-West Expressway intersect. In the areas south of Downtown, the following sites have been identified: - At a triangular area formed by the intersection of U. S. 1 and the beginning of I-95, east of I-95, - On the waterfront on Fair Isle, across from Grove Isle, and - In Coconut Grove along Grand Avenue at Hibiscus and Margaret Streets. In the western area of Miami along the south shore of the Blue Lagoon Lakes and fronting N. W. 7 Avenue, there are also several parcels available. Downtown The Downtown of Miami has the major assemblages described above as well as small lots scattered throughout the commercial area. In addition, many buildings have been identified as having upper floors which are underutilized. To encourage future development in the Downtown, an area under the jurisdiction of the Downtown Development Authority has been approved as a Development of Regional Impact (DRI). The Downtown DRI covers 1.6 square miles or 839 acres of the Central Business District, including the Downtown, Brickell and Omni areas. The Downtown DRI allows for flexibility in permitting and review procedures for new development in the defined area, subject to the commitment of necessary infrastructure. The Downtown DRI development order establishes a framework wherein new development can take place through the Year 2000 within the thresholds as shown on Table I.15. SS—'7; 36" 1 1-10 ror '��' 'L'�. "L w Imo , 1w, wIIIIIIIF .�. In p 1 (30) fw ar Ave a Q A fw f/ fvf Y 1 C Y Y lw f/ fvf Y /f w y M"w 1/ AYf I Z. i 94 MIAMI COMPREHENSIVE NEIGHBORHOOD PLAIN one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 -167,LAWS OF FLORIDA AND ADMINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS Industrial Land There is a total of 471 acres in industrial land in the City. This total includes the City's three major industrial districts, Allapattah Industrial District, Little River Industrial District and the Wynwood Industrial Area. A recent study commissioned by the City suggests that there are a number of tracts which may be considered underdeveloped and/or underutilized. For example, in the Allapattah Industrial District there is enough of such land to accommodate an additional 403,900 square feet of industrial building space, in the Little River Industrial District, an additional 307,900 square feet, and in Wynwood, 268,970 square feet. Special Public Interest Districts (SPIs) Special Public Interest Districts are designated areas of special concern of the City. The districts may be a general area or an individual building or site. The purpose of the designation process is to protect the existing character of an area or a view corridor. The district designation may supplant or be superimposed as an overlay on the zoning map. Thus, there is greater flexibility in the regulation of land uses; zoning requirements, regulations and procedures may be modified or replaced. The special concerns may involve: - Location, character, amount and continuity of open space, - Protection of desirable, principal views, - Convenience of access through and between buildings or where the crowding of pedestrians will be alleviated, - Separation of pedestrian and vehicular traffic, - Signs and lighting, and n The mix of future uses. There are 19 designated SPI's and three which are under consideration. The SPI's are described below. SPI- 1, The Martin Luther King Boulevard Commerical District is designed to promote the economic revitalization and redevelopment of the area. The concentration of commercial and service - oriented businesses are encouraged to locate at major intersections. SPI- 2, The Coconut Grove Central and Commercial District is to protect the historic and cultural characteristics of the area. Ground floor retail and service activities with a strong pedestrian orientation and which are a part of mixed -use projects are encouraged. SPI-3, The Coconut Grove Major Streets Overlay District has been established to protect the architectural and natural environmental features and the historic and cultural heritage which give the area a distinctive physical character. Guidelines address the intensity of new development, including building height and design. SPI- 4, The Brickell Area Major Streets Overlay District protects the area's architectural and environmental character. Guidelines address setbacks for parking and additional landscaping. SPI- 5, The Brickell-Miami River Residential -Office District has been established to encourage public access to the waterfront and to protect views of Biscayne Bay. Residential development as part of a mixed -use project or by itself is promoted. The design of slender towers is encouraged. Off-street parking requirements are minimal to encourage the use of mass transit service in the area. A density bonus is available if affordable housing units are provided off -site or retail, services and/or businesses are on the ground floor. SPI- 6, The Central Commercial Residential District promotes mixed -use development and redevelopment near the CBD. Residential development is encouraged by allowing a density bonus for a mix of residential, office, service and retail uses. Greater intensity of use is permitted adjacent to the Metrorail transit stations. Plazas and areas of pedestrian circulation are both promoted through design guidelines. View corridors are protected by setbacks and long east -west building axis. Graphics that project color, vitality and a blend of activity are encouraged. SPI- 7, The Brickell-Miami River Rapid Transit Commercial Residential District promotes mixed -use development and redevelopment near the CBD. Retail, service, cultural and entertainment activities are encouraged at ground level to create a 24-hour activity pattern. SPI- 8, The Design Plaza Commerical Residential District is to strengthen and encourage the growth of the local design industry. Greater intensity for design - oriented service uses and pedestrian -oriented open spaces are both promoted. Additional off -site parking is permitted to serve customers. SPI- 9, The Biscayne Boulevard North Overlay District is to protect and enhance the Boulevard's gateway features to the City. Well -landscaped residential and/or commercial development is promoted. A transfer of development rights (floor area) from small parcels to large lots along Biscayne Boulevard is encouraged. Guidelines address SS :3s. I-12 i y N 1; N Fl N M 1 All O m jrrh w Iv O 6 14 r A U• t� N_ T t SW iT NE — v S w ST AVE. c . j S.W 47 AVE z NW IT WE z E N 1.95 u C 1 m MIAMI AVE BISCAYNE BLVC .t MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER TILE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 167.LAWS OF FLORIDA AND ADMINISTERED RY TfiE FLORIDA DEPARTMENT OF c0P.gfAIINIIY AFFAIRS i po10Le 2 s w t7 ■VE 1 1Am C x S w S7 AVE S.W. 47 AVE. ch isLM Sw. 37 AWE. N �O V .L CAI A B -4 r•r J / _ c LA W N C4 ►.+ s N cn to •v T u TO C m x, N cr ck • -L W cn CAI J O Qi G4 i so 16 J Go a w 27 AVE V 00 Ln j!)Lj C. v 00 wiamt AvE BISCAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN KI Illllllllilllilllllilllillllliltll one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 06 167,LAWS OF FLORII)A AND ADMINISTFRED BY THE FtOR1DA DEPARTMENT OF COMMIINIIY AFFAIRS the enhancement of the visual quality of the buildings and amenities along the Boulevard. SPI-10, The Mercy Hospital Overlay District has been adopted to protect the surrounding neighborhood's physical character and historic resources. Viscaya, on the National Register of Historic Places, and the scenic highway, South Bayshore Drive, an Environmental Preservation District, are adjacent to it. Guidelines regulate building height and protect natural and man-made features. SPI-11, The Coconut Grove Rapid Transit District is to secure open space for pedestrians and to alleviate conflicts between pedestrian and vehicular traffic as well as to protect the design character of the area. It encourages residential and non-residential uses and a pedestrian link to the transit system by a density bonus. SPI-12, The Coconut Grove Special Conservation Overlay District protects the historic structures in the area. Density bonuses are provided for efforts to preserve and adaptively reuse historic buildings and grounds. SPI-13, The S. W. 27 Avenue Gateway District has been adopted to protect and enhance the avenues's role as a gateway to Coconut Grove. SPI-14 The Latin Quarter Commercial Residential and Residential Districts are to strengthen and promote the area's ethnic character and to encourage an Hispanic architectural style which enhances the residential environment and stimulates tourism. Specialty retail activity, neighborhood services, major events, exhibits and cultural uses with a strong pedestrian -orientation are encouraged. A mix of residential uses above stores and a continuous, storefront facade are promoted. Pedestrian -oriented plazas, courtyards, terraces and covered arcades as well as recreational areas are desirable. SPI-15, The Southeast Overtown-Park West Overlay District encourages the redevelopment of the area in a residential and mixed -use pattern. The orientation and design of principal buildings will be to protect view corridors to Bicentennial Park and Biscayne Bay. Site, landscaping and building plans must be reviewed for conformity with the Southeast Overtown-Park West Design Standards and Guidelines. SPI-16 The Southeast Overtown-Park West Commercial -Residential Districts also encourage the mixed -use redevelopment of the designated downtown area. The development is planned to be a moderate to high - intensity development which offers a variety of housing opportunities, open spaces and neighborhood retail services in a planned community. SPI-17, The South Bayshore Drive Overlay District has been adopted to protect public views to Biscayne Bay and preserve open spaces from encroachments by high -density development. Design guidelines address building height, setbacks, and view corridors. A density bonus is available for the provision of publicly available parking for the Dinner Key and Coconut Grove Village Center activities. SPI-18, The South Little River Canal -Grove Park Overlay District has been adopted to prohibit house barges and to discourage new house boats. SPI-19, The Cocoanut Grove Overlay District is to monitor the impacts of vehicular circulation on the residential area. The SPI's under consideration include: SPI- A, A Riverside Center Rapid Transit Mixed -Use district is modeled on the SPI-7 district regulations. It planned that a maximum FAR of 12.5 for all uses, a FAR of 11 for non- residential uses and a FAR of 6 for residential uses will be permitted. SPI- B, A Miami River district is under consideration to promote a coordinated redevelopment effort in the area extending from 8 Avenue, east to the River and from S.W. 8 Street to N. W. 4 Street. SPI- C, A S. W. 8 Street Corridor district, between 32 and 27 Avenues, extending from S. W. 12 Street to S. W. 7 Street is under consideration. The purpose will be to promote the redevelopment of a quality, mixed -use neighborhood in a stabilized area. Given the predominant character of the vacant land that is available and the areas which are deemed to have the potential for redevelopment and more intensive use in the near future, the SPI district designation process is a significant mechanism. Through it, the City can guide the rehabilitation and construction activities of the private sector in order to protect the environment of its neighborhoods. At the same time, it is able to enhance the physical appearance and factors of accessibility which will contribute to overall appreciation in land values through the Year 2000. Future Infrastructure Needs The public infrastructure network is planned, constructed and operated by both the City of Miami and Metro -Dade County. The infrastructure system adequately serves current land uses. Improvements are planned and programmed to meet the demand generated by future land uses. Traffic Circulation: Miami occupies a key position in the Dade County metropolitan area's transportation system. It is the S S-7. i 1. I-14 largest and oldest municipality in Dade County; it serves as the region's Downtown and has several of the County's most important employment centers. It is the hub of the public transit system through which a large part of the region's vehicular traffic passes. Miami is a "fully -developed" city. This means in transportation terms there has been a slowing of new -trips generated by land development, because less vacant land is available. Despite the overall slowing of new trip growth associated with land development, new employment opportunities are developing in Miami that induce travel from other parts of the urban area. In particular, the Downtown and Miami International Airport areas show considerable increases in trip generation. Hence, the total trips generated in the City continue to increase as land is redeveloped at higher densities and employment grows, but the rate of increase declines as the City matures. In addition, Miami's position within the expanding metropolitan area with multiple growth centers generates a substantial number of non -local trips through the City. All these factors taken together result in an increasing number of trips through the City, while the number of City residents is relatively steady and there is limited availability of vacant land for development. Of critical importance is the fact that the existing street system in the City is now fixed, and there is a limited opportunity to significantly increase vehicular capacities of the system. The implications for transportation planning, then, are that an increase in the number of person -trips must be accommodated in a street and highway system that has a limited and distinctly finite expansion capability. Continuation of this trend will contribute to increasing traffic congestion and deteriorating levels of service. Under the Charter of Metropolitan Dade County, the County is responsible for all transportation planning and implementation within it, including within the Table I.16. Programmed Capacity and Traffic circulation Improvements, Transportation Improvement Program, 1988-2000, City of Miami. Road From To Improvements NW 27 Avenue NW 42 Street NW 11 Street Widen to 6 lanes 1-95 SR 112 SR 836 Widen to 12 lanes SW 67 Avenue SW 40 Street West Flagler Widen to 4 lanes I-95 SR 836 SR 112 Interchange Improvement I-95 NW 54 Street NW 62 Street Frontage road NW 27 Avenue NW 11 Street NW 42 Street Widen to 6 lanes Port Bridge Biscayne Bvd. Dodge Island New 4-lane bridge NW 22 Avenue Airport Exp. NW 103 Street Widen to 6 lanes NW 7 Street NW 57 Avenue NW 60 Court Widen to 4 lanes NW 17 Avenue SR 836 NW 36 Street Widen to 4 lanes W. Flagler SR 826 NW 72 Avenue Widen to 6 lanes SR 836 Dolphin Exp. Airport Airport road Entrance connector SW 27 Avenue US 1 S. Bayshore Widen to 4 lanes SW 27 Avenue SW 8 Street U.S. I Widen to 6 lanes SW 27 Avenue Flagler St. SW 8 Street Widen to 6 lanes NW 27 Avenue Flagler St. Dolphin Exp. Widen to 6 lanes NW 36 Street Miami Ave. NW 7 Avenue Widen to 4 lanes NW 36 Street NW 7 Avenue NW 12 Avenue Widen to 6 lanes SW 2 Avenue Flagler St. SW 718 Street New 4-lane bridge NW 7 Street NW 60 Court NW 72 Avenue Widen to 4 lanes SW 37 Avenue U.S. 1 Grand Avenue Widen to 4 lanes NW 32/37 Ave. NW 21 St. River Road New 4-lane bridge Tamiami Trail NW 57 Avenue NW 67 Avenue Widen to 4 lanes NW 17 Avenue NW 36 St. Airport Exp. Widen to 4 lanes Source: Traffic Circulation Element, Metro -Dade County, 1988. municipalities. In this role the County has authority over the arterial and collector highway systems in the metropolitan area and prepares the area -wide plan to which the State's highways must conform. Municipalities in Dade County, of which Miami is the largest, have no direct authority over the planning, management or improvement of the arterial systems. There are three significant travel patterns within the Miami area: 1. Work trips to the CBD (Downtown district) of Miami have widely dispersed origins. A significant proportion begin over 15 miles from the destination district. 2. There is a strong concentration of work trips originating southwest of the CBD, and a weak movement from Miami Beach to Downtown Miami. In contrast, there is a strong movement from the residential areas of Miami to jobs in Miami Beach. 3. Work trips made from the Miami residential districts tend to be much shorter and more concentrated than the work trips made to the heavy employment districts within the City. This is due to the greater availability of jobs within the City proximate to the homes of City residents. The arterial street system within the City of Miami, of mainly state and county roads, is a grid system with major arterials spaced at approximately one-half mile intervals in north to south and east to west directions. It is interrupted in the Roads Section, a residential area to the southwest of Downtown, where it shifts to a pattern diagonal to the grid. s ''�._.7. 3 t I-15 I I I L. I F, I The system carries heavy volumes of traffic at intermediate trip lengths. In addition, it provides local access and often serves as a parking lane next to the curb. Both factors provide a certain lateral friction to the orderly flow of traffic. Unfortunately, the expansion of this system to provide for increased traffic is limited due to the established width of the right- of-way and the substantial buildings along the edge of the right-of-way. Local collectors and minor residential streets, below arterials in classification, are planned principally to provide access to adjacent properties and rarely to carry heavy traffic volumes. The normal capacity is 600 to 1,000 vehicles per day. However, in Miami, because of the excess demands placed on the expressway and arterial systems, drivers often utilize local streets to take "short cuts" around points of traffic congestion. The intrusion of through traffic into Miami's residential neighborhoods is a constant concern to Miami residents. The heaviest traffic volumes are on the expressway system where daily volumes exceeding 100,000 vehicles are typical. Interstate 95 (1-95) north of the Airport Expressway and portions of the East-West Expressway carry over 150,000 vehicles per day. The expressways are characterized by heavy volumes of work trips to Miami from origins outside of Miami. Peak hour congestion is typical with the peak "hour" becoming longer in time each year as the expressways operate beyond their design capacities. While the Florida Department of Transportation has instituted a ten year program of widening I-95 in the three County region, coupled with paralleling rail commuter service, there is little hope for expanding the expressway system in Miami because of the high cost, community disruption and citizen opposition. Moreover, immediate relief that was to be afforded by the County's Metrorail system has not been achieved. Most residents of Miami must rely on the arterial street system for travel within the City. Most of these arterials carry average daily traffic volumes exceeding 20,000 vehicles and are congested even in off-peak daytime hours. At that volume, they are considered to be operating at levels of service below "E", exceeding their design capacity. To address the continuing problem of congestion, the City must rely on the County's Capital Improvement Program. Table I.16. outlines the road improvements that are scheduled. Drainage: There are six major water bodies that serve as potential receiving waters of stormwater runoff. These include the Little River, Miami River, Seybold, Comfort and Tamiami Canals and Biscayne Bay. These canals, several secondary canals and direct surface runoff, all discharge eventually into Biscayne Bay. Because of the topography and high permeability of the Biscayne Aquifer, some areas of the City depend solely upon the infiltration of runoffdirectly into the underground acquifer. The Storm Drainage Master Plan for the City of Miami has been developed to identify the physical facilities and implementation plan necessary to reduce flooding problems and improve water quality. Stormwater runoff is presently handled through two mechanisms: (1) discharge to the groundwater system (exfiltration devices); and (2) discharge to surface water bodies through storm sewers/channels (positive drainage systems). However, due to the age of the existing systems and development which has reduced the amount of permeable surfaces, the present system cannot completely accommodate the stormwater runoff after significant storms. Limited flooding occurs in many areas of the City. The first stage of the investigation for the Storm Drainage Master Plan involved dividing the City of Miami into four drainage zones. The zones indicate where Table I.17. Capital Cost Estimates for Full Implementation of Store Drainage Master Plan objec- tives, 1986-2000, City of Miami. Stormwater System Capital Cost Exfiltration Systems $105,000,000 City-wide Near -Shore 55,000,000 Local Drainage Projects Zone 1 - Subcatchment 14,430,000 Areas A3/A4 and C3/C4 Zone 2 - Subcatchment 3,500,000 Areas G2/G3 Zone 3 - Subcatchment 25,350,000 Areas I1 and F1 Zone 4 - Subcatchment 2,300,000 Area G1 Zone 5 -Subcatchment 660,000 Area N1 Zone 6 - Subcatchment 5,460,000 Areas Q3, Q4, Q6 and T2 Zone 7 - Subcatchment 870,000 Area 01 Zone 8 - Subcatchment 7,850,000 Areas S1 and S2 Zone 9 - Subcatchment 25,600,000 Areas Ll and M1 Zone 10 - Subcatchment 21,500,000 Areas P3, P5 and P7 Total Capital Cost $267,520,000 each type of drainage system can be installed. The zones which are identified as local drainage systems are immediately adjacent to Biscayne Bay, the Miami River and the Seybold, Comfort, and Tamiami Canals. These zones require pipes that discharge directly into the water bodies. The zones in which exfiltration systems can be used reflect the capability of the ground water system to accommodate a direct charge. The areas without any specific delineation are those that required a positive system in order to discharge to surface water bodies. Areas immediately adjacent to surface water systems in the City of Miami which SS-7 36 I-16 I I I 1 D I F I P have drainage problems have been identified. These areas are low in elevation and are subject to flooding due to high tides. This combination causes routine flooding where there are undersized pipes. Therefore, these areas require the installation of additional storm sewer pipes which discharge directly into the receiving surface waters. ?n some instances, tide gates or similar structures are required to avoid flooding during high tide and rainfalls. The total cost for the additional storm sewer pipes required to satisfy 25-year storm recurrence intervals is estimated to be approximately S55,000,000. Based upon the high infiltration rates of the soils in the City of Miami, exfiltration systems are effective means for stormwater management. Devices capable of transferring water from the ground surface to the subsurface groundwater are expedient and cost-effective systems. Based upon soil conditions and topography, approximately 40 percent of the City could use exfiltration systems for flood protection from a 25-year design storm. Based upon the analysis of drainage zones where exfiltration systems could be utilized, approximately 750,000 feet of exfiltration trench is necessary at a total cost of approximately $105,000,000. The need for a storm sewer system to relieve flooding is specific to those areas which are low in elevation. These areas also are prone to flooding due to high groundwater levels. There are ten zones requiring major storm sewer construction to alleviate flooding. Based upon the preceding analysis, the total stormwater system requirements are shown on Table I.17. The table summarizes the capital cost estimates proposed for each stormwater system. These estimates reflect the total costs associated with pre -design, final design, construction, administration, financing, legal fees and contingencies. The only item not reflected is the purchase of property. Sanitary Servers: The provision of sanitary sewer service in the City of Miami is the responsibility of the Miami -Dade Water and Table I.18. Sanitary Server Projects, 1986-1992. City of Miami. Project Name Cost NW 36 St. Improvement S 1,100,000 Fairlawn South Improvements 2,000,000 North Flagler Sewers 4,515,000 Flagami Sewers 3,700,000 Winona Sewers 6,900,000 South Flagler Sewers 2,985,000 South Grove Sewers 10,000,000 Bicentennial Park Sewers 1,950,000 City-wide Projects: Extension Improvements 2,009,000 Replacement 1,000,000 Total Costs $36.159.000 Source: City of Miami Capital Improve- ment Program. Sewer Authority Department (WASA). The City is responsible only for the design and construction of the sewer collection system in the City limits, while WASA is responsible for the operation, management and control of the sanitary sewer system. The City finances the construction and renovation of transmission facilities in its boundaries. The County finances the construction of treatment facilities. General revenue bonds are the primary mechanism used by local governments to fund system improvements. The City and County appear to have sufficient bonding capacity to meet future needs. Over the past fifteen years, Miami has undertaken a program to expand sewer services through the sale of bonds for capital improvements to the sewer collection system. By 1992, the entire City will be served by sanitary sewers, thus eliminating the few remaining private disposal systems. The 1986 to 1992 Capital Improvement Program (CIP) of Miami includes projects that will improve the City's existing sanitary sewer collection system and provide sanitary sewers in the remaining areas that are not served by the system. The CIP projects are shown on Table I.18. Nine of the projects, valued at $35,059,000, are ongoing, while the remaining project at Northwest 36 Street, is scheduled to begin within the last five years of the City's Capital Improvement Program. In July of 1986, WASA completed the Dade County 201 Wastewater Facilities Plan Update. This plan updates information presented in the original Dade County 201 Facilities Plan (1977) for wastewater transmission, treatment and disposal. The plan revises the population projections and other information and evaluates alternatives for handling the projected wastewater flows through the Year 2005. (for cost estimates see Table I.19) The 201 Plan Update calls for the expansion of the North, Central and South District plants to 120, 133 and 131 million gallons per day (mgd), respectively, by the Year 2005. Effluent disposal at the North and Central District plants would be via ocean outfalls and at the South District plant, via deep wells discharging to the Boulder Zone of the Floridian Aquifer. Although the City of Miami is served by the Central District, generating less than 60 percent of the flow treatment at WASA's Virginia Key facility, there is a link between the three districts permitting flow transfers between facilities. Projected wastewater flows will necessitate transfers between districts in accordance with plant capacities and expansions. The construction of treatment facility expansions is planned to be underway before the average flow reaches 90 percent of capacity. This policy is consistent with sound engineering practice. By following this procedure, WASH will be able to treat the required flow volumes as they are generated, and maintain the rated plant capacities. At all times, the total flow for all three districts will be less than 90 percent of total plant capacity. 8a-7136 I-17 Table 1. 19. Dade County 201 Plan Update List of Projects (Central District), 1986-2000. Project Description Cost Interceptor and pumping station 5 3,000,000 I/I sewer repair and rehabilitation 6,000,000 Modification to 4th Street Station 600,000 Sludge handling facilities 3,400,000 Additional effluent pumps 1,000,000 Odor control system 23,434,700 Outfall diffuser system improvements 2,900,000 Conversion of digesters to high rate mode 2,000,000 Total Cost 542,334,000 Source: Dade County 201 Plan Update Wastewater flows for the entire WASA service area and its subcomponents are estimated and projected in the 201 Plan Update by relating present and future land use estimates to the corresponding wastewater generation factors. For these calculations, the relative locations of the County's planning subareas and the wastewater collection zone boundaries are taken into account. Wastewater flows are projected for each wastewater collection zone. Wastewater is transported to the treatment facilities via the transmission network. The major components of the transmission system in the City are not deemed to require enhancement in order to service the increasing flows anticipated through the Year 2000. It is apparent that the demand on wastewater treatment facilities is expected to increase over time. In the City of Miami this increase will be primarily through the expansion of the area serviced by sewers (rather than by private collection systems), and not from significant increases in residential densities or major land use changes. Although, the demand for service from City areas is expected to grow, the demands are not expected to place a disproportionate burden on the entire WASA system. It also is apparent that major capital improvements in the transmission network within the City are not required. They meet current service levels and can support future population growth and land use changes. Solid Waste: The City of Miami Department of Solid Waste is responsible for the collection of solid waste within the City. The Dade County Department of Public Works, Solid Waste Disposal Division, is responsible for the disposal of solid waste collected throughout the County. The City of Miami, along with the other municipalities within the County, transports its solid waste to county -operated transfer stations for disposal at county -operated landfills. The transfer stations and landfills operate to service regional demands as a whole. Sanitation services provided by the City of Miami to low and moderate density residential areas include garbage collection, trash collection, lot and street clearing, removal of abandoned property and sidewalk cleaning. Private solid waste collection companies provide services to hotels, commercial, industrial establishments and many multi -family residential structures within the City; collecting approximately 50 percent of the total solid waste generated. These companies as well as various cities and the Dade County Solid Waste Department use the transfer stations to deposit waste for final disposal at county -operated sites. The amended Dade County Solid Waste Disposal and Resources Recovery Management Plan, approved and adopted by the Board of County Commissioners in 1984, is the guiding document for the development of solid waste facilities to serve Dade County. The solid waste disposal system consists of three regional automated transfer stations, and three major disposal sites, which include a Resources Recovery Facility. Trash and garbage from the City of Miami are hauled to, and gathered together at three stations. The Central Transfer Station is the only station within the City of Miami, located at 1150 Northwest 20 Street. This station receives trash and garbage from the Miami, Miami Beach and surrounding incorporated and unincorporated areas. The West Transfer Station, located at 2900 Southwest 72 Avenue, receives garbage from Miami, Coral Gables, South Miami, West Miami, Sweetwater and unincorporated Dade County, and other trash and garbage from surrounding areas. The Northeast Transfer Station, located at 18701 Northeast 6 Avenue, receives trash and garbage from Miami, North Miami, North Miami Beach and surrounding areas. From these stations, trash and garbage are sent to three disposal facilities: the North Dade Landfill Facility; the South Dade Solid Waste Disposal Facility; and the Resources Recovery Facility. The transfer stations have tremendous variations in demand both through the day and week. Dade County's solid waste disposal system is designed to provide for the environmentally acceptable and economically feasible disposal of all municipal solid waste generated in Dade County. Because this is indeed a system, it is important to understand that no particular municipality is served by any one disposal site. The County employs a transfer fleet to insure the best use of each disposal site at any particular time during the day. Capacities at each disposal site are best understood when considered on a system -wide basis. Planning that took place in the 1970's has resulted in the current system of three disposal sites and three transfer stations. I-18 Table I. 20. Metro -Dade County Solid Waste Disposal Fund Bond Projects, Series 198S A and B, through 2010. Project Cost Final Closeout of Main Landfill $13,000,000 Permanent Closeout 112 N. Dade Landfill 4,000,000 Construction of New N. Dade Landfill 9,000,000 Construction of Resources Recovery 3,000,000 Expansion of Capacity at S. Dade 3,400,000 Expansion of Capacities at Transfer Stations 4,500,000 Expansion of Capacity at Fleet Maintenance 2,400,000 Acquisition of Reserve Landfill 37,000,000 Total Cost $76,300,000 Source: Dade County Department of Public Works This system has a planned capacity through the Year 2004. Current planning, which includes additional resource recovery plants and transfer stations, will extend capacity beyond 2010. As environmental regulations have changed, Dade County has reacted by designing improvements which exceed these standards. The synthetic liners which cover the Resource Recovery Facility ash landfill exceed current Florida Department of Environmental Regulation Standards. Future landfill capacity requirements are based on the projected population served by the facilities and the volumetric service standard for the facilities. Therefore, the total County population, including the City of Miami, which is largest of the 26 municipalities in Dade County, has to be used to estimate future landfill or disposal needs. According to the Dade County Public Works Department, Solid Waste Division, the landfills in Dade County have sufficient capacity to serve the County's population, including the City of Miami's, beyond the Year 2010 if all the recommendations of the County Management Plan are implemented. Population growth within the City of Miami between 1988 and the Year 2000 will lead to increases in the volume of solid waste generated. The anticipated increase in population will require the City to expand its trash and garbage pickup fleet, including garbage trucks, trash trucks and cranes. This equipment is addressed in the capital improvements program, as shown in Table I.20. Potable Water and Natural Groundwater Aquifer Recharge: WASA has three principal facilities constructed and operated by the Department with a combined production capacity of 358 million gallons per day (mgd). These plants are supported by wellfields located at the Alexander Orr, Jr. sites (two facilities) to serve the southern part of Dade County and the new northwest wellfield to serve the northern part of Dade County. The two major interconnected water treatment districts are divided by Flagler Street. WASA provides retail water service to approximately 212,000 customers throughout Dade County, and wholesale water service to twelve municipalities that in turn serve approximately 107,000 customers. The Metro - Dade Water and Sewer Utility, owned by Dade County and operated by WASA, provides retail water services to an additional 68,000 customers. On a combined wholesale and retail basis, the Department provides water service to approximately 90 percent of the County's population. Table I. 21. Projected Peak Water Demand and Antici- pated System Capacity (Million Gallons per Day), 1987 through 2000, Dade County and City of Miami. Water Treatment Plant 1987 1990 1995 2000 Capacity: Hialeah/Preston 225 225 225 245 Alexander Orr, Jr. 168 220 256 256 Total 393 445 481 501 Peak Demand: Total System (County) 350 400 430 480 City of Miami 86 87 89 92 Share of Demand 24.6% 21.8% 20.7% 19.2% Source: Dade County Water and Sewer Authority Department. There is not a separate customer service breakdown of water usage for the municipalities serviced by the Miami -Dade Water and Sewer Authority Department, including the City of Miami. Data regarding the number of customers and their water usage by geographic location is not available. The projected treatment capacities of the facilities are designed to accommodate projected growth, and the planned capacities h I-19 are periodically reviewed and updated. Historical data on water consumption indicates that peak demand for water in Dade County is 224 gallons per person per day (gpd), while average demand has been 187 gpd. This figure includes both and non- residential uses of water. WASA's capital facilities planning has been based on peak demand projections that are consistent with historical demand data and County population projections. WASA divides the county -wide service area into two districts: the Hialeah/Preston treatment plant (or northern) district and the Alexander Orr, Jr. treatment plant (or southern) district. City residents are served by both facilities. Dade County service to the City is summarized on Table I.21. WASA has indicated that a supplemental water supply for each of the major water treatment plants will be required during the next decade. A modest supplement is needed to meet increasing demands for the Alexander Orr, Jr. treatment plant which serves the City. The location of the west wellfield has been defined and the construction of a 96- inch pipe along Southwest 72 Street is being installed in advance of a major highway project. The primary additional water supply during the next decade will be produced at the Alexander Orr, Jr. treatment plant which is consistent with the increase in residential development in the southwestern portion of the County. A series of planned expansions have been outlined which will increase its capacity to 256 million gallons per day by 1995. In general, each capacity expansion adds additional treatment, pumping and storage units to the plant, in accordance with WASA's long-range plan. The Biscayne Aquifer has been designated by the United States E Environmental Protection Administration as a "sole source aquifer" because it is the area's only fresh water resource. The aquifer is recharged primarily by rainfall. Discharge is by evapotranspiration, coastal seepage, pumping and canal drainage and by subsurface outflow along the coast. It is a highly permeable wedge-shaped aquifer that at its maximum is more than 20 feet thick in coastal Broward County and thins to an edge 35 to 40 miles inland in the Everglades. Natural groundwater flow patterns in Dade County are generally from northwest to southeast. Public groundwater supplies are of excellent quality. The Aquifer underlies the entire City of Miami. No area within the City, however, has been designated by the South Florida Water Management District as a "prime" natural ground water aquifer recharge area. The secondary aquifer recharge area within the City is located in the western part of the City (Flagami district). This is primarily a low -to -moderate density residential area, which is expected to maintain its existing land use characteristics in the near future. This area, moreover, will be completely served by sanitary sewers by 1992. Potable water is provided to the City of Miami by WASA, which obtains it from wells which draw water from the Biscayne Aquifer. WASA conveys it through pipes to treatment facilities. Generally, the areas of the City north of the Miami River are served by water drawn from the northwest wellfield. This wellfield was developed and placed into service in 1983 to provide an uncontaminated source of water and to meet future increases in demand. A minor amount of water also is drawn from the Hialeah - Miami Springs Wellfield, but use of this field has been limited because of the detection of contaminants. The areas of the City south of the Miami River are served by water drawn from three wellfields. They are the Alexander Orr, Southwest and the Snapper Creek Wellfields. WASA supplies up to 350 million gallons per day (mgd) on peak demand days to residents and businesses within Dade County. The present South Florida Water Management District average daily water allocation for the WASA facilities is 330 mgd. The maximum daily water allocation is 428 mgd. System- wide per capita consumption data and the estimated population of the City of Miami indicate that 25 percent of WASA water production is consumed within the City's boundaries. WASA has determined that there is sufficient well capacity and adequate potable water capacity to serve the City through 1992. No wellfields or their "cones of influence" are located within the City's boundaries, and, therefore, existing or future land use patterns within the City do not pose direct threat to the quality of the water supply drawn from those wellfields. WASA will continue to protect the regional water supply by moving its wellfields to west Dade, minimizing the risks of saltwater intrusion, and controlling land uses in the "cones of influence," to minimize the risk of surface pollution hazards. Future problems affecting the potable water supplies of the Biscayne Aquifer are related to the growth of population and industry. Continued growth will result in increased water demand and increased generation of waste water and solid wastes. In the past, contamination has occurred at the Hialeah and Miami Springs wellfields. Current and future plans of WASA include making provisions so that at least one existing wellfield can be replaced in the event of contamination. WASA also plans to develop a new west wellfield with a capacity of 140 mgd to provide supplemental water to meet the increasing demand. Thirty-five percent (50 mgd) of this plant's capacity will be needed to meet future demands, while another 40 percent (60 mgd) of capacity will be available to replace existing facilities in the event of future contamination. These capital improvements will ensure that City residents, along with other residents of the County, will have facilities that can provide sufficient quantities of water to meet future needs and the capacity to adequately respond in the event of the contamination of an existing wellfield. Environmental Characteristics Miami's coastal area extends along the shoreline of Biscayne Bay, Little River and Miami River and upland to the first road parallel to the shoreline. The natural and man-made islands that are on Biscayne Bay are included. SS-7i$: I-20 r m �N N p rn = O 2 rn Qn y z nli. y n XI m mQ Sz p= z=C Z aq —S S x m T C CD T s N S w 67 AvE R.w S7 AVE. a.w 47 AVE. M.w 27 AvE YIAMI AvE x � MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86-167,L.AWS OF FLORIDA AND ADMINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS The Hurricane Vulnerability Zone is another important boundary related to the coastal area. This zone encompasses those areas of the City's jurisdiction requiring evacuation in 3 the ventnt of The lOCoastal storm of Category Hazard Area encompasses areas that may experience destruction or severe damage from storm surge, waves, erosion, or other manifestations of rapidly moving storm driven water (designated "V" zones). The Metro -Dade County Hurricane Procedure originally was adopted in 1984 and is revised annually to update operations data. The Hurricane Procedures Plan is a county -wide plan that is broad in scope to provide general county -wide coordination. The Metro -Dade Office of Emergency Operations is responsible for issuing evacuation orders, depending on the intensity of the storm, to areas in the County affected by hurricanes. Forty-seven zones have been identified by the County which require evacuation. Zones 1 through 7 will be evacuated for all hurricanes. Only a portion of Zones 8 through 17 may experience flooding in all hurricanes and are to be evacuated only in the event of a Category two or greater storm. Zones 18 through 25 are required to be evacuated only in the event of a Category four or five event, due to flooding. The entire Bay front area of Miami is subject to coastal flooding. Figure I.3 identifies Zones A and V as designated on the Flood Insurance Rate Maps. The V-Zones identify the High Hazard Coastal Areas. The City requires that developments within floodplains comply with the appropriate Federal guidelines and flood criteria adopted by the Federal Emergency Management Agency ( FEMA) , and Chapter llc of the Dade County Code entitled "Development Within Coastal Flood Hazard Districts." One of the requirements in receiving permits within designated floodplain areas is to provide finished floor elevations. The immediate coastal areas of the City are classified for the most part as V Zones. The base flood elevation, or lowest floor elevation, in this zone varies from 13 to 14 feet. The base flood elevation within the A Zone varies from 11 to 13 feet. Land use conflicts do not appear to be widespread at this time within the coastal area. Real estate market conditions do not indicate strong demand for commercial, industrial or transportation uses along the Bay. The predominant, residential use is not threatened by the encroachment of non- residential land uses. Along the River, there is some vacant shoreline or underutilized nonresidential space, and in some places, residential and non -water dependent uses have been gradually encroaching upon areas with water -dependent land uses. This development, however, has not resulted from population pressures displacing other land uses along the shoreline. This process is reflective of a relative decline in the need for water - dependent land uses along the City's shoreline. Summary The City of Miami has an estimated 1985 population of 380,000. It is projected that in the Year 2000, the City will have a population of 400,000. This represents a population increase of 5.3 percent. In 1985 the City had an estimated 151,000 dwelling units. It is projected that by 2000 the City will have 163,000 dwelling units. Employment also is expected to grow in the City of Miami. It is anticipated that 90,000 new jobs will be created in Miami between 1985 and 2000. Almost 50 percent of these jobs will be in the office -using sectors. The growth in employment is reflected in the land use pattern. In 1960, 1,665 acres were dedicated to commercial use; whereas, in 1988, 1,994 acres are in commercial use. The City's supply of vacant land has decreased significantly since 1960. In 1960, the City had 2,810 vacant acres; whereas, in 1988, 993 acres are in vacant. Much of the City's vacant area is lots which are smaller than an acre. Additionally, the Downtown district has the most available land, 385 acres or 18.1 percent of the Downtown's total area. In 1982, the City of Miami adopted a Heritage Conservation (HC) Ordinance to encourage the preservation of Miami's historic resources. The ordinance provides an equitable way to balance and defend both private property rights and the community's right to protect its architectural and cultural heritage. The HC Ordinance seeks to encourage the preservation of historic buildings and neighborhoods by providing assistance, guidance and incentives to property owners. The ordinance is designed to prevent the destruction of these properties if there is an economically acceptable alternative. In 1974, the Florida legislature established the Biscayne Bay Aquatic Preserve. In addition, the Board of County Commissioners has declared Biscayne Bay an "Aquatic Park and Conservation Area and empowered the County to develop a management plan for the Bay. The City of Miami has as part of its zoning ordinance a chapter entitled "Environmental Preservation." The principle intent of the chapter is to preserve and protect trees and other significant environmental features within the City." This is done through "Environmental Preservation Districts" (EPD's). Any construction, addition, or alteration in an EPD receives a special review and permit by following specific guidelines to ensure the preservation of the significant environmental features in the district. Given the lack of large tracts of undeveloped land, the major focus of future development is on the redevelopment and revitalization of neighborhood areas. The stabilization and maintenance of existing quality neighborhoods is a major priority. The major redevelopment objectives of the City include the continued development of the Downtown, with development including a mix of commercial and high -density residential uses. Additionally, the City has adopted redevelopment strategies to S _�i .36 I-22 promote greater intensities of economic activities in its industrial areas. Due to the City's small land area (approximately 34 square miles), its relatively small share of the County's population (22 percent), and its jurisdictional setting within Dade County's metropolitan government, services which can be more efficiently administered at a county -wide level are the responsibility of the County. Wastewater treatment and potable water supply, solid waste disposal, and transportation planning and major road network construction are all administered by Dade County. The demand by City residents on the capacity of these facilities represents a relatively small share of the total demand and capacity which characterize these facilities. Notwithstanding the City's minimal use of county -wide facilities, both County and City Capital Improvement Programs are in place to meet projected demands upon the infrastructural network. Thus, the City of Miami is prepared to accommodate the mix of land uses estimated for the next 13 years. The infrastructure required is in place or is programmed. There is adequate available land and the regulatory mechanisms are in place. 1-23 SS--736' I1. Housing Conditions Overview Recent trends indicate that residential densities within the City continue to be significantly greater than those found in other parts of the county. Attached single family structures represented the fastest growing segment of the housing stock, while the proportion of units in structures with two to four units fell sharply. The proportion of overcrowded units seemed to be rising as well. The quality or condition of the typical residential unit may be decreasing also, as conversions, "add-ons" and units that had previously been removed from service continue to represent a large proportion of the gross number of units added to the housing stock each year. It is also disturbing to note that housing costs as a proportion of family income have been growing dramatically for the typical City resident, with renters being especially affected by the loss of affordable housing. Table II.1 Selected Characteristics of the Housing Stock. City of Miami County 1979 1983 1983 Total Number of Units: 144,700 152,400 559,600 Seasonal Units: 600 700 3,000 Year -Round Units: 144,100 151,700 556,600 Single Family -Detached 49,100 51,900 251,500 percent of total 34.1 34.2 45.2 Single Family -Attached 10,300 19,200 51,200 percent of total 7.2 12.7 9.2 Multi Family Structures 84,200 80,200 249,000 percent of total 58.4 53.1 44.7 2 - 4 units 27,200 20,300 29,400 percent of total 18.9 13.4 5.3 5 or more units 57,000 59,900 219,600 percent of total 39.6 39.5 39.5 Mobile Homes (occupied) 400 400 4,900 percent of total 0.3 0.3 0.9 Tenure Status Year -Round Units: Occupied Units 130,900 136,000 475,000 owner occupied 47,500 48,500 286,500 pct. of occupied 36.3 35.6 60.3 renter occupied 83,400 87,600 188,500 pct. of occupied 63.7 64.4 39.7 Vacant Units 13,300 15,600 81,600 Survey information from 1983 also vacancy rate 9.2 10.3 14.7 indicates that in several respects status neighborhood conditions and services are for sale 1,300 1,200 17,700 perceived as seriously deficient. Black for rent 6,500 6,400 23,200 residents, moreover, have a higher tendency awaiting occupancy 1,800 2,200 11,200 to be dissatisfied with neighborhood occasional use only 1,300 2,500 19,000 conditions and services than other other 2,400 3,300 10,500 racial/ethnic groups. Age of the Housing Stock: Physical Characteristics Built: After 1970 23,300 31,900 235,900 42.4 pct. of yr. round 16.2 21.0 The distribution of the type of Between 1960-70 26,800 26,300 128,000 23.0 dwelling units which exist in the City pct. of yr. round Between 1950-59 18.6 34,200 17.4 34,800 121,300 provides an indication of residential pct. of yr. round 23.7 23.0 21.8 densities that primarily characterize P y Between 1940-49 23,800 27,300 41,300 Miami's neighborhoods. Census data from pct. of yr. round 16.5 18.0 7.4 1983 illustrate that the City's residential Prior to 1940 36,200 31,300 30,100 units were almost evenly divided between pct. of yr. round 25.1 20.6 5.4 single family structures (71,100 units) and multifamily structures (80,200 units). This represented a measurable difference Source: U.S. Department of Commerce, Bureau of the Census, Housing from 1979 survey estimates that showed Characteristics for Selected Metropolitan Areas, Annual Housing approximately 40 percent of all residentialSurvey: 1983 SS--74 . units in single family structures. (See Table II.1.) Single family structures may be either detached or attached (e.g., townhouses), and there are significant areas within the City where two single family structures may be found on one average size, residential lot. Attached single family structures, moreover, represented the fastest growing component of the housing stock during the 1979-1983 period, and this trend is likely to have continued since then. As this data illustrates, the City's population is housed in neighborhoods that may be characterized as primarily low -to -moderate density. The distribution of the housing stock in the City differs significantly from that found in the remainder of the county. In 1983, 34 percent of the City's housing stock consisted of detached single family structures, while this group of structures accounted for 45 percent of housing units in the remainder of Dade County. Attached single family structures and multifamily structures represented a smaller proportion of the remainder of the county's housing stock than that found within the City of Miami. The housing survey data indicates that 7,600 units were added to the City of Miami's year-round housing stock and 100 units were added to the seasonal and migratory housing stock between 1979 and 1983. During that period 6,900 units were added through new construction, but 10,100 units were removed from the housing stock and, hence, 10,900 housing units were created via conversions, construction "added on" to existing structures, and the return of units previously removed from the housing stock. (See Table II.2.) This statistic is disturbing in that it suggests that the general quality of the housing stock, including features such as the square footage and amenities found in the typical unit, may very well be Table II.2 Recent Growth in the Stock of Housing Housing Units Added by New Construction Removals from the Stock Unspecified Additions (Subtractions) of Housing Units Total Growth of the Housing Stock Average annual growth 1979/83 1983/86 City of Rest of City of Miami County Miami 6,900 51,500 2,760 (-10,100) (-10,600) (-7,000) 10,900 9,600 -280 7,700 49,500 -4,520 1,925 12,375 -1,507 Notes: Unspecified additions reflect conversions of one unit into two or more units, rehabilitated units brought back into service, and units constructed without building permits. Unspecified subtractions from the housing stock represents combinations of two units into one, or units that are vacant but not being offered for rent or sale. Data for the 1979-1983 period are those reported in Housing Characteristics for Selected Metropolitan Areas, Annual TaTla covering tne 1984-1986 period is estimated using Llty OT Miami building permit records. deteriorating when such a large percentage of the additions to the stock did not occur through new construction. In contrast to Miami's experience, a relatively large fraction (86 percent) of the gross increase in the remainder of the county's housing stock occurred through new construction. Estimates of changes in the housing stock since 1983 can be made utilizing building permit and certificates of occupancy statistics. During the period from April 1983 through December 1986, building permit records suggest that 2,760 residential units were completed. Using the same annual rate of removals from the housing stock witnessed during the 1979- 1983 period (approximately 1.5 percent per year, based on the actual units removed as a percentage of the 1979 housing stock), one may estimate that approximately 7,000 units were removed during the April 1983 to December 1986 period. The additions to the housing stock resulting from conversions and rehabilitations are more difficult to assess. Given a population decline of approximately 11,300 persons during the 1983-1986 period and assuming an average household size of 2.5 persons, one may estimate that the total housing stock has decreased by 4,520 units (up through December 31, 1986). Hence, the implied number of unspecified reductions to the housing stock during the 1983-1986 period is 280 units. An indication of the extent of substandard housing is provided by the j Hb— i 31b II-2 1 number of overcrowded housing units, structures lacking complete plumbing or kitchen facilities, and the number of units built a considerable number of years earlier. Survey data from 1983 (presented in Table II.3) shows that a significant number of residential units were inhabited by more than one person per room, and hence,1 may be classified as overcrowded units. By this definition, nearly 16,000 units, or almost 12 percent of the year- round housing stock, were overcrowded in the City of Miami. This number was nearly twice as large as that found in 1979, and most likely reflects an increase in the number of new immigrants living within the City. The percentage of overcrowded units was much lower in the remainder of Dade County in 1983 (5 percent) than in the City. For both the City and the remainder of the County, the incidence of overcrowding was much higher in renter occupied than in owner occupied units. Only a relatively small percentage of the City's housing units, however, lacked complete plumbing or kitchen facilities, but a considerable fraction (19.40) did lack air- conditioning. The age distribution of residential units is given in Table II.1 and the geographic distribution of housing within the City, according to the age of the structures is indicated on Figures II.1.A through II.1.D. As of 1983, approximately 20 percent of the housing stock was less than 14 years old, while 62 percent of the stock had been built prior to 1959. Since the late 1960's most of the new residential units built within Dade County have been constructed outside of the City of Miami's boundaries, with a large share being constructed in unincorporated parts of the county. Only a small fraction (12 percent) of the housing units built in Dade between 1979 and 1983, were constructed within the City's boundaries. Table II.3 Selected Indicators of Housing Conditions Number of Units Miami Rest of County 1979 1983 1983 Year -Round Housing Units 144,100 151,700 556,600 Lacking Some or All Plumbing Facilities 3,500 51100 1,300 percent of all units 2.4% 3.4% 0.2% percent owner occupied 0.0% 0.0% 0.1% percent renter occupied 1.9% 4.2% 0.0% Lacking Some or All Kitchen Facilities 7,100 2,800 2,900 percent of all units 4.9% 1.8% 0.5% percent of owner occupied 0.0% 0.0% 0.0% percent of renter occupied 4.8% 2.6% 1.2% Lacking Central Heating Facilities 71,000 81,700 130,600 percent of all units 49.3% 53.8% 23.5% percent of owner occupied 41.9% 48.4% 24.7% percent of renter occupied 52.4% 57.1% 27.1% Occupied Units Lacking Air Conditioning 29,200 29,500 33,600 percent of occupied units 20.3% 19.4% 7.1% Overcrowding: All units with more than one person per room 8,000 15,900 25,600 percent of occupied units 6.1% 11.7% 5.4% Owner occupied units with more than one person per room 11100 2,800 9,500 percent of owner occupied 2.3% 5.8% 3.3% Renter occupied units with more than one person per room 6,900 13,100 16,100 percent of renter occupied 8.3% 15.0% 8.5% Source: U.S. Department of Commerce, Bureau of the Census, Housing Characteristics for Selected Metropolitan Areas, Annual Housing urvey: 1983 1"Rooms" refers to whole rooms such as living rooms, kitchens, bedrooms, family or recreation rooms, etc. Hallways, bathrooms, closets, foyers, etc. are not considered to be "rooms" under this definition. 88- i .36" II-3 0 M aml AVE MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 9V one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 167JAWS OF FLORIDA AND ADMINISTFRFD BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS BISCAYNE BLVD W� tomb. 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N " 21 W Ot W t71 u O N O N O p — z O o N y CD OD Ip tJl A CA 4h f.11 A W N N.W 27 m AVE _ m vo 0 0 Ab b r o n N N CA a� { �m✓ a b N v+ OD b N Z f _ I~y Ct O N 4N0 N IN W 17 AVE W 00 — N O N O O O W � f O W T W cu N N N O is 1-95 I O O N _ E gi O Y Ci m y O T p N N MIAMI AVE A •W � N _� N N O y 9 c+ I -m v BISCAYNE i f Z D • O O_ ;- w BLVD ` p to m O 2 0 s v o � � n n O•�'>• y m ; w � i W UC ICl/ 1T f I MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 167.LAWS OF FLORIDA,AND AWAINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS I Table I1.4 Neighborhood Conditions and Services: 1983 ' AllRaces Blacks Hispanics Number of Occupied Units 136,000 37,900 74,300 percent owner occupied 35.7% 21.9% 34.10," ' percent renter occupied 64.3 78.1 65.9 Percent Reporting: Bothersome street noise 11.9% 11.14, Of 9.2, Streets in need of repair 11.8 12.9 12.4 Bothersome odors, smoke or gas 2.9 4.7 1.6 Presence of neighborhood crime 27.6 23.7 21.5 enough to desire relocation 9.8 10.6 5.7 Presence of trash, litter or junk 22.6 27.2 18.4 enough to desire relocation 4.9 7.9 2.4 ' Presence of abandoned structures 7.3 11.1 4.3 ' Percent Reporting Unsatisfactory: Police protection 12.9% 13.50 11.2" enough to desire relocation 3.2 4.2 2.0 Outdoor recreation facilities 33.8 29.3 41.8 ' enough to desire relocation 5.2 9.2 4.4 Hospitals or health clinics 14.8 11.1 19.0 Public transportation 12.5 5.0 15.6 Neighborhood shopping facilities 7.9 15.8 2.3 ' Public elementary schools 6.7 4.0 7.9 Overall Opinion of Neighborhood Percent Reporting: Good or excellent 73.7% 59.1% 82.0 Fair 21.8 34.6 15.8 Poor 4.5 12.4 2.0 Percent reporting that they would like to move because of neighborhood conditions: 14.0% 15.3,01 9.8a Source: U.S. Department of Commerce. Bureau of the Census, Housing Characteristics for Selected Metropolitan Areas, Annual Housing urvey: 1983 a "poor" rating. Among black households, however, only 59 percent considered their neighborhood to be good or excellent, while 12 percent gave their neighborhood a poor rating. Eighty-two percent of Hispanics households described their neighborhood as good or excellent, while only 2 percent rated their neighborhood as poor. Similarly, Hispanics were less likely to report a desire to move than other City residents. Hispanics clearly exhibited a greater tendency to be satisfied with their neighborhood and more attached to their place of residence than other racial/ethnic groups within the City of Miami. Financial Characteristics A summary of financial characteristics of the City's housing stock and a comparison with similar characteristics of the remainder of the county's housing stock are given in Table II.S. While more recent data on housing costs are not available, the trends witnessed between 1979 and 1983 are likely to be reliable indicators of current financial conditions. Housing costs within the City of Miami increased significantly between 1979 and 1983. The median costs of owner occupied housing having mortgages increase by 30 percent during that four year period. The median income of families in those owner occupied housing units, however, increased at the same rate, and indicates that the typical homeowner was devoting approximately the same share of household income to housing in 1983 as they did in 1979. The median cost of housing for owner occupied housing units that had no mortgage increase by 28 percent during this period, while gross rent in renter occupied units increased by 48 percent. Family income in owner occupied units having no mortgages, however, increased by only 17 percent, while the median family income of renters increased by only 8 percent. This indicates, of course, that the typical homeowner, with no mortgage present, (generally households headed by the elderly) and the typical renter were devoting a much higher proportion of family s8_ 74 3C. Using decennial census information, the geographic distribution of the housing stock's age structure can be determined for the housing stock existing in 1980. Figures II.1.A and II.1.B indicate that the largest concentration of old housing structures may be found within the Little Havana and Downtown areas. (See Neighborhood and Census Tract Location Map, Figure :1.2.) The highest concentration of new housing units are found in the Edgewater and Brickell neighborhoods along Biscayne Bay. Neighborhood Conditions Neighborhood conditions, as well as the condition of the housing stock, are important factors to consider when assessing housing conditions within the �ity of Miami. Since the composition of the City's population can be separated into three distinct groups (Hispanics, blacks and non -Hispanic whites), with each group having different income characteristics and residential patterns that tend to exhibit clustering into separate neighborhoods, it is useful to distinguish between the neighborhood conditions experienced by Hispanic and black residents from neighborhood conditions in general. Hispanics reside in 55 percent of the City's occupied housing units, while blacks reside in approximately 28 percent of the occupied units. The incidence of homeownership among black households, moreover, is significantly lower than the rate of homeownership among Hispanics or non -Hispanic whites. Survey information gathered by the U.S. Census Bureau in 1983 indicates how households perceived conditions in their neighborhoods. A representative sample of households were surveyed, and based on their responses estimates were made for the entire geographic area. A summary of the information contained in those estimates is presented in Table II.4. The respondents were asked a series of questions regarding existing conditions and the degree of their satisfaction with the level of services found in their respective neighborhoods. Their responses to these questions reveal their perception of their neighborhood and not necessarily the 11actual neighborhood conditions" in some specifically defined sense. One of the more noticeable findings of that survey is that a large proportion of respondents reported the presence of crime in their neighborhoods. Nearly 28 percent of the City's occupied housing units reported the presence of neighborhood crime, which was not signficantly higher than the 25 percent share reported by the remainder of the county's households. Nearly 10 percent of the City's households reported that crime conditions were so adverse that they would like to move from their neighborhood. This was nearly twice the rate found among non -City residents. Hispanic residents were more strongly attached to their neighborhoods than other residents. Although Hispanics tended to perceive the incidence of neighborhood crime to nearly the same extent as other groups, only six percent reported wanting to move because of neighborhood crime. Despite the large proportion of residents reporting the presence of neighborhood crime, a much smaller fraction (13 percent) reported that they were dissatisfied with the level of police protection provided in their neighborhood. Only three percent reported they would like to move because of unsatisfactor. levels of police protection. Another noticeable finding of the survey was the relatively high proportion of City households (22 percent) reporting the presence of trash, litter and junk in their neighborhoods. Black residents, however, were much more likely to report trash and litter than other residents, and a significantly large fraction of these households reported that they would like to move because of these conditions. Hispanics were much less likely to report the presence of trash and litter in their neighborhoods, and only 2.4 percent responded as wanting to move because of trash and litter conditions. The survey also revealed a strong sense of dissatisfaction with the availability and/or quality of outdoor recreational facilities among City residents. Nearly 34 percent of all City residents stated that they found outdoor recreational facilities unsatisfactory. In contrast, only 19 percent of non -City residents said that they were dissatisfied with the level of service provided by outdoor recreational facilities. Nearly 42 percent of the City's Hispanic households reported that outdoor facilities were unsatisfactory. This response rate reflects the shortages of park space found in predominantly Hispanic neighborhoods such as Little Havana. Few Hispanic households, however, seemed willing to move because of poor outdoor recreational services. Although 29 percent of the City's black households felt that outdoor recreational opportunities were deficient, just over 9 percent reported that they would like to move because of poor recreational opportunities. By contrast, only 4.4 percent of Hispanic City residents wanted to move because of unsatisfactory recreational facilities. Another interesting survey result was the disparity between the rate of dissatisfaction reported by Hispanics and blacks regarding public health, public transportation, elementary school education and neighborhood shopping services. These disparities can be readily observed in Table II.4. One of the greatest differences occurred in the area of neighborhood shopping services. Nearly 16 percent of black households felt that neighborhood shopping services were unsatisfactory, while only 2 percent of Hispanics felt dissatisfied with neighborhood shopping facilities. This may indicate that a significant, albeit latent, retail market exists within the City's predominantly black neighborhoods. When households were asked to give their overall opinion of their neighborhoods, 74 percent of all City residents were found to rate their neighborhoods as "good" or "excellent," and less than 5 percent gave their neighborhood II-9 88-173e, 5211. PROPORTION OF HOUSING COSTS IN FAMILY BUDGETS 14� PERCENT OF RENTERS 1979 1983 PERCENT OF HOMEOWNERS WITH MORTAGES ii / 9.590 j j% 179% i28.0% 499� 9.59E / 29.59E 1979 1983 PERCENT OF HOMEOWNERS WITHOUT MORTAGES /!57.39L 'i 0 1979 1983 HOUSING COSTS AS A PERCENT INCOME m LESS THAN 15% ® LESS THAN 15% 15- 19% 15-24% © 20- 24 % © 25 - 29% 1172=21 25 - 34% r 30- 39% 35 - 49% 40 - 49% CC3 50 - 59 % p 509% - or more p 609E or more r= not reported p not reported Figure 11.3 COMPARATIVE DISTRIBUTION OF HOUSING COSTS 1980 RENTER 100 so i 60 W U W a 40 20 O MIAMI DADE COUNTY FLORIDA U.S. HOMEOWNER WITH MORTAGE 100 so 60 z W U R a 40 20 0 too 80 60 F- z W U a 40 20 0 MIAMI DADE COUNTY FLORIDA U.S. Figure 11.4 MIAMI OADE COUNTY FLORIDA U.S. HOMEOWNER WITHOUT MORTAGE p LESS THAN $ 150 ® $150 TO $199 ® $200 TO $249 ® s250 TO $299 $300 TO $349 ® $350 OR MORE ' NO CASH RENT LESS THAN S 200 ® S 200 TO $299 © = 300 TO $399 ® $ 400 TO S 599 [� $600 OR MORE ® LESS THAN $100 © $too TO $199 $ 200 OR MORE 8s-736' Ll I I I I income to housing in 198:1 than in 1979. The typical renter was especially adversely affected by the increase in housing costs. In Figure II.3 we have illustrated the share of family income devoted to housing in both 1979 and 1983 for families that rent and own homes. In 1979 approximately 13 percent of renters within the City devoted 60 percent or more of their family income to housing, but by 1983 this proportion had nearly doubled to 24 percent. Similarly, the proportion of renters who devoted more than one-third of their family income to housing increased from 38 percent in 1979 to 47 percent in 1983. In owner occupied units without mortgages, the proportion of families devoting 50 percent or more of their income to housing increased from three percent in 1079 to nearly seven percent in 1983. In contrast to the experience of renters and owners of non - mortgaged residential units, the proportion of homeowners with mortgages who devoted more than 50 percent of their income to housing declined between 1979 and 1983. Although a larger proportion of these homeowners were devoting a greater share of their family income to housing, they were not as adversely affected by increasing housing costs as renters who account for as much as two-thirds of all occupied residential units. Increasing housing costs, therefore, represents a serious problem for large numbers of the City's households. Using data from 1980 and 1983 (presented in Table I1.5 and illustrated in Figure II.4) one may see that in terms of absolute dollar values housing costs are lower in the City of Miami than in the remainder of Dade County. The costs of homeownership (in 1983) within the City is appreciably lower than the costs found either in Dade County, the State of Florida or the U.S. in general. Median home values in 1983 were also significantly lower than those found in the rest of the county. Rental rates within the City are typically lower than those found in the County and in the State, but Table II.5 Selected Financial Characteristics of the Housing Stock. Number of Units Miami Rest of County 1979 1983 1983 Occupied rental units 83,400 87,600 188,600 Gross monthly rental less than $100 6,300 5,300 4,800 $100 to $199 32,200 13,800 13,600 $200 to $299 32,300 22,100 25,100 $300 to $399 8,500 20,800 44,500 $400 or more 3,300 22,500 94,700 no cash rent 800 3,100 5,900 Monthly costs of owner occupied units With mortgage 26,100 27,400 183,600 less than $200 5,000 2,500 7,300 $200 to $299 7,200 4,100 20,600 $300 to $399 5,200 5,300 28,900 $400 to $599 5,100 6,000 53,600 $600 or more 1,600 4,900 59,600 Without mortgage 12,400 14,000 38,300 less than $100 4,600 2,400 3,400 $100 to $199 5,700 6,500 15,500 $200 or more 300 2,300 13,500 Median family income owner (w/mortgage) $17,800 $23,200 $32,200 owner (no mortgage) $10,600 $12,400 $20,400 renter occupied units S 8,400 $ 9,100 $13,100 Median annual housing costs owner (w/mortgage) $ 3,564 $ 4,668 S 6,048 owner (no mortgage) $ 1,272 $ 1,632 $ 2,148 renter occupied units $ 2,472 $ 3,660 $ 4,884 Value of owner occupied housing less than$30,000 11,500 2,100 2.800 $30,000 to$49,000 16,300 8,200 31,400 $50,000 toS59,000 1 6,400 27,800 $60,000 to$74,999 1 9,500 50,000 $75,000 toS99,999 118,200 8,100 54,400 $100,000 toS149,999 1 2,800 29,600 $150,000 or more 1 4,300 26,000 Median value $ 48,600 $66,300 $74,700 Notes :a) gross monthly rent includes contract rent plus average expenditures on utilities. b) monthly owner costs include average expenditures on utilities, real property taxes and insurance. Souree:U.S. Department of Commerce, Bureau of the Census, Housing Characteristics for Selected Metropolitan Areas, Annual Housing urvey: 1I-12 are measurably higher than those typically found in other parts of the country. ' Subsidized Housing The residents of the City of Miami and Dade County have a number of Federal and State programs, as well as local programs that provide housing assistance to both the elderly and families. These programs include "Section 8" subsidies based upon the Housing and Community Development Act of 1974 (Revised 1978)", "Section 23" subsidies for public housing that emanate from the federal "Housing Act of 1965", and rental housing program subsidies. Publicly supported housing units within the City of Miami's boundaries are identified in Tables II.6.A and II.6.B, which also indicate the number of residential units in each facility, the type of facility (for families or elderly), and identifies the subsidy program. This information was obtained from Metropolitan Dade County, Department of Housing and Urban Development. The location of subsidized housing is shown on Figure II.5. Most of the subsidized housing within the City of Miami is located in the central and northern parts of the City. As of August 1987, there were 7,506 subsidized housing units, of which 1,074 units were in scattered locations and 6,432 units were located in 21 distinct sites within the City. Just over one-half of these units were operated for elderly residents, with the remainder serving families. Only in three locations were both elderly and families provided publicly subsidized housing within the same facility. Ninety percent of all subsidized residential units were supported through the rental housing subsidy program, while five percent of the subsidized units were supported by Section 23 funds and the remaining five percent were supported through Section 8. Table II.7 provides a list of federally and state subsidized housing, and identifies the type of housing and the type Table II.6.A Subsidized Housing: Public Housing Units Name Units Type Subsidy Abe Aronovitz 55 E RHP [ Allapattah ] 74 F RHP [ Annie Coleman Gardens ] 669 F RHP Claude Pepper Towers 166 E RHP C Coconut Grove ] 56 F RHP Coconut Grove Family 24 F Sec. Culmer Gardens 75 F RHP Culmer Place 151 F RHP Dante Facell 151 E RHP Donn Gardens 64 E RHP Edison Courts 345 F RHP Edison Park* 80 E RHP 32 F mmer 42 E RHP Falk 48 E RHP George Smathers Plaza 182 E RHP Gibson Plaza 65 E Sec. Green Turnkey 21 F RHP f Gwen Cherry Gardens* ] 99 E RHP 392 F RHP a ey Sofge Towers 475 E RHP Harry Cain Tower 154 E RHP Highland Park 104 E RHP Joe Moretti Apartments 286 E RHP Jose Marti Plaza 55 E RHP Lemon City Apartments 100 E RHP Liberty Square 924 F RHP Little Havana I 75 E Sec. Martin Fine Villa 50 E RHP Medwin Apartments 18 E RHP [ Model City ] 56 F RHP Muss Isle 230 E RHP Newberg 60 E RHP Orr Plaza 200 E RHP Parkside 56 E RHP Peters Plaza 102 E RHP Phyllis Wheatley 40 E RHP (continued ...) Notes: (*) indicates facilities that E = units providing elderly housing F = units providing family housing RHP = rental housing program subsidy units within [ ] are located in Source: Metropolitan Dade County, Development, August 1987. serve elderly and families scattered sites 3 0 Department of Housing and Urban ss-,7. 6 II-13 am .am 4 i r OW am am r■r .r • ft ... mom +•+• .••. if C 19 L&I AMI AVE B{SCAYN£ BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN mom] ►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►► one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 I67,LAWS OF FLORIDA AND ADMINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS Housing Continued: i Table 11.6.E Subsidized Public Housing Units Name Units Type Subsidy Rainbow Village Riverside 100 75 F E RHP Sec. 8 RKH Towers 315 E RHP Round Towers 391 E Sec. 23 Singer Plaza 100 F Sec. 8 Stirrup Plaza* 100 E RHP 24 F RHP ownpark 38 F RHP Townpark Village 145 F RHP Victory Homes 166 F RHP Virrick Village I V i r r i c k Village II 28 56 E E RHP RHP Wynwood j 40 F Sec. 8 Wynwood Elderly 72 E RHP Wynwood and Little Havana ] 80 F RHP Summary Data: Total Number of Units Number of Family Units 7,506 3,512 Number of Elderly Units 3,994 Number of Sec. 23 units 321 Number of Sec. 8 units 379 Number of RHP units 6,806 Notes: (*) indicates facilities that serve elderly and families E = units providing elderly housing F = units providing family housing RHP = rental housing program subsidy units within F ] are located in scattered sites Source: Metropolitan Dade County, Department of Housing and Urban Development, August 1987. I J I of Section 8 subsidy. There are 1,101 federally subsidized residential units within the City, and 44 percent of these units are designated to serve elderly residents. The remaining 56 percent of these units are oriented toward family housing. There are 300 state subsidized units, with all of these units designed to provide family housing. Both federal and state subsidized housing facilities are scattered throughout the City, although the bulk of the units tend to be concentrated in the central and northern parts of the City. Group Homes A listing of group homes located within the City of Miami as of August 1987 are provided in Tables II.8 through II.10. Most of the group homes found within the City provide housing and care to the elderly. Four homes, however, provide adult day care services and have the capacity to serve 198 persons. There are 32 Adult Congregate Living Facilities within the City, with an aggregate capacity of 1,190 persons. There are 8 nursing homes located within the City, having an aggregate capacity for 1,333 patients. The City also has 6 adult foster care homes located within its boundaries, with a combined capacity of 18 persons. There are only 7 child care/child placing facilities within the City, which together have a combined capacity of 69. Six foster and family group homes within the City have a combined capacity of 129, but one of those homes has 85 percent of the total capacity. There are 13 mental health and residential treatment centers in the City with a combined capacity of 236 beds. The geographic distribution of group home facilities is shown in Figure II.6. As is apparent from this map, group homes are scattered throughout the City, although the Flagami area in the western end of the City contains less sites than any other district. V 8_r73 9 u tG C CD ON AMi AVE BISCAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN i� ►►► ►►►►►►►►►►►►►►►►►►► one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86-167,LAWS OF rLORIDA AND An MINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS 1 I Table II.7 Federal and State Subsidized Housing Units Name Units Type Section 8 Subsidy Federal: Carrol Manor 230 E 231 Elderly Central Area Apartments 47 F 221 Market Rate Civic Towers 195 F 221 Market Rate Cutler Glen Apartments 75 F 221 Market Rate Holy Comforter CH 31 F 236 Lummus Manor 51 F 221 Market Rate New Horizons Towers 100 E 221 Market Rate St. Dominic Gardens 149 E 202 Direct Loan M. Alexander Apartments 150 F 221 Market Rate Town Part: Plaza South 73 F 236 Total Units 1.101 State: Hadley Gardens ISO F New Construction ,. M. Alexander Apartments 150 F New Construction Notes: E = units providing elderly housing F = units providing family housing Sources: U.S. Department of Housing and Urban Development. Region IV. Jacksonville, FL, August 1987. Florida Department of Community Affairs, Tallahassee, FL, August 1987. Florida Housing Finance Agency, Tallahassee, FL, August 1987. Table II.8 Adult Congregate Living Facilities and Adult Day Care Facilities. Name / HRS License Number Capacity Adult Congregate Living Facilities: Andrews Boarding Home / 223 12 Angela Residence ! 1399 6 Arcadia Manor / 4 32 Arcadia Manor -- South Annex / 702 12 Bay Oaks Soroptomist Home for Aged / 702 63 Blue Sky / 813 6 Carlye on the Bay / 158 225 Corner House / 161 16 E1 Sagrado Corazon / 169 6 Ephram's ACLF / 1230 6 Feral / 175 20 Garden House 1 176 34 Hannah Boarding Home, Inc. / 180 8 Happy Home Care Center / 181 62 Home of the Good Samaritan / 182 6 Irving Cypen Tower-Yagle Pavilion / 231 140 Jesus de Nazaret Home / 909 8 Jubilee Center Retirement Residence / 186 182 Kehoe on the Bay / 1885 8 La Covadonga Care Center, Inc. / 190 34 Las Mercedes Boarding Home / 191 18 Loving Care Boarding Home / 194 47 Mercy Boarding Home Care / 1143 7 Pines / 211 12 Pioneer Adult Residential Facility / 213 111 Raven's Rest / 774 6 Riverside Care Center / 1147 6 Santa Barbara Home No. 1 / 216 10 Santa Barbara Home No. 2 / 217 10 Sunset Height Residence / 1272 6 Sweet Home Care Boarding Home / 891 9 Sweet Home Care No. 1 /221 12 Total Capacity of ACLFs 1.190 Average Capacity 37 Adult Day Care Centers: Community Care ADC Health Center 50 Douglas Gardens Senior ADC 50 Easter Seal Therapuetic 25 Edison/Little River ADC Center 60 Sources: Florida Department of Health and Rehabilitative Services (HRS), Long Term Care, Adult Congregate Living Facilities, Tallahassee. FL. August 1987. HRS, District XI, Office of the Administrator. Miami. FL, August 1987. II-17 88-736' L ITable I1.9 Nursing Homes. Foster Care and Group Homes. Name (HRS License Number) Nursing Homes: Floridian Nursing Home Human Resources Health Center Jackson Heights Nursing Home Jackson Manor Nursing Home La Posada Convalescent Home Miami Jewish Home, Aged, Inc. Ponce de Leon Convalescent Home Riverside CareCenter Total Capacity Average Capacity Capacity 52 196 P98 174 54 332 147 80 1,333 167 Adult Foster Homes: Ennavor 3 Hutcheson 3 Ontivero 3 Yereen 3 Matson 3 ,Williams 3 Total Capacity 18 Child Carina -- Child Placing Facilities: Children's Home Society of Florida (8-84-04-9) na Coconut Grove Home (10-84-34-7) 7 Crises Nursery South (8-84-06-61 6 Bell Mead Home (10-84-32-7) 7 Miami Bridge (12-84-10-24) 24 St. Vincent Hall (2-84-09-18) 18 Shenandoah Home (10-84-33-7) 7 Total 69 Foster and Family Group Homes: Bowe Group Home 3 Broodno Group Home 5 Collier Foster Home 1 Hope Center 109 Mactown 8 Miami puality Care for the Exceptional 3 Total 129 Sources: Florida Department of Health and Rehabilitative Services (HRS), Long Term Care, Adult Congregate Living Facilities, Tallahassee, FL, August 1987. HRS. District XI. Office of the Administrator, Miami, FL, August 1987. I I Table II.10 Mental Health and Independent Living Facilities Name [HRS License Number] Capacity Mental Health Crisis Stabilization Units (CSU) and Residential Treatment Centers (RTC): Cuban / Haitian Entrant, Criminal Justice [96] 16 Cuban / Haitian Entrant, Residential I F951 12 Cuban / Haitian Entrant, Residential II [94] 10 Fellowship Manor [232] 15 Miami Mental Health Center -- CSU [127] 20 Miami Mental Health Center -- RTC [127] 16 Merriec 12 New Horizons Community Mental Health Center -- CSU [931 25 -- Homeless Residential Services [931 10 New Opportunity RTC 20 Transitional Living [97] 18 Villa Maxine �191] 30 Woods House 48 Total 236 Independent Living Facilities: Center for Survival and Independent Living na Sources: Florida Department of Health and Rehabilitative Services (HRS), Long Term Care, Adult Congregate Living Facilities. Tallahassee. FL, August 1987. HRS, District XI, Office of the Administrator, Miami, FL. August 1987. ss-'736 I 1 Table I I.11 Mobile Home Sites Mobile Home Sites Registered Mobile Home Parks Capacity There are a number of mobile home sites within the City's boundaries, while most of these are located on or near the All Star mobile Park 63 City limits. The general location of these Al si ps Trailer Park 30 sites appears in Figure II.7, and a listing Dade Mobile Home Park 116 of these sites with their respective Flamingo Trailer Park 49 capacities is given in Table II.11. The Fronton Trailer Park 64 mobile home parks are of various sizes, Keystone Tourist Court 150 ranging from as small as 29 units to as Li nmoore Trailer Park 76 large as 236 units. The total capacity of Little Farm Mobile Court 226 mobile home parks within the City is 2,198 Magic City Trailer Park 98 units. Miami Terrace Trailer Park 87 Paradise Mobile Homes 100 Future Housing Needs Analysis River Park Motel and Trailer Park 49 Royal Duke Trailer Park 124 The overview of current market Silver Court Trailer Park 236 conditions has shown that the residential Sunnyl and Trailer Park 105 areas of Miami, generally, are older and S u n ny s i d e Trailer Park 106 more densely developed than those of Dade Tall Pines Trailer Park 63 County. These characteristics reflect the Tami ami Trailer Park 179 central urban role of Miami in the County. Trinidad Court Inc. 173 Because the City is well -established, there Westhaven Court 29 are few extensive tracts readily available White House Trailer Park 75 for new housing. Thus, development is ---- limited to the assemblage of small lots and Total 2,198 the infill of new units where space is available. The cost of land is high, also, Sources: Florida Department of Community Affairs and Florida Department so that new construction, at a density greater than that of the immediate area, of Health and Rehabilitative Services, Tallahassee, FL, August, 1987. provides primarily single-family attached, City of Miami, Department of Building and Zoning, Miami, FL, August, or multi -family units. 1987. The analysis of future housing needs reflects the trends and patterns which are evident in the historical data. Because the City is essentially established and built out, no major, significant changes are anticipated to occur over the study period, ' that is, through 2000. To estimate future housing needs in the City of Miami, the future estimates of population, the size of the average household and the distribution of households by income are identified. These steps in the analysis are described below. Methodology: The estimates of future population have been prepared taking into account the analysis of historical growth patterns and future estimates have prepared by Dade County and the University of II-19 so onan >r r mom ■r M r ism 111M r r urn M AMI AVE BISCAYNE BLVD a W MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN Kq►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►►► one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED By rIIAPTER 86 167,LAWS OF FLORIDA AND ADMINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS Table II.12. Population Estimates, 1985, 1990, 1995 and 2000. City of Miami (Rounded). Total Increase 1985 380.000 1990 387,000 7,000 1995 390,800 3.000 2000 400,000 10,000 Source: City of Miami Planning Department, Research Division, Metro -Dade County Planning Department, University of Florida, Bureau of Economic and Business Research. Table II.13. Household Estimates, 1985. 1990, 1995 and 2000. Cityof Miami (Rounded). Total Increase 1985 1990 151,000 151,000 = 1995 155.800 4,000 2000 163.000 8,000 Source: City of Miami Planning Department Table II.14. Household Income Distribution, 1985. City of Miami (Rounded) Income Range Percent Below $10,000 32.10 S10.000 - $19,999 26.9 S20,000 - $34,999 22.5 S35,000 - $49,999 9.5 $50,000 and over 9.0 L� Source: Sales and Marketing Magazine, "Survey of Buying Power," 1986. Table II.15. Household Income Distribution, 1990. 1995. and 2000. City of Miami (Rounded). Income range 1990 1995 2000 Very 1 ow Low Moderate Middle Upper -middle and High TOTAL 48,500 40.000 34,000 14,300 13,600 151,000 49,800 41,700 34,900 14,700 13,900 155,000 Source: City of Miami Planning Department 11 52,300 43,800 36,700 15,500 14,700 163,000 Table II.16. New Housing Units Required, 1990-1995, and 1995-2000. City of Miami (Rounded). Income Range 1990-1995 1995-2000 Very low 1,300 2,500 Low 1,100 2,100 Moderate 900 1,800 Middle 400 800 Upper middle 300 8DO and high Total 4,000 8,000 Source: City of Miami Planning Department Table II.17. New Housing Units Required, Including Vacancies and Replacement of Existing Stock, 1990-1995 and 1995-2000. City of Miami (Rounded). 1990-1995 1995-2000 Total Very low 3.900 5.300 9,200 Low 3,200 4,500 7,700 Moderate 2,700 3,700 6,400 Middle 1,100 1,600 2,700 Upper -middle 1,100 1,500 2,600 and High TOTAL 12,000 16,600 28,600 Source: City of Miami Planning Department Table II.18. New Housing Units Required by Tenure, 1990-1995 and 1995-2000- City of Miami (Rounded). 1990-1995 1995-2000 Owner Renter Owner Renter Very low 1,388 2,512 1,887 3,413 Low 1,139 2,061 1,602 2,898 Moderate 961 1,739 1,317 2,383 Middle 392 708 570 1,030 Upper -middle 392 708 534 966 and High TOTAL 4,272 7,728 5,910 10,690 Source: City of Miami Planning Department 88'�73 II-21 Florida, Bureau of Economic and Business Research. The estimates have been prepared for five year intervals. The figures for 1985 through 2000 are shown on Table II.12. The future population estimates indicate a stabilization in the growth rate between 1990 and 1995 and then an increase over the balance of the study period, which is attributed to immigration and natural growth. To identify the total number of housing units required in the future, the population estimates are divided by the average household size. The size is estimated to be 2.51 (rounded) in 1985, increasing to 2.54 (rounded) in 1990, to reflect the increase in immigration and then declining to 2.45 (rounded) in 2000. The resulting total households in 1985 and 1990 through 2000 are shown on Table II.13. As shown above, it is anticipated that the demand for housing will remain stable through 1990 and then increase to 2000. The different levels of change between population growth and the formation of new households, reflect the variation in household size which is expected to occur over each of five year periods. Between 1985 and 1990, there is no significant change in the total number of households because the average household size is larger than in 1985. With no significant increase in the number of new households, it is anticipated that the increase in the supply of new or rehabilitated housing will replace substandard units that will be demolished. The estimated households are categorized by income based on the distribution of household income in 1985, as shown on Table II.14. In estimating the incomes of future households, it is assumed that this distribution does not significantly change. An estimated 59 percent of the City's households are in income categories considered very -low to low. Approximately 22.5 percent of the households are considered to have moderate incomes, 9.5 percent have middle incomes and 9 percent have upper -middle and high incomes. The distributions of households by income for the future five year intervals, from 1990 to 2000, are shown on Table II.15. The demand for additional housing units during each five year period, reflecting the increases in households by income categories, is shown on Table II.16. To take into account factors for vacancy and the loss of existing units, the totals in Table II.16. are adjusted. Based on the Annual Housing Survey, a vacancy factor of 10 percent (rounded) is assumed for the study period. This vacancy factor is applied to the total new housing units estimated over the study period. Therefore, an additional 400 units are required over the 1990-1995 period and 800 over 1995-2000, to take into account a 10 percent vacancy rate. In addition, consideration is given to the replacement of the aging housing stock. It should be noted that 21 percent of the housing units in the City were built before 1940. Based on the removal of 18,100 units over the seven year period 1979 through 1986, an average change over a five year period is estimated to be 5 percent (8,000/152,400 units in 1983). This adjustment rate is applied to the base year for each five year interval. The based amounts and the adjusted number of units are as follows: Base Year Total Total Units to Units be Replaced 1990 151,000 7,550 1995 155,000 7,790 Therefore, 7,550 units are added to the 1990-1995 period and 7,790 units in the 1995-2000 period. This adjustment reflects the nature of the City's well established residential communities. Unlike many communities in Florida, the City of Miami's priority is not on the provision of new housing units to meet future housing needs. Rather, it is on the replacement of existing units which is a critical factor in the supply of using in the City's market area. Therefore the total new housing units required through 2000 are as follows: 1990-95 95-2000 Total Base Estimate 4,000 8,000 12,00 Plus: Vacancy Factor 400 800 1,200 Replacement Units 7,500 7,790 15,340 TOTAL REQUIRED 11,950 16,590 28,540 Rounded 12,000 16,600 28,600 As indicated above, a total of 28,600 units is required through 2000, or 1,903 per year from 1985. This total is a gross estimate and includes the consideration of vacancies and the replacement of units that are demolished. The net increase is 12,000 units, reflecting the increase in population. The distribution of the new units by income levels is shown in Table II.17. Housing need by tenure, owner or renter, has been estimated by assuming that the distribution of household units by tenure, as indicated in the Annual Housing Survey conducted in 1983, continues with little variation. The mix in 1983 was 35.6 percent owner and 64.4 percent renter - occupied. These estimates are applied to the estimated housing units required between 1990 and 2000, as shown on Table II.18. Therefore, as shown in Table II.18, there will be a need for an additional 4,272 owner -occupied units and 7,728 rental units, based on the estimated increase in households over the 1990 to 1995 period. An estimated 2,527 owner -occupied units and 4,573 rental units must be provided to accommodate new households having very low to low incomes. Thus, 7,100 units or 1,420 units annually between 1990 and 1995 must be provided. 88-'7:36 II-22 Existing housing units become available as some residents move to larger and more expensive housing, making their previous homes available to households with lower incomes. This filtering down process is generated by relocations and upward mobility through the acquisition of more expensive housing within the community. Subsidized housing programs will provide the balance of the needed supply through the construction of new units or rehabilitation. The future housing need of 28,600 additional units can be identified by housing type. It is assumed that the mix will closely approximate the City's existing density and mix of housing. With the high cost of land, new development will provide primarily multi -family units. All new rental units built over the study period, an estimated total of 18,418 units, will be in multi -family structures. Of the future owned -occupied units, an estimated total of 10,182 units; approximtely 27 percent or 2,749 units, will be attached -dwelling units, such as townhouses. Because the City is essentially developed, the additional units are expected to be developed on tracts that are assembled, such as the Florida East Coast Railroad yards, a tract of 60 acres which is under utilized. Alternative sites include the infill of small scattered lots where single-family units or sub -standard structures are demolished and replaced with new, higher density projects. An area that will accommodate new construction is the Southeast Overtown/Park West Community Development Project on 200 acres in Downtown Miami which will be developed through 2010. It will have an estimated 9,000 residential units, or 31.5 percent of the additional units which are projected to be needed. Construction begins in Summer 1988. By the Year 2000, 163,000 households are expected to reside in Miami. This is an increase of 12,000 over the 1985 estimate of 151,000. The stability in the number of households and therefore, housing demand, in the first five year period can be explained by the stabilization of the population and an increase in the size of the households. Then, as household size decreases, the number of additional housing units is expected to increase. The addition of 28,600 housing units between 1985 and 2000 will address the expected increase in population, the average vacancy factor and the replacement of existing units which are lost through demolition or other conditions. The additional units estimated through 2000, will be accommodated within large tracts, currently available for development, and small lots, or infill sites, scattered throughout the City. Issues Addressed Through Current Programs Issues that the City anticipates addressing through current programs as well as through the adoption of creative regulatory, design and planning, and financial/investment programs are highlighted below. Affordability: The availability of housing, both rental and owner -occupied is crucial in attracting and retaining residents in the City. There are currently many opportunities for low-cost home ownership in the City. The age of the housing, relative to that of the County and South Florida, contributes to the competitive prices. Rents, though, continue to increase, requiring a larger proportion of a renter's income for housing. Between 1920 and 19BO the average rental rates in the City increase 87 percent according to the Census. With recent changes in the Federal tax laws, a decline in the construction of apartments with moderate rent structures is expected. Given the projected growth in demand, a tighter supply will increase rents beyond the ability of many new residents. To address the availability of affordable housing, the City emphasizes the conservation of its existing housing stock. Particular concern is focused on monitoring the supply of low-income units. The provision of quality, affordable housing is being attained through code enforcement programs and programs that upgrade the existing supply. These efforts are being strengthened in order to prevent a net loss of low-income units. Miami has several innovative housing programs administered by its own Housing Conservation and Development Agency as well as coordinated by non-profit groups and other governmental agencies. Miami continues to work with the County and the State toward the adoption of increased governmental financing for low -and moderate - income housing and to coordinate the implementation of current programs. Programs with which the City has been involved to promote the affordability of housing and to encourage private lender/investor participation include: Documentary Stamp Surtax Program of the County which provides second, and in some cases first, mortgages to low -and moderate - income families buying a home. Low -interest rehabilitation loans are available also. Density/zoning bonuses are considered if a developer contributes to an escrow account (the Housing Trust Fund) or constructs or sets aside an agreed upon number of affordable housing units Code enforcement is a major tool in insuring that the existing stock is adequately maintained. The prevention of deterioration reduces the cost of renovation and contributes to the stabilization of the City's neighborhoods. Community Development Corporations with funding from Community Development Block Grants (CDBG), foundations and other governmental programs, are maturing. Their efforts to leverage public funds and to increase private investment in neighborhoods are receiving national attention. The City provides technical, marketing and financial planning assistance to the groups and works with them to coordinate lic infrastructural improvements in support of housing projects. Bank consortium arrangements are increasing the participation of the private sector in providing affordable housing and SS-73b' II-23 stabilizing neighborhoods. Low -interest loans are increasingly available in target communities and to community -based organizations which are responsible for the provision of housing. State and Local partnerships, including the new State Apartment Incentive Loan Program, provide low -and moderate -income rental housing. The City could participate directly or in coordination with the County. Tax Increment Financing Districts are areas where public improvements can be financed in a coordinated manner as the revitalization of neighborhood occurs. The City continues to work with the County in the implementation of the districts. Rehabilitation Efforts: Rehabilitation is a means to maintain and upgrade the existing supply of housing. It is the major approach that the City relies upon in providing housing. The rehabilitation of substandard housing stock is conducted through joint public -private efforts. The City continues to seek creative and innovative approaches to finance the renovation of structures. Programs to achieve affordable housing, described above are frequently integrated with rehabilitation efforts, including coordination with Community Development Corporations and the County's Documentary Stamp Surtax Program. Specific programs that the City offers through the Miami Conservation and Development Agency are summarized below. The Community Development Block Grant (CDBG) Multifamily Housing Rehabilitation Loan Program is designed to provide owners of substandard rental housing with below market rate loans to finance rehabilitation. The low interest, long-term financing enables rents upon completion of rehabilitation to be maintained at levels affordable to low and moderate income residents. The loans are provided to the City of Miami by the United State Department of Housing and Urban Development. The City Housing Conservation and Development Agency is responsible for the administration and implementation of the local loan program in the City's eight Community Development Target Areas. The program objectives are: To conserve existing housing and increase the inventory of standard rental housing units; To provide code -standard, affordable housing to low -and moderate -income residents; To spur reinvestment of private capital in older residential neighborhoods, and; To complement other public efforts in the neighborhood's revitalization. Financial assistance is available to owners of multi -family structures in Community Development Target Areas, so that the can bring their properties up to code or HUD defined property rehabilitation standards. Upon completion of rehabilitation, rent levels typically are subject to a rent regulatory agreement for a specified period of time. The Rentral Rehabilitation Grant Program is designed to provide funds to owners of multi -family rental housing to finance improvements to their properties. To ensure the availability of the units to lower income families, the program requires that the units be occupied principally by lower income families and further provides these families with Section 8 rent vouchers. Funds are provided as deferred payment loans to make private sector rehabilitation financing feasible. The deferred payment loans provided by the City cover 50 percent of the cost of rehabilitation up to a maximum of $8,750 per dwelling unit. The owner must contribute additional funds through private debt or equity. The City loan is subordinated to private financing. Repayment of the City loan, secured by a mortgage on the property, is deferred pending satisfaction of the privately arranged loan(s). The maximum deferral period for the repayment of a City's loan is 15 years or the date upon which the private mortgage loan is satisfied, whichever occurs first. In the case of private financing secured from sources other than lending institutions, there is a maximum deferral period of seven years. The City loan bears no interest during the deferral time. At the end of the period, repayments begin on the loan which are at an annual interest rate of six percent. To qualify for the program's deferred payment rehabilitation loan, projects must: Be primarily for residential rental purposes, Have substandard conditions which violate local minimum housing standards or Section R Housing Quality Standards and involve repairs that cost a minimum of S2,000 per dwelling unit, Have minimum of 70 percent of the existing tenants who are low income, and Not involve any permanent displacement of low-income tenants due to the proposed rehabilitation. Priority consideration is giving to loan applications for projects which include dwelling units of two or more bedrooms, and existing tenants with very low incomes. Where the above criteria are met and the total cost of rehabilitation exceeds $17,500 per dwelling unit, the City of Miami will consider making a grant to the owner/applicant through its existing CDBG Multifamily Housing Rehabilitation Loan Program. The city of Miami provides code inspection services and specification writing services to owner/applicants as well as monitors construction and disburses rehabilitation loan funds. II-24 Conservation and Development Agency reported that the total rehabilitation cost for multi -family units is an average of $21,439 per unit. This figure can be further broken down to reveal an average private sector cost of $10,397 and an average public sector subsidy of $11,042, per unit. Single Family Rehabilitation Program provides grants and loans to eligible families who want to bring their home up to a decent, safe and sanitary housing standard and aid correct all code violations. A family with a gross income under 50 percent of median income may receive a grant to correct a hazardous condition(s) and correct other code violations. The grant may not exceed the lessor of (1) the actual cost of rehabilitation or (2) $10,000. No grant may be made if any hazardous conditions remain after rehabilitation. In no event may a grant be made for a property with rental units. A family with a gross income under 80 percent of median income may receive a loan to bring the property to standard and correct all existing code violations. The loan may not exceed the lessor of (1) the actual cost of rehabilitation or (2) $30,000 per dwelling unit. The properties must meet the decent, safe and sanitary housing standard after rehabilitation. A loan may be used in conjunction with other assistance programs to make rehabilitation feasible. A family having a gross income in excess of 80 percent of median income also may receive a loan under the same conditions provided that the property is in one of the Community Development Target Areas. An investor -owner may receive a loan to bring a rental, single-family dwelling to the decent, safe and sanitary standard provided that more than 50 percent of the tenants of the property have a gross income of less than 80 percent of median income. The cost of rehabilitation may not exceed $15,000 for the first unit and $5,000 for each additional unit to a maximum of $30,000 per property. The owner cannot project an annual return on investment which exceeds 20 percent, based on an occupancy rate of 95 percent for the first year after rehabilitation. A rent regulatory agreement is required for existing tenants. Properties receiving a loan must meet the decent, safe and sanitary housing standard after rehabilitation. For the period October 1, 1987 through March 15, 1988, the City of Miami Housing Conservation and Development Agency reported that 24 single-family units were rehabilitated at an average cost of $20,833 per unit. New Construction of Affordable Housing: New construction is carried out primarily by the private sector. Some subsidized housing programs are offered by the City of Miami Housing Conservation and Development Agency. These are described below. The Housing Development Grant Program (HoDAG) is a new Special Revenue Fund. A total of $4,650,000 from the Federal HUD Housing Development Grant Program has been appropriated for the purpose of financing the construction of a 125-unit rental housing development for the elderly (Adult Congregate Living Facility or ACLF) in the City of Miami. Part of the HoDAG award will be used to provide both a grant and low interest construction loan to the developer/owner of the proposed 14-story, Residential Plaza at Blue Lagoon, will be on a 1.5-acre site at Northwest 7 Street and 57 Avenue. Plans are for 50 three -bedroom units and 75 four - bedroom units. The units are restricted to low-income (i.e., persons with incomes of 80 percent of the area's median income or less). The rents for the units including utilities cannot exceed 30 percent of 50 percent of the median income for the family size expected to occupy the unit. The developer has agreed to restrict the 50 three -bedroom units to low-income persons for not less than 25 years. Of the total $4.65 million HoDAG, the City will get back $3.26 million; $1.33 million of the total return to the City will be paid back at the end of 30 years of operation. The average cost per unit is anticipated to be approximately $82,400, with the City public investment of $4,650,00 and a private investment of $5,650,000. Other new construction projects that are developed in coordination with the private sector are described below. Melrose Nursery Townhouse Development is a 153-unit project. The unit mix consists of 13 one -bedroom, 115 two -bedroom and 25 three -bedroom units. The City has purchased the land, and has agreed to transfer title to the developer. The transaction price has not been finalized. The City Commission plans to place a third mortgage on each unit for the proportionate amount to be reimbursed to the City. The project has been submitted to the Dade County Surtax Board for a commitment for second mortgage financing. The average cost per unit is anticipated to be approximately $65,543, with a total City investment of $2,400,000 and private investment of $7,628,058. Las Palmas Condominiums is a 96-unit condominium project. There will be 72 two -bedroom and 24 three -bedroom units. The City has purchased the land, and has agreed to transfer title to the developer. However, the transaction price has not yet been determined. The City Commission plans to place a third mortgage on each unit based on the amount to be reimbursed. The project was submitted in April, 1988 to the Dade County Tax Surtax Board for a commitment for second mortgage financing. The site is located on Northwest 1? Street between 14 and 15 Avenues. The average cost per unit is anticipated to be approximately S62,130, with a total City investment of S1,200,000 and private investment of 54,267,452. St. Hugh Oaks Housing Site has been acquired by the City for housing. The surrounding neighborhood has expressed a preference for single-family housing on the site. No solid proposals have been submitted. However, the Coconut ,rove Local Development Corporation is interested in developing an affordable housing project on the site. It has indicated that the City would have to assist in making the homes affordable to low and moderate income II-25 families. The City has committed approximately $1,071,000 to this project to - date. St. John Townhome Development is a 28- unit project with three -bedroom and 1-1/2 bath units. The City has purchased the land, and has agreed to transfer title to the developer. The amount to be reimbursed to the City has not been determined. The City Commission will place a third mortgage on each unit for the proportionate amount to be reimbursed. The project has been submitted to the Dade County Surtax Board for a commitment for second mortgage financing. The average cost per unit is anticipated to be approximately $62,273, with a total City public investment of $287,650 and private investment of $1,456,000. Rioplaza Condominiums is a 114-unit development. This project has received a County surtax second mortgage allocation commitment, money from the Ford Foundation and other donations. In addition, the City contributed $1.6 million from the housing trust fund contribution from Claughton Island Developers/Swire Properties. The City has committed approximately $1,600,000 to this project, at an average unit cost of $14,035. Edison Toners is a 123-unit rental project for low and moderate income families. It received S1.6 million from the Claughton Island/Swire Properties' contribution to the housing trust fund, and other grants and loans from foundations. A second phase of development is in the planning stage. The City has committed approximately S1,600,000 to this project, or an average unit cost of S13,000. The Scattered Site Program is carried out by the Housing Conservation and Development Agency to acquire underutilized scattered sites in the City's Community Development Target Areas and to construct affordable housing for low -and moderate - income families. The demonstration project for this initiative is located at 5770 Northwest 15 Avenue. Seven homes are under construction. The average sales price is $57,000 per unit. Barnett Bank is the first mortgagee and the City has taken a second Position. The total principal, interest, taxes and insurance amounts paid on both mortgages are limited to 30 percent of a family's gross income. Other sites have been acquired and the Housing Conservation and Development Agency is seeking additional ones. The City has committed approximately $3,900,000 in construction costs and S1,000,000 in land acquisition costs to this program. Provision of Housing for the Elderly, Aandicappe-d-and Homeless The elderly, particularly the poor elderly require special attention. The City, in coordination with other governmental agencies, will continue to provide opportunities for housing and support services for the elderly and handicapped. Through design guidelines, the City encourages ease of physical access to public facilities. The City has adopted its Comprehensive Homeless Assistance plan which makes it eligible to receive federal funding under Title IV of the McKinney Homeless Assistance Act. An estimated $2,713,000 of Federal funds will be received in 1988 by Miami agencies for: a temporary shelter for 40 beds for women and children, a shelter for 20 families, an emergency psychiatric care shelter for 15 people, salaries for physicians for the Camillus House medical clinic and the renovation of shelter for runaway teenagers. The City continues to work with County, State and Federal agencies to provide emergency shelters and to coordinate supportive services, ranging from food, health care, substances abuse treatment, mental health care, literary housing skills training and job development/placement/training, as well as shelter. Affirmative Action In Housing The City continues to promote equal access to housing opportunities. The City, with other governmental agencies, enforces the fair housing ordinance. Elimination of Substandard Housing Conditions The City has established programs to conserve its existing housing stock and promote residential redevelopment. Efforts to target scarce resources in order to maintain stable neighborhoods will continue to be a priority. Particular emphasis is placed on the eight Community Development Target Areas and the promotion of citizen participation. Comprehensive Neighborhood Redevelopment Plans Coordinated programs increase the physical attractiveness of a neighborhood and private investment interest. ?n support of these programs, the City monitors infrastructure and services which must be maintained at adequate levels of service in order to support housing programs. Efforts will continue to strengthen sections in the zoning ordinance in order to enhance the general appearance and character of the City's neighborhoods. Historic homes and public facilities are being designated, contributing to the enhancement of residential areas, as specified in the "Historic Preservation Data and Analysis" section of the Miami Neighborhood Comprehensive Plan. Demolition When rehabilitation cannot be feasibly carried out, unsafe structures are demolished and the land is "banked" or set aside for potential assemblage and/or sale. The tracts can be used in creative financial arrangements with private and non-profit ventures to reduce the cost of housing to City residents. A public impact fee is being evaluated as a possible strategy to replace units that are demolished in areas where there is new, non-residential development. Summary of Current Programs The City, through its current programs and efforts to identify innovative and creative programs seeks to address housing II-26 The City, through its current programs and efforts to identify innovative and creative programs seeks to address housing needs and maintain stable, quality neighborhoods. It is committed to increasing the supply of safe, affordable and sanitary housing for all its residents, particularly for low -and moderate -income households, the elderly, handicapped and homeless through the year 2000. Homelessness Homelessness is a growing national, as well as local, problem, and, therefore, it has been receiving increasing attention in communities across the country. The homeless can be identified as a heterogenous population without housing and visible means of support, "comprised of many subgroups including runaway children, immigrants, migrants, so-called bag -ladies, displaced families, a certain number of unemployed, battered women, minorities, the elderly, and persons with serious alcohol, drug abuse and mental health disorders." (National Institute of Mental Health). Recent studies indicate that there are many factors which cause and/or contribute to homelessness, and these include: Lack of low-income and affordable housing; Redevelopment and gentrification leading to a loss of low cost housing; Unemployment; Deinstitutionalization and other mental health problems; Increase in the refugee population; Cutbacks in Federal welfare and other social programs; Increasing intensity of poverty and personal crisis; Runaway youth; Teenage pregnancy; Child abuse and/or other domestic violence; Alcoholism and drug abuse and a lack of rehabilitation service programs. Federal funding under Title Iv of the McKinney Homelessness Assistance Act is essential for the City of Miami and for most cities throughout the country to successfully address any of the needs of the homeless population. The City's Comprehensive Homelessness Assistance Plan meets t o Federal requ1r— e e l aT eligibility for available funds. The homelessness situation in the City is of a unique nature in comparison to most municipalities in the United States. Due to its geographic location and tropical climate, Miami's homeless population is comprised of a diversified group of individuals which has the potential to increase in dramatic increments at a moment's notice. Geography has enabled Miami to emerge as a gateway to the Caribbean, Central and South America. The City has significant Haitian, Nicaraguan and other Hispanic populations, in addition to the obvious, large Cuban community. Political unrest throughout the Americas leading to a mass exodus to Miami could very well add to the current homeless situation if affordable housing is not available. A favorable climate may also be a contributing factor in the homeless problem of the area. Based on a study conducted by the Miami Coalition for Care to the Homeless (M.C.C.H.), it is estimated that the number of homeless in the Dade County Area ranges from 4,000 to 10,000, with a majority located in the City. This figure does not reflect potentially homeless individuals or overcrowded situations which might lead to multiple families residing in one and two bedroom room apartments. A Miami Herald interview of 107 homeless persons in local shelters and in the streets conducted in 1986 resulted in the following findings: More than half have lived in the area for more than a year and an equal number plan to remain here indefinitely. Approximately 25 percent surveyed arrive in the winter and leave when • More than half admit to problems with substance abuse, mental illness or both. . Mean income was $6.50 per day, primarily from odd -job work, panhandling and disability benefits. Of the homeless population in Dade County approximately 75 percent are males, and 25 percent are females. Of the women, approximately 60 percent have minor children. A concern is that nearly 50 percent of homeless persons were either mentally ill, had substance abuse problems (both alcohol and drug related) or a combination of both. It is also disturbing to note that there has been notable increase in the number of families (36 percent increase) and the number of females (28 percent increase) seeking homeless assistance. There are seven agencies providing service to the homeless in Miami. Shelter providers estimate that the demand for shelter has more than tripled in the last two years. Despite this increase, there has been no corresponding increase in shelter capacity. While men comprise the majority of the homeless population, there are fewer than 200 available beds for single men. Fewer than 50 beds are available for women and children, and there are only 2^+ available two bedroom apartments for families. Another 24 beds for undomi;riled and/or runaway youth, 5 units for the elderly and a single unit for the handicapped homeless are also available. The two shelters serving women do not accept teenage boys, so the families must be separated. That is, there are less than 400 beds to meet the needs of between 4,000 and 10,000 homeless persons. The list of shelters is: Camillus House Miami Bridge Miami City Mission Miami Rescue Mission Mother Theresa's Home for Women II-27 $,y — 4 . 3 New Horizon Community Mental Health Center Salvation Army To successfully make the transition to independent living, it is important to identify permanent housing with therapeutic services available. Utilization of Single Room Occupancy (SRO's) Units through the Section 8 rehabilitation component provides a mechanisum to provide shelter, continue case management and supervise maintenance plans by community mental health centers. The SRO units provide a potential means to meet the needs of the homeless, achieve stabilization and lead to independent living. Under Section 8 Moderate Rehabilitation, funds can be used to expand available SRO units for the homeless. Few SRO units for the homeless, however, are currently available at present. The housing most comparable to the SRO is Metropolitan Dade County's contract for 111 beds for the indigent single individual who is documented as medically unable to work. These beds are located in various locations throughout the County, and not necessarily located in the City. Additional beds are contracted for the homeless regardless of medical condition when Federal Emergency Management Agency (FEMA) funds are available. Since there are few SRO units currently available in the City, the need for such is evident and the identification and rehabilitation of SRO units is a potential means to meet the needs of the homeless. The City of Miami cannot attack all of the above mentioned causes of homelessness. A coordinated effort involving local, regional, state and federal agencies is clearly required and sorely needed, but the City must be an active participant in multi - agency efforts to alleviate this problem. II-28 S ^i-- -*. I SANITARY SEWERS 11 STORM SEWERS AND DRAINAGE III NATURAL GROUNDWATER AQUIFER RECHARGE IV POTABLE WATER V SOLID WASTE COLLECTION AND DISPOSAL SYSTEM VI TRAFFIC CIRCULATION VII MASS TRANSIT VI11 PORTS, AVIATION AND RELATED FACILITIES i i 0 L I I. Sanitary Sewers ITerms and Concepts Regulatory Framework Existing Conditions INeeds Assessments II. Storm Sewers and Drainage IIntroduction I Existing Conditions Stormwater Facility Requirement Local Drainage System Requirements Y q iExfiltration System Requirements Storm Sewer System Requirements Total System Requirements III. Natural Groundwater Recharge Terms and Concepts Regulatory Framework Local Groundwater Resources CO��ITSNTS ( continued ) Groundwater Withdrawal Aquifer Recharge Areas Groundwater Quality Problems I Future Water Supply and Demand IV. Potable Water 1 Terms and Concepts Regulatory Framework Existing Conditions Population Served by Regional Plants I Projecting Water Demands: Methodology j Plant Capacities Well Allocations Assessment V. Solid Waste Collection and Disposal System Introduction Existing Conditions Long Range Actions and Alternatives for Increasing System Capacity j (ITSN'1'S continued Needs Assessment Summary of Needs and Improvement Plans VI. Traffic Circulation Organizational Structure for Planning Traffic Circulation Network ILevel of Service I Existing System Characteristics and Deficiencies Programmed Capacity Improvements Funding Sources Future Traffic Circulation Needs I Conclusions I VII. Mass Transit System Ownership and Organizational Structure Description of Existing Transit System Analysis of Existing Services I Future Mass Transit System Needs Conclusions 1 t�---rE M ( continued) VIII. Ports, Aviation and Related Facilities Background Existing and Anticipated Future Conditions I. Sanitary Sewers Terms and Concepts Regional facilities are large scale sanitary sewer systems which generally provide service to densely populated areas. These facilities are comprised of three components which perform the basic functions of collection, treatment and disposal of sewage. The collection system is composed of a network of sewer pipes which collect sewage (also call wastewater) from individual establishments and convey it to a central location for treatment. The collection network is generally laid out in a pattern roughly analogous to the branching pattern of a tree. Figure I.1 illustrates this pattern and the terminology applied to sewers within the system. This classification scheme identifies sewers according to their location within the network and not according to their size. Since sewage flow within the network is from the periphery toward the treatment plant, this scheme allows for easy identification of downstream components which will be ' affected by sewage flows from a peripheral area. Interceptors are defined as sewers which connect directly to and convey sewage to the treatment plant. Trunk mains are defined as sewers which connect directly to and convey sewage to an interceptor. Due to the relatively level terrain of Dade County, a pumping system is used in conjunction with the major components of the regional collection systems. This allows sewage to be conveyed under pressure f against the force of gravity and for long distances at minimal slopes. In conjunction with this type of system, the term "force main" is often applied to tpressurized sewers without regard to their location within the network. ' The treatment plant is the component of the regional sanitary sewer facility which functions to remove solid and organic materials from the sewage. There are a large number of processes which can accomplish this, but they are generally I ! / MAIN I /e TRUNK MAIN INTERCEPTOR TREATMENT PLANT • • :,_--EFFLUENT OUTFALL • • COLLECTION SYSTEM Figure 1.1 grouped into one of the following three categories depending on the proportion of materials removed. Primary Treatment: This refers to the removal of between 30 and 35 percent of the organic materials and up to 50 percent of the solids from the sewage. This is also commonly referred to as physical treatment because screens and settling tanks are the most common methods used to remove the solids. Secondary Treatment: Secondary treatment processes remove between 80 and 90 percent of total organic materials and suspended solids from sewage. This level of treatment generally requires multiple steps involving one biological process and one or more processes for removal of suspended solids. Tertiary Treatment: Sewage may also contain large quantities of synthetic organic compounds or inorganic chemicals which may create pollution problems if not removed. Tertiary (or advanced) treatment adds steps to primary and secondary processes to remove these pollutants. The most common tertiary processes remove compounds of phosphorus and nitrogen. The effluent of advanced treatment processes often approaches potable water purity. Effluent and sludge are the waste products of the treatment process. Effluent is the treated wastewater which flows out of the treatment plant. Effluent disposal alternatives include discharge to a water body, irrigation reuse or injection into deep aquifers. Sludge refers to the accumulated solid residues of the treatment process. Prior to final disposal, sludge is usually subjected to an additional biological treatment process to remove pathogens and to physical dewatering processes to facilitate transportation and disposal. Common disposal methods include burial in solid waste landfills and land application as a soil conditioner for agricultural purpose. Regulatory Framework Federal: The Federal dater Pollution Control Act (PL 92-500) is the controlling national legislation relating to the provision of sanitary sewer service. The goal of this act is the restoration and/or maintenance of the chemical, physical and biological integrity of the nation's waters. The act established the national policy of implementing areawide waste treatment and management programs to ensure adequate control of sources of pollutants. Under Section 201 of PL 92-500, grants are made available to local governments to construct facilities to treat "point sources" of pollution, which include L •; effluent from sewage treatment processes. The U.S. Environmental Protection Agency is responsible for implementing the act. State: The Florida Department of Environmental Regulation (FDER) is responsible for ensuring that the State carries out responsibilities assigned to it under PL 92-500. FDER has adopted rules for the regulation of wastewater facilities in Chapter 17-6, F.A.C. These rules apply to facilities which treat flows exceeding 5,000 gallcns per day for domestic establishments, 3,000 gallons per day for food service establishments, and where the sewage contains industrial or toxic or hazardous chemical wastes. The Florida Department of Health and Rehabilitation Services (HRS) regulates septic tank and drainfield installation within the state. These requirements have been adopted by rule in Chapter lOD- 6, F.A.C. Local: The provision of sanitary sewer service to the City of Miami is also the responsibility of the Miami -Dade Water and Sewer Authority Department (WASA). The City is responsible only for the design and construction of the sewer collection system within the City limits, while WASA is responsible for the operation, management and control of the sanitary sewer systems. City financial resources are used for the construction and renovation of transmission facilities within the City's boundaries. County financial resources are used for the construction of treatment facilities. General revenue bonds are the primary financing mechanism used by local governments to fund system improvements, and both the City and County appear to have sufficient bonding capacity to meet the foreseeable future needs. WASA serves the largest collection system in the metropolitan area, receiving sewage from the City of Miami, other municipalities, and systems serving unincorporated areas. It is responsible for the operation and maintenance of the regional collection system (including pumping stations and transmission mains) and the regional treatment facilities in Dade County. The functional responsibilities and powers acquired by WASA under the Dade County Code and subject to approval by the Board of County Commissioners include: 1. Operation, management, and control of the sanitary sewer systems formerly operated by the City of Miami and Metropolitan Dade County; 2. The right to establish and fix fees for service furnished by its sanitary sewer system; 3. The right to acquire, produce, utilize or dispose of any products, facilities or by-products of the system; 4. The right to enter into all contracts necessary to exercise powers and perform duties; 5. Promulgation and endorsement of appropriate rules and regulations governing the utilization of its sanitary sewer system; and 6. Coordination of county -wide water and sewer programs with appropriate agencies to ensure compliance with the Dade County Master Plan. In compliance with the requirements of the Act and the powers conferred by the County's Water Quality Management Plan, WASA is responsible for: 1. Managing, protecting, enhancing, and supplementing the area's water resources through regional water pollution abatement and developing water resources by construction of facilities; 2. Providing economical wastewater disposal for local wastewater collection utilities and/or individuals, including treatment of industrial wastes after the required pretreatment; 3. Administering and coordinating appropriate supplemental water quality management programs under the direction of the South Florida Water Management District; 4. Providing annual updates of its plans in concert with other metropolitan agencies; 5. Accepting and utilizing grants and other funds for wastewater treatment and incurring long-term indebtedness as required; 6. Generating revenues and assuring that each community or municipality participating in an areawide plan pays its proportionate share of treatment costs; and 7. Obtaining all required State and Federal wastewater disposal permits. Prior to late 1983, WASA functioned as an independent authority. Action by the County Commission to convert the authority into a department has not materially affected the above powers and responsibilities. Existing Conditions Sewer Collection Systems: over the past fifteen years the City of 'Miami has undertaken a program to axpand sewer services through the sale of bonds for capital improvements to the sewer collection system. By the year 1992, the entire City of Miami will be served by sanitary sewers, thus eliminating the few remaining private disposal systems now in existence. Figure I.2 illustrates all areas of the City which are now served by the system. 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Q r al:I11{11tt11111«««�i!#!!!!1!!DYlY! �t C 1twifi111(fill 111<'.' n.... 111fil:�ii111111$11i11111 . \\tf6i 1-m-1pillim fill 111,11111111f` •�a9oas-0<ssEN�N�tAi6YlEatYBaitffiYilti R,• m+ ;���'����� .NKa,r A !«s 11111t1t113�11t l€111zl1+1€llttl€itlt€111111116 +411s:11111111:161:3*1 Atli t1t1 '> al sp .ya 6> >� ,+iiRiY".YAila!!i'. 11i#�assa y,.. ,,.,.•.....�raFY,�a+t♦3L •�• .at R.fs6\.\tNRxN =°°�°..'w,oiaw-�•= = `f1�..: aEl lr fig 31° ulllt$11k,, +� s6����� satE!! !!i�► t as +� s� �y *:(j(j}11111VillAIII #1111€1i1#111t1 €1 »» ®. . �`�,""•••Y/° 'M� x $x� :DifyFi kf1111#114111t1€1€11tillHI 11111111' �'"�yffis#!dlYIAIR.,Ia r,Y!$Y$Y$Y Yfa.'assx �W x..o..»»» fill 1111111111111111111$$111t1 q1ts0BaE - s • '� �`�°`"°"°' 1f1111111fill 1€fl1€1f€ff1il11 xNeot::.�.m ;11 11 , °�\is31$lt.��11' :lxsa,aa4;:�11 0 «�"°•.: A..� �+„� •\R.t..�+aa$�ffiit+Ka$�� # 0�a+$1�� ':€111119€. 1EI�s.;�11>,>HA:f »»a,�»»«.... gl+��Fl. ta$zt�aa+l118tr 2€111f1111:»:3;°" �Yi1i$axsxi M 'f';::p .. ���'.; �� f�, :�«���xeen.F+�:�11 �:��;. ��• �,v! y w ....... res�^^, ��lllttt3>8.s l�.1l1lll111111l1111,�i Mill ,7�!141! i7S1�:19CIq►F.'f19M►1q[MCI:C0]N.[0I0]R presently served by the system. The projects are shown on Figure I.3. Nine of the projects, valued at $35,059,000, are ongoing, while the remaining project valued at $1,100,000 is scheduled to begin within the last five years of the City's capital improvement program. For a detailed list of City projects refer to Table I.1. In July of 1986, the Miami -Dade Water and Sewer Authority completed the Dade County 201 Wastewater Facilities Plan Update. 1his plan updates in orma Ton presented in the 1977 original Dade County 201 Facilities Plan for wastewater transmission, treatment and disposal. It considers new population projections and other new information and evaluates alternatives for handling the projected wastewater flows through the year 2005. The 201 Plan Update calls for the expansion of the North, Central and South District plants to 120, 133 and 131.125 million gallons per day (mgd), respectively, by the year 2005. Effluent disposal at the North and Central District plants would be via ocean outfalls and at the South District plant, via deep wells discharging to the Boulder Zone of the Floridian Aquifer. The recommended plan will require the following major new wastewater facilities during the first few years to meet the entire County's immediate needs: 1. Expansion of North District plant from 80 to 100 mgd; 2. Upgrade of Central District plant now under construction from 121 to 133 mgd; and 3. Expansion of South District plant from 75 to 112.5 mgd. Following this initial period, the South District plant will undergo a second expansion of 18.75 mgd, up to the year 2005 capacity of 131.125 mgd. The North District plant will undergo a Table I.1 City of Miami Sanitary Sewer Projects Project Location Project Name Number Costs 1. NW 36 St. Sanitary Sewer Improvement E 1,100,000 2. Fairlawn South Sanitary Sewer Improvements 2,000,000 3. North Flagler Sanitary Sewers 4,515,000 4. Flagami Sanitary Sewers 3,700,000 5. Winona Sanitary Sewers 6,900,000 6. South Flagler Sanitary Sewers 2,9B5,000 7. South Grove Sanitary Sewers 10,000,000 8. Bicentennial Park Sanitary Sewers 1,950,000 Citywide Projects: Sanitary Sewers Extension Improvements 2,009,000 Sanitary Sewer Replacement 1,000,000 TOTAL COSTS $36,159,000 Source: City of Miami Capital Improvement Program 1986-92 second expansion, from 100 to 120 mgd. Other transmission and pumping projects throughout the County will be constructed after 1991. District boundaries and plant locations are illustrated on Figure I.4. Although the City of Miami is served by the Central District, generating less than 60 percent of the flow treated at WASA's Virginia Key facility, there is a link between the three districts permitting flow transfers between facilities. The relationship of plant capacities and projected daily wastewater flows over time through the year 2005 is shown in Figure I.5 (North District), I.6 (South District), and I.7 (Central District). As shown 4,1 these figures, projected wastewater flows will necessitate transfers between districts in accordance with plant capacities and expansions. Construction of treatment facility expansions is planned to be under way when the average flow reaches 90 percent of capacity. `his policy is consistent with sound engineering practice, and by following this procedure, WASA will be able to treat the required flow volumes as they are generated, rather than violating their rated plant capacities. At all times, the total flows for all three districts will be less than approximately 90 percent of total plant capacity. I-4 ww� mil 7�- 1�- �'..=='n- ol—R—iP:±1K, a It 0 kMl COMPREHENSIVE NEIGHBORHOOD PLA i 1+ 1. t NORTH DISTRICT TREATMENT PLANT CENTRAL DISTRICT TREATMENT PLANT SOUTH DISTRICT TREATMENT PLANT Current sludge treatment at the South District plant consists of anaerobic digestion, followed by dewatering on sand sludge -drying beds. These beds will have to be supplemented by a mechanical dewatering facility to handle projected flows. The Central District plant handles both its own sludge and the sludge generated at the North District plant, employing anaerobic sludge digestion and mechanical dewatering, followed by paved sludge - drying beds. The Department has a sludge purchase agreement with the South Dade Soil and Water Conservation District (SDSWCD). While this utilization program is still being developed, sludge is stored at the Central District plant site until it is released to the SDSWCD. The utilization of the Central District sludge is currently inhibited by wet weather conditions, and a sludge facilities project to improve the utilization under all weather conditions is scheduled for construction. The demand for the dried material by the agricultural community is great and the proposed facilities will allow greater quantities of dried material to be available to the District. A list of scheduled projects described in the 201 Plan and their estimated costs is provided in Table I.2. The total capital cost over the 20-year period is estimated at slightly in excess of S329 million for wastewater treatment and transmission facilities. These expenditures are to be financed through proceeds from a bond issue approved in November of 1986 by the County's electorate. Needs Assessment Capacity Assessment: Wastewater I`_J 40g flows for the entire WASA service area and its subcomponents were estimated and :45 DISTRICT BOUNDARIES projected in the 201 Plan by relating COLLECTION ZONE NUMBER © CITY OF MIAMI present and future population and land use estimates to the corresponding wastewater generation factors. For these WASTEWATER COLLECTION ZONES calculations, the relative locations of the planning subareas and the wastewater Figure 1.4 collection zone boundaries were taken into account (see Figure I.4). 1-6 140 133 MGD PLANT CAPACITY ALLOCATION FROM 130 SOUTH DISTRICT PROJECTED DEMAND_ MGD } 120 U) z O J J v 110-000000 U. 109.0 O Uf z O J J 2 .., ALLOCATION FROM NORTH DISTRICT 0 1985 1990 1995 2000 2005 YEAR CENTRAL DISTRICT WASTEWATER FACILITY AND DEMAND ASSESSMENT Figure 1.5 Wastewater flows were projected for each wastewater collection zone. Wastewater is transported to the treatment facilities via the transmission network illustrated in Figure I.8. The major components of the transmission system located within the City are not deemed to require enhancement in order to service the increasing flows anticipated through the year 2005. 150 130 Irk 0 c� r a 0 W W Q. 90 U) z O J Q LL O N Z O 70 J J i 50 1985 1990 1995 2000 2005 YEAR SOUTH DISTRICT WASTEWATER FACILITY CAPACITY AND DEMAND ASSESSMENT Figure 1.6 Residential flow estimates were based on population projections for 1985, 1995 and 2005 which were developed by Metropolitan Dade County Planning. To compute the population contributing to the wastewater collection systems, the proportion of land area served by sewers within each collection zone (see Table I.3) was applied to the projected populations allocated to each wastewater I-7 2 KI M1 75.8 PLANT 120MGD CAPACITY PROJECTED DEMAND_ 100 MGO NORTH DISTRICT FLOW ALLOCATED TO CENTRAL 70 FIRST 20 MGO EXPANSION COMPLETED SECOND 20 MGO EXPANSION lr o COMPLETED I 1985 1990 1995 2000 2005 YEAR NORTH DISTRICT WASTEWATER FACILITY CAPACITY AND DEMAND ASSESSMENT Figure 1.7 collection zone. Residential flows emanating from the permanent and transitory population were then computed at 100 and 80 gallons per capita per day, respectively, and which includes normal infiltration. Flows from nonresidential land uses were projected using a generation factor defined on a per acre per day basis and a Table I.2 Dade County 201 Plan List of Projects. Project Schedule Project Number Completion Description Date Cost Central Miami District Interceptor System Projects within the City of C-5 1986 Interceptor and pumping S 3,000,000 station C-7 1989 I/I sewer repair NA 6,000,000 and rehabilitation work E-CM 1990 Modification to existing $ 600,000 Fourth Street pumping station Central District Treatment Plant Projects CTP-1, 1987 Central Plant - sludge $ 3,400 000 CTP-2A handling facilities. CTPA-2 1988 Central Plant - additional NA 1,000,000 effluent pumps CTP-1, 1988 Central Plant - odor control $23,434,700 CTP-2B (grit chambers, concentrator tanks,and oxygen conversion) CTP-2C 1988 Central Plant - improvement $ 2,900,000 to outfall diffuser system CTPA-5 1993 Conversion of digesters $ 2,000,000 to high rate mode Note: project number refers to the project's designated number in the Dade County 201 Plan. Table I.3. Anticipated Proportion of Wastewater Flows Serviced By Sanitary Sewers, Collection Zone 1985 1995 2005 Number 308 95% 95% 100% Number 309 90 90 100 Number 310 70 70 100 Number 315 20 100 100 Number 318 90 90 100 Number 322 95 95 100 Note: Collection zone boundaries are not exactly coincidental with City of Miami boundaries. Source: Miami -Dade Water and Sewer Authority. projection of future acreage of commercial/industrial land that would be served by sanitary sewers. Separate generation factors for industrial and commercial uses were not deemed necessary since Dade County does not have any high water -consuming industries, and, hence, industrial and commercial uses are not easily nor significantly distinguishable from a water use standpoint. Accordingly, a single unit flow parameter of 1,250 gallons per acre per day was selected for projecting water demands from industrial and commercial land use, including inflow/infiltration flows as well. The methodology used to project future wastewater treatment demands was tested for its relative accuracy in predicting the actual 1985 flows serviced by WASA facilities. The flows projected using this methodology were approximately equal to the sum of the average flows at WASA's North, Central and South District plants. It was, therefore, concluded that this methodology was reasonable. The projected future demand for wastewater treatment in those collection zones which at least partly encompass areas lying within City of Miami boundaries are given in Table I.4. From this table it is apparent that the demand on wastewater treatment facilities is expected to increase over time. This increase stems primarily from an increase in the proportion of land area serviced by sewers (rather than by private collection systems), and not from significant increases in residential density or major land use changes. Although, the demand for service from City areas are expected to grow, these demands are not expected to place a disproportionate burden on the entire system. It is also apparent that major capital improvements in the transmission network within the City are not required either to meet existing deficiencies in service or to support future population growth or land use changes. S, ._;.i i ■ Table I.4. Anticipated Demand for Wastewater Treatment Million Gallons Per Day Collection Zone 1985 1995 2005 Number 308 19.2 19.1 20.0 percent of system capacity 7.0% 5.2% 5.2% Number 309 14.4 14.7 16.1 • percent of system capacity 5.2% 4.0% 4.2% Number 310 8.5 9.4 10.0 percent of system capacity 3.1% 2.6% 2.6% Number 315 5.8 11.0 11.0 percent of system capacity 2.1% 3.0% 2.9% Number 318 0.7 0.9 1.0 percent of system capacity 0.3% 0.2% 0.2% Number 322 17.0 15.6 16.2 percent of system capacity 6.2% 4.3% 4.2% Total Citywide Flows 57.1 70.7 74.3 Total System Capacity 276.0 366.0 384.0 Citywide Flows as a 20.7% 19.3% 19.3% Percent of System Capacity Source: Miami -Dade Water and Sewer Authority. II. Storm Sewers and Drainage Existing Conditions BASIN A Introduction The Storm Drainage Master Plan for the City of Miami has been developed to identify the physical facilities and implementation plan necessary to reduce flooding problems and improve water quality. Stormwater runoff is presently handled through two mechanisms: (1) discharge to the groundwater system (exfiltration devices); and (2) discharge to surface water bodies through storm sewers/channels (positive drainage systems). However, due to the age of the existing systems and the growth and reduced surface permeability within the City, the present systems cannot completely accommodate the stormwater runoff after significant storm events and limited flooding occurs throughout many areas of the City. The City of Miami is responsible for the construction and maintenance of the storm drainage system within the municipal limits, thus, City officials have embarked upon a program to relieve flooding conditions in twenty-seven specific areas. This ambitious capital improvement program identified the need for a coordinated master drainage plan for the City. Through developing a comprehensive drainage master plan, a coordinated program was identified which provides a uniform and most desired level of flood protection throughout the entire City. The storm drainage master plan defines a coordinated and systematic solution for flood protection needs. Through identifying the stormwater runoff caused by rainfall events and land cover, the necessary facility requirements were defined for exfiltration systems and positive drainage system. When these requirements are compared with existing facility capacities, the additional facilities necessary to provide a uniform level of protection are obtained. The following summaries highlight the required facility needs for each drainage are within the City of Miami. There are six major water bodies that are potential receiving waters of stormwater runoff. These include the Little River, Miami, Seybold, Comfort and Tamiami canals (Figure II.1) and Biscayne Bay. These canals, plus several secondary canals, and direct surface runoff, all discharge eventually to Biscayne Bay. In addition, due to the topography and high permeability of the Biscayne aquifer, some areas of the City are not tributary to any surface water directly, but depend solely upon infiltration of runoff. Based partly upon natural topography and primarily on the created drainage patterns of the canal system, the City of Miami has been divided into nine major drainage watersheds shown on Figure II.2. Surface runoff from five of the watersheds discharge directly to the drainage canals identified above. Two others are the coastal areas located north and south of the Miami River that are directly tributary to Biscayne Bay. The last two watersheds are the northwestern and southwestern segments of the City that are essentially non -tributary to any surface water body. In order to complete the various hydrologic and planning analysis required, it was necessary to determine a variety of physical parameters representative of the City's watersheds. Before this could be done, however, the City had to be subdivided into smaller hydrologic units. The mapping used for the watershed subarea delineation were Dade County's topographic mapping, supplemented by the City's spot elevation information. The basin areas are depicted on Figure II.3. As shown, there are 54 separate subareas. These are classified into 22 related groups of subcatchments, referred to hereafter as "basins." An extensive data base has been developed for each of the 54 subbasins defined within the City. The following is a description for each of the twenty-two basin areas which start with a general description of the surface drainage, positive systems, and possible drainage problems in each basin. SUBCATCHMENT Al Surface Drainage: Generally to the west, to a depression located outside Miami. Under large events, a spill into A2 to the east could occur; otherwise, this subcatchment is distinct from the rest of Basin A. Positive Systems: A large portion of area Al lies outside of the City of Miami and hence, there is no information available for the positive systems that may drain these areas. There is a major system which drains to the north along N.W. 17th Avenue. Information is lacking on the system after it leaves the City to the north where it eventually drains into the Little River Canal. It is therefore not possible in this study to compute the maximum outflow rate directly for this system. Similar systems with 60" diameter pipes show a wide variation in maximum flow rates from 175 to 41 cfs. A rate of 100 is used in this analysis. A branch of this system flows into Al from nearby area A4. Estimated inflow rate for this 13-inch system is 10 cfs. Inflow to this subarea through 3-foot trench from Basin F-1 to the south along N.W. 17th Avenue is assumed to be small because of the small gradients available. A second system drains to the east along N.W. 54th Street. The estimated outflow from area Al to A2 through this 54- inch system is 14 cfs. The net maximum positive relief for this area is taken a, 104 cfs. SUBCATCHMENT A2 Surface Drainage: This catchment is quite flat with drainage tending north or northeast. Overland flows tend primarily into Area A3. although some flow into A4 is likely, and the subcatchment could be considered part of A3. The boundary formed by the airport II —I AM Ake slselk"s wlo MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN �� IIIIIIIIIIIIIIIIIIIIIIIIIIIIII one mile CITY OF MIAMI PLANNING DEPARTMENT PFILPARATION OF THIS MAP WAS AIDED THIA(hhiH FINANf:IAL ASSISTANCF RECEIVED FROM IHE STATE OF ILl)RIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PHUC;HAI.i AUTHOHIZE0 fir CIiAI'IFH Bri 167IAN', ilF FL(II11)A AND A10dIN11.0fHft) NY NIF VIORIDA DEPARTMENT OF COMMIINITV AFFAIRS L 9 A v 6o V � y 3, .4 D S.W. 67 AYE _ O D bbb ,P^ L J < D ,_ r ♦ 't L'L m J< " < Y j ' J S.IK OT AVE S.W. 47 AVE- N.W. 27 AVE, I-90 61SCAVK KA MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN cme mile CITY OF MIAMI PLANNING DEPARTMENT I'HIPAHATIHN III TII 11111 "1a11 lINANI -CAI Ffl')M THE STAIE i)I f1nRl1)A UNDER THE LOCAL GOVERrIMENI COMPREHENSIVE I'LANNINii Ati51ST4ill fliIIIII)A ArIl1 1HE FII1R10A DEPARTMFNI OF C11611+111N11Y AFFAIRS TI wi AVE BISGAYNE BLVD MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN W6. ol,e mile CITY OF MIAMI PLANNING DEPARTMENT f Fit PAHAT1;1N 'IF I�tl ' .� '��� 't , AL •• � �'-I'.'. I tit I I,i ;t 10 ),.1 ''it ,111t ,t ; i I-i(IA ;J'J�.)tN T,1E Et), AL 61):f-it,*I 1FNI Ct)'A141EHENSIVF t�l A)JIJIU J A ,tic ;i I a i I .1 :✓J; 1. '.W,. , I t sit I H, 1.tt f I I llilllA IIF f,Al11 kll-N I I)F ;';1t.1'.IIINI I , AI f AIIv; / { ri expressway to the south and the highway defined, to the east is not exactly that although a field visit Suggests these are the basin divides. Positive Systems: There is positive system along Northwest 54th Street. A maximum inflow from Al equal to 14 cfs through a 54-inch culvert is calculated, with outflow to El, via a 96- inch pipe at N.W. 7th Avenue of 88 cfs. Inflow from area A3 through a 54-inch pipe is 32 cfs. With negligible contributions from A3 to A4 into 54th Street positive system, the net available positive system outflow is 42 cfs. SUBCATCHMENT A3 Surface Drainage: Flows tend north to a depression within the subcatchment. A spill to area A4 in the east fringe is likely, since the divide is not well defined at that point. Positive Systems: The Positive System outflow through a 54-inch pipe along Northwest 7th venue is computed to be 32 cfs. Estimated maximum inflow from B1 through a 4i nch main along N.W. 7th Street is 21 systems The net outflow through positive is therefore 10.8 cfs. SUBCATCHMENT A4 Surface Drainage: Surface drainage ltends to the northwest along in the middle of located approximately the basin and extending outside the City either of Miami. Flows ultimately reach eitby a ola or the Tamiami overland Lake Arc route outside the City of Canal Miami. Positive Systems: Positive outflow through 18-inch diameter pipe to area Al along Northwest 62nd Street equals 10 cfs. There is also an interconnected positive exfi1tration system within area A4. Inflow into 60-inch storm sewer running through system along Northwest 17th Avenue is assumed to be 20 cfs. Net maximum positive flow from subbasin is 30 cfs. MOST LIKELY DRAINAGE DEFICIENCIES 1. nuisance overland flow, particularly in the north end of A2 2. ponding at: a) 61 St. NW and 10 Ave. b) 61 St. NW and 13-14 Ave. NW c) 71 St. NW 68 and � 5-17 St. Ave. NW NW/13 Ave. d) possibly NW 3. other problems external to Miami but within physical drainage boundaries may exist. SUBCATCHMENT B2 Surface Drainage: This catchment is bounded by the railway tracks northf of area Cld otherwise would be part Drainage is to the northwest, and a depressed area which exists partly i n i de Miami. This depressed area ultimately to area B3 and therefore may receive flows from B1 and B3 as well. The ultimate spill from of B2 catchments ents is at the northwest tip to the Little River Canal. SUBCATCHMENT B3 Outside of City and therefore not discussed further due to lack of data. MOST LIKELY DRAINAGE DEFICIENCIES 1, no defined major system route in B1 and B2 2, a depression located near NW 75-79 St./NW 6-7 Ave. 4. no defined major system route is 3, a depression flooding possible in present. areas of B3 outside Miami. BASIN B SUBCATCHMENT BI Surface Drainage: Relatively well defined boundaries exist to the south and west, except for a low area adjacent to A4 in the southwest. Drainage is generally north into area B3, to low point outside Miami. Positive outflow is to the south through area A3 via a 48" sewer. Large area of subbasin is located outside City boundary. Large french drain systems connects B1 and C1 to west along 71st and 62nd Streets. Inflow stormalong sewerAvenue from 81 through 18 4. no major overland route from B to the Little River Canal. BASIN C SUBCATCHMENT C1 Surface Drainage: Drainage is to the north along a central depressed area, spilling into C4 at the northeast edge via a weak divide. SUBCATCHMENT C2 Surface Drainage: A significant depressed area central to this catchment receives flows which then tend north to spill into C4. A break on the south edge of the divide, II-5 near 62nd St. NE/1st Ave. NW, has the potential to admit flows from E2. SUBCATCHMENT C3 Surface Drainage: Bounded by a ridge and rail line on the east, it slopes relatively quickly to a depression in the north. This depression overlaps into C4 and receives flow from that area as well. SUBCATCHMENT C4 Surface Drainage: Receives flows from C1, C2, and C3 readily, and slopes toward the Little River canal in the north. Some flows will proceed overland to areas outside the City of Miami. SUBCATCHMENT C5 Surface Drainage: A small area with drainage north to the City limits, this is really a part of C4 except that flows leave the basin further west. MOST LIKELY DRAINAGE DEFICIENCIES BASIN C: 1. possible ponding in a line between: a) N.W. 62 St./NW 4 Ave. and F.E.C.R.R./NW 4 Avenue; and b) N.W. 62 Street/N.W. 1 Place and F.E.C.R.R. just west of N.E. 2 Avenue. 2. possible ponding near F.E.C.R.R. just west of NE 2 Ave. 3. lack of major system routes, particularly at and north of F.E.C.R.R./NW I Ave. BASIN D SUBCATCHMENT D1 Surface Drainage: Slopes north and east from a ridge approximated by the F.E.C. railroad. Drains into the Little River and Biscayne Bay. No significant low spots, and not likely receiving tributary flows from other catchments. MOST LIKELY DRAINAGE DEFICIENCIES 1. possible overland flow damage due to lack of major system route. BASIN E SUBCATCHMENT E1 Surface Drainage: A small wedge which otherwise would be part of A3 in the west, it is bounded by the North -South Expressway. A low area receives flows. Spills to the south into E2, and possibly north into C1, can happen if severe events occur, but the limited area makes this unlikely. SUBCATCHMENT E2 Surface Drainage: Bounded by a significant divide to the east, it drains inward to a central low area. Although two large (96" and 113" x 72") structures provide some relief by draining west, a spill if it occurs would likely be north into Cl and C2. SUBCATCHMENT E3 Surface Drainage: Generally east to the Biscayne Bay, although the F.E.C. railroad just east of the ridge line may cause some local ponding. MOST LIKELY DRAINAGE DEFICIENCIES 1. possible ponding along the F.E.C. railroad and at NW 2 Ave./NE 54 St. 2. overland flow due to lack of a major system. GENERAL NOTES The overland flow scheme in this basin is poorly defined. The two outfall pipes appear to be important drainage features since natural contours, expressway embankments, and railroad grades tend to landlock basins El, E2, and the western portion of E3. BASIN F SUBCATCHMENT F1 Surface Drainage: Drains out of the City to two low points on the northwest fringe. Positive Systems: Inflows: There are no appreciable positive systems which inflow to basin F1. Outflows: A 7' BY 5' trench Teaves basin Fl to the east (basin G1) along the Airport Expressway. MOST LIKELY DRAINAGE DEFICIENCIES 1. no overland major system route. 2. possible depression flooding at NW 49 St./NW 19 Ave. BASIN G SUBCATCHMENT GI Surface Drainage: v:� II-6 Well-defined ridges on the south e) NW 27 St./NW 12 Ave. 2) A 42" pipe leaves perimeter and the highways to the north f) NW 32 St./NW 14 Ave. basin I1 to the south and east bound the area. Drainage is to g) North of NW 23 St./NW 15-17 along NW 27th Ave. 5 main low points within the area. High- Ave. This pipe eventually level spills to G2 are likely at the reaches the Miami north end of the west boundary. BASIN H River. NOTES: SUBCATCHMENT H1 3) A 5' by 6' "rock" trench leaves basin The 96" pipe which conveys water Surface Drainage: I1 to the south along from the central depression in the basin NW 37th Ave. to the (via 54" and 84" pipes in two separate Generally west, but constrained by Miami River. branches) may need to be upgraded in surrounding highways. Ponding areas are order to improve conveyance from the in the northwest corner of the basin. 4) A 5 x 6 foot rock depression to Wagner Creek. trench drains NW 36th SUBCATCHMENT H2 St. to Miami canal at SUBCATCHMENT G2 the western end of Surface Drainage: the basin. Surface Drainage: East from a ridge towards Biscayne MOST LIKELY DRAINAGE DEFICIENCIES Two main depressed areas receive Bay. Possible ponding due to BASIN I: flows from this catchment. The F.E.C. interference from the railway running railroad bounds the south end of the north -south through the catchment. I. possible depression at: catchment and impedes flow, but a large twin base culvert presently being MOST LIKELY DRAINAGE DEFICIENCIES a) NW 30 St./NW 19 Ave. constructed from the depression to Wagner b) NW 31 St./NW 23 Ave Creek will improve this situation. Flows are toward G3 in the south. I. possible ponding between NW 36 2. possible overland flooding due to St./NW 3 Ave. and NW 29 St./North- no major route especially near: SUBCATCHMENT G3 South Expressway a) NW 38 St./NW 27 Ave. Surface Drainage: BASIN I - NW 36 St./NW 35 Ave. j The boundary for this area is SUBCATCHMENT I1 BASIN J relatively well defined except for the southeast and northwest limits. Drainage Surface Drainage: SUBCATCHMENT J1 i is towards the central Wagner Creek and Seybold Canal, and from there to the Generally toward the northwest, Surface Drainage: Miami River. with a central low area. Much of this basin, and most of the depressed area, is The areas adjacent to the Miami MOST LIKELY DRAINAGE DEFICIENCIES outside of Miami. Flows tend to cross River or Tamiami Canal. Drainage tends the west extension along NW 36 St. on the toward either water body, and depressions way to the Miami canal. exist primarily at the west end. Some 1. possible overland flooding in G1 throughflow nearby catchments is and G2 due to the lack of a major Positive Systems: expected. system. Inflows: There are no appreciable MOST LIKELY DRAINAGE DEFICIENCIES 2. possible depression ponding at: inflows in basin I1. BASIN J: a) North South Expressway/NW 28 Outflows: 1) There is an outflow 1. no overland major system is St. along the Airport defined. b) NW 36 St. 7 Ave. NW Expressway west to c) NW 34 St./NW 13 Ave. d) NW 20 St./NW 10 Ave. the Miami River. We have no data on this 2. excessive levels in the canal and river might have occasional impact. outfall. II-7 - BASIN K SUBCATCHMENT K1 Surface Drainage: The area lies adjacent to the Biscayne Bay and Miami River. Surface drainage is directly to these water bodies. Being the downtown business areas, this area has a high density of positive systems and a high percentage of impervious surfaces. It is not possible k to identify the areas of ponding from the available mapping. BASIN L SUBCATCHMENT L1 Surface Drainage: Bounded on north by Tamiami canal, and on south by a divide, it has only one small depressed area. Most flows are - received by the canal although some flows ' at the extreme west may leave the City • toward the south. MOST LIKELY DRAINAGE DEFICIENCIES BASIN . possible ponding at NW 3 St./NW 59 Ave. F 2. possible overland flow due to no ( major system. BASIN M SUBCATCHMENT M1 Surface Drainage: 4 Gentle slope north to the Tamiami canal and Blue Lagoon Lake. No major depressions are apparent. Significant portions of Area P may spill through the west end of M1 during large events. MOST LIKELY DRAINAGE DEFICIENCIES BASIN M: 1. possible overland flow due to lack of major system, especially near: a) NW 3 St./NW 4 Ave. b) Tamiami Trail to Tamiami Canal along NW 57 Ave. BASIN N SUBCATCHMENT N1 Surface Drainage: The canalized section of the Comfort Canal (south fork of the Miami River) downstream of Blue Lagoon Lake runs through the north end of this area and provides drainage. One significant depressed area exists in the south end of the catchment. MOST LIKELY DRAINAGE DEFICIENCIES 1. ponding in an area between NW 3 St./NW 38 Ave. and NW 5 St./NW 40 Ct. 2. possible overland flow due to lack of a major drainage system. 3. Structure S25 on the Comfort Canal may be undersized. BASIN 0 SUBCATCHMENT 01 Surface Drainage: Generally to the northwest toward the south fork of the Miami River with a canal midway through the subcatchment providing added relief. Numerous central depressions form a predominant overland flow route. MOST LIKELY DRAINAGE DEFICIENCIES 1. possible ponding near a) SW 1 St./NW 12 Ave. b) NW 1 St./NW 13 Ave. c) south of the Orange Bowl Stadium 2. possible overland flow along low areas, toward canal and river BASIN P SUBCATCHMENT P1 Surface Drainage: Flows leave the area to the west, outside the City limits, spilling into area P2. Positive Systems: There are no positive system inflows to this basin. The covered ditch system running north and south along 37th Ave. has no identifiable major outlet. SUBCATCHMENT P2 Surface Drainage: A large area outside the City which is generally flat or depressed. Significant because of eventual spill towards P3 and, hence, the City of Miami. SUBCATCHMENT P3 Surface Drainage: Mostly outside the City, flows travel generally north into a large depressed area extending into the City. May receive flows from P2 and P4. A spill into P5 under large events is possible. Positive Systems: No significant positive systems identified within the City limits. SUBCATCHMENT P4 Surface Drainage: 88--'7.3t II-8 An area mostly in the City, drainage is generally west towards P3. SUBCATCHMENT P5 Surface Drainage: Flows are generally west; a spill into P6 and/or M1 can occur for large events. A depression in the north and receives some flows. Positive Systems: One 36-inch pipe along Flagler Street. This system has limited capacity due to high tailwater conditions in Tamiami Canal. SUBCATCHMENT P6 Surface Drainage: A small sector separated from P5 by a slight, divide, drainage is north into M1 during large events. Tamiami Trail provides a southern limit for this area. 2. depression and overland flow near SW 48 Ave. north of Tamiami to SW 2 Terr. and thence to NW 51 Ave./Flagler St.; also near SW 4 St. from NW 59 Ave. to SW 64 Ct. BASIN Q SUBCATCHMENT 01-16 Surface Drainage: In this group, drainage is generally toward several central low- lying areas. The entire Q area is generally depressed, and is for the most part bounded by a relatively high ridge. The area is therefore generally land- locked; except for relief provided by several channels already in place, flows are essentially contained in this area. MOST LIKELY DRAINAGE DEFICIENCIES 1. possible overland flow in several locations SUBCATCHMENT P7 2. depression flooding at: a) SW 12 St./SW 13 Ave. Surface Drainage: b) SW 14 St./SW 16 Ave. c) SW 16 St./SW 19 Ave. r Generally, drainage is toward the d) SW 14 Terr./SW 21 Ave. center of this catchment, into slight e) SW 18 St./SW 22 Ave. depressions. During large events a spill f) SW 4 St./NW 15 Ave. into M1 may occur. g) SW 4 St./SW 18 Ave. { h) SW 7 St./SW 19-21 Ave. Positive Systems: i) SW 14 St./SW 23 Ave. j) SW 11 St./SW 31 Ct. One 36-inch pipe north on 65 Ave. k) SW 11 St./SW 29 Ct. and system of unknown size along West 1) SW 2 St./SW 31 Ct. Flagler. Again, due to high tailwater m) SW 17 St./SW 25 Ave. conditions in the Tamiami canal, the net n) SW 16 St./SW 27 Ave. positive relief produced by these systems is small. BASIN R MOST LIKELY DRAINAGE DEFICIENCIES SUBCATCHMENT R1 Surface Drainage: S 1. lack of an overland route may cause problems, especially near NW 57 A fringe area located partly Ave. north of Tamiami Trail. outside the City, this zone drains to a central depression within Miami. The possibility exists for a spill to the Coral Gables canal via the Vilabella Canal. SUBCATCHMENT R2 Surface Drainage This area drains generally west towards the Coral Gables canal, and the Vilabella canal. Slight depressions exist at the City limits. SUBCATCHMENT R3 Surface Drainage: This area drains south, and, with the exception of a small area in the north, does not have depressed storage areas. Drainage is to the Coral Gables canal. MOST LIKELY DRAINAGE DEFICIENCIES BASIN R: 1. possible depression ponding at: a) Bird Ave./SW 38 Ave. b) Grand Ave. at the City limits c) Palmetto Ave./Plaza St. 2. overland flow at various parts, especially Barbarossa Ave. and City limits. BASIN S SUBCATCHMENT S1 Surface Drainage: An area draining south to two depressed areas, with the possibility of a spill into area S2. SUBCATCHMENT S2 Surface Drainage: A large area draining to a large central low area. Bounded by a high ridge on the south end, a spill outward is unlikely; under large events, areas S1 and S3 may provide added flows. II-9 SUBCATCHMENT S3 Surface Drainage: A large area lying to the northwest of coastal ridge. Depressions near center of basin may overflow into Basin S2 during large events. MOST LIKELY DRAINAGE DEFICIENCIES Grp--5--- I. possible ponding at: a) SW 19 Terr./SW 31 Ave. b) SW 23 St./SW 31-32 Ave. c) SW 27 Terr./SW 33 Ct. (extending NE and S under large events) d) New York Street 2. possible overland flows. BASIN T s URCATCHMFNT Tl f Surface Drainage: A catchment draining generally inward to depressed areas. A ridge on the south edge constrains flows and a spill west into T2 may occur during large events. SIIRCATr.HMFNT T2 Surface Drainage: Generally toward a large depression area in the northwest end. Added flows from T1 may occur, especially along the F.E.C. railroad. i MOST LIKELY DRAINAGE DEFICIENCIES BASIN T: 1. possible ponding and overland flow at: a) SW 9 Ave./SW 23 Rd. b) SW 9 Ave./SW 27 Rd. c) SW 12 Ave./SW 18 St. d) SW 23 St./SW 3 Ave. e) SW 21 St./SW 16 Ave. f) SW 26 St./SW 23 Ave. extending NW BASIN U SUBCATCHMENT U1 Surface Drainage: Generally north to a minor depression and then spilling into area U2. SUBCATCHMENT U2 Surface Drainage: Drainage is northwest, with possible flows added from U1. A low level spill to area V and then the Miami River may occur at the north end of the catchment. MOST LIKELY DRAINAGE DEFICIENCIES BASIN U: I. possible overland flow and ponding at: a) SW 4 Ave./SW 23 Rd. b) SW 9-10 St./SW 6-7 Ave. BASIN V ciiArATCHMFNT V1 Surface Drainage: This catchment lies predominantly on the bayside of the coastal ridge. Some local low lying depression areas and overland flow from adjacent areas. In general basin is well drained. MOST LIKELY DRAINAGE DEFICIENCIES 1. local depressional areas may require positive relief. II-10 STORMWATER FACILITY REQUIREMENTS The first stage of the investigation for the Storm Drainage Master Plan involved dividing the City of Miami into four classifications of drainage zones. The zones identified on Figure II.3 indicate the drainage basins in which each category of drainage system can be installed. The zones identified as local drainage systems reflect areas immediately adjacent to Biscayne Bay, Miami River, Seybold Canal, Comfort Canal, and Tamiami Canal. These zones require individual pipes to discharge directly into these water bodies. The zones in which exfiltration systems can be used reflect the capability of the groundwater system to receive direct where exfiltration systems can be used in portions of the drainage basin while storm sewer pipes must be used for the remainder. The areas without any specific delineation indicate where specific positive system drainage must be used and conveyed to or through adjoining zones to discharge to surface water bodies. The following sections discuss the needs in each of these specific categories. LOCAL DRAINAGE SYSTEM REQUIREMENTS The areas immediately adjacent to surface water systems within the City of Miami exhibit similar drainage problems. These areas are low in elevation and are subject to high tide conditions. This combination causes routine flooding due to undersized pipes for the land development existing today. Therefore, with limited exceptions, most of these areas must be drained through installing additional storm sewer pipes which discharge directly to the receiving surface waters. In some instances, tide gates or similar structures will be required to avoid flooding during high tide and rainfall conditions. In order to alleviate the flooding problem caused in these zones, individual pipes must be installed. The total cost for the additional storm sewer pipes S8-- -7:36 MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 99F one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVEHNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 167AAWS OF FLORIDA AND ADMINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNITY AFFAIRS TI MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 9Vone mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM ]HE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPHEHENSIVF PLANNING ASSISTANCE PROGRAM A111HQf117F0 BY CHAPTER fir, 1r7AA,N4 OF FIOIIIOA ANO AOfAIf IISTFRFU RY HIF FIORIOA DFPAI1TMFN1 OF C1)f.1fA1INIIY AIfAIR4 required to satisfy 25-year storm recurrence intervals will be approximately $55,000,000 for all the areas adjacent to the surface water bodies. EV ILTRATION SYSTEM REQUIREMENTS Based upon the high infiltration rates available in the soils within the City of Miami, the use of exfiltration systems as effective means for stormwater management must be stressed. Through constructing devices capable of transferring water from the ground surface to the subsurface groundwater, expedient and cost-effective systems can be provided. Based upon the soil conditions and topography, approximately 40" of the City area could utilize exfiltration systems to provide flooding protection and water quality enhancement from a 25-year design storm. Based upon analyzing drainage zones where exfiltration systems could be utilized, approximately 750,000 feet of exfiltration trench would be necessary at a total cost of approximately $105,000,000. STORM SEWER SYSTEM REQUIREMENTS The need for a storm sewer system to relieve flooding is specific to those areas which are formed by depressions surrounded by higher ground elevations. In addition to the topography impact, these areas are also prone to high groundwater levels in the depressions and there is no positive outlet for the stormwater. Each of those areas identified on Figure II.5 represent the zones requiring positive outlets from an inland system to the closest drainage way. The information presented in Table 1 outlines the ten zones specifically investigated which require major storm sewer construction to alleviate flooding. TOTAL SYSTEM REQUIREMENTS Based upon the preceding analysis, the total stormwater system requirements can be defined. Table II.1 displays the capital cost estimates proposed for each stormwater system. Those values reflect total costs associated with pre -design, final design, construction, administration, financial, legal, and contingencies. The only item not reflected in these values would be the purchase of property. Table II.1. Capital Cost Estimates of Full Implementation of Storm Drainage Master Plan Objectives (1986 $) Stormwater System Capital Cost Exfiltration Systems City -Wide Near -Shore Local Drainage Projects Zone 1 - Subcatchment Areas A3/A4 and C3/C4 Zone 2 - Subcatchment Areas G2/G3 Zone 3 - Subcatchment Areas I1 and F1 Zone 4 - Subcatchment Area G1 Zone 5 - Subcatchment Area N1 Zone 6 - Subcatchment Areas Q3, Q4, Q6, and T2 Zone 7 - Subcatchment Area 01 Zone 8 - Subcatchment Areas S1 and S2 Zone 9 - Subcatchment Areas L1 and M1 Zone 10 - Subcatchment Areas P3, P5, and P7 TOTAL CAPITAL COST II-13 $105,000,000 $55,000,000 $14,430,000 $3,500,000 $25,350,000 $2,300,000 $660,000 $5,460,000 $870,000 $7,850,000 $25,600,000 $21,500,000 $267,520,000 kMl COMPREHENSIVE NEIGHBORHOOD PLA III. Natural Groundwater Aquifer Recharge Terms and Concepts Groundwater is defined as subsurface water that occurs in fully saturated soils and geologic formations. When the saturated stratum is sufficiently permeable to store and transmit significant quantities of water, the geological formation is called an "aquifer." Aquifers are water -bearing layers of porous rock, sand or gravel. Several aquifers may be present below one surface location, separated by confining layers of materials which are impermeable or semipermeable to water. There are two main kinds of aquifers, "confined" and "unconfined." An unconfined or "water -table" aquifer contains water and/or atmospheric pressure. The upper surface, called the water table, may rise and fall according to the volume of water stored, a variable dependent upon seasonal cycles of natural replenishment or recharge. "Recharge" to, or replenishment of a shallow, unconfined aquifer will occur through the soils and materials directly above the aquifer. The second major category of aquifer is the confined or "artesian" aquifer which is overlain by a layer or layers of relatively impermeable material, such as clay or shale. Natural recharge into confined aquifer can only occur where overlying or confining beds are absent. The aquifer is completely saturated with water that is under greater than atmospheric pressure. Groundwater is fed by surface water from wetlands, lakes, streams and precipitation that infiltrates the ground and percolates down through the unsaturated soil and geological formations to the "saturated" zone, especially through a "recharge" or more permeable zone. a The source of fresh water in aquifers is rainfall. Under the force of gravity, rainfall percolates downward through porous surface soils to enter the aquifer strata. Because of the varying permeability of different soil types, the rate of aquifer recharge from rainfall may vary from one location to another. The areas of highest recharge potential are called "prime recharge" areas. The presence of overlying confining beds also determines which surface areas will be effective recharge areas for a given aquifer, and is another factor in identifying prime recharge areas for the aquifer. Since aquifer recharge areas are surface features, they are subject to alteration by development. Covering a recharge area with impervious surfaces, such as roads, parking lots and buildings reduces the area available for rainfall percolation, altering the total rate and volume of recharge in that area. Increasing the rate at which stormwater drains from recharge area surfaces also decreases recharge potential. Reducing the rate of recharge also increases the potential for groundwater contamination via saltwater intrusion. A second concern related to development within aquifer recharge areas is the potential for contamination of groundwater within the aquifer. Just as with stormwater runoff to surface waters, pollutants picked up by runoff which enters an aquifer can degrade the quality of the groundwater. Since water flows downstream portions of the groundwater may be polluted over time. This becomes particularly significant when the aquifer is tapped as a potable water supply downstream. Regulatory Framework The principal regulatory programs are the "Clean Water Act," the "Resource Conservation and Recovery Act" and the "Safe Drinking Water Act." Under these regulations, federal and state water controlling pollution from sources such as land disposal of liquid, solid, and hazardous waste; septic systems and cesspools; saltwater intrusion from groundwater depletion; and activities such as oil production, irrigation, accidental spills and mining. In 1986, the Federal Safe Drinking Water Act (PL 93-523) was amended to strengthen protection of public water system wellfields and aquifers that are the sole source of drinking water for a community. The amendments for wellfield protection require states to work with local governments to map wellhead areas and develop land use controls that will provide long-term protection from contamination for these areas. The aquifer protection amendments require EPA to develop criteria for selecting critical aquifer protection areas. The program calls for state and local governments to map these areas and develop protection plans, subject to EPA review and approval. Local Groundwater Resources The Biscayne Aquifer has been designated by the U.S. Environmental Protection Administration as a "sole source aquifer," because it is the area's only freshwater resource. The aquifer is unconfined and is recharged primarily by rainfall. Discharge is by evapotranspiration, coastal seepage, pumping and canal drainage and by subsurface outflow along the coast. It is a highly permeable wedge-shaped aquifer that at its maximum is more than 20 feet thick in coastal Broward County and thins to an edge 35 to 40 miles inland in the Everglades. Natural groundwater flow patterns in Dade County are generally from northwest to southeast. Public groundwater supplies are of excellent microbiological quality. Current drinking water standards (State, Federal and local) for microbiological quality set the following limits: `� ova 1. Total Coliforms: per 100 milliliter (ml) monthly average, and 4 per 100 ml single sample for systems collecting ' less than 20 samples per month; and 2. Turbidity: 1 Turbidity Unit (TU) (up to 5 TU) Monitoring requirements for complying with these limits set for total coliforms will vary according to the size of the system. Local Groundwater Management Planning The South Florida Water Management ,a District is a multipurpose water management district and is generally responsible for controlling and managing the quality and quantity of water. The district operates the total system comprised of canals, levees, pumping stations, control structures in canals, large water conservation areas for salinity control, flood control, and water conservation. The canals form a primary water supply and drainage system that serve the following 3 major purposes: 1. Miami Canal serves as the primary drainage outlet for excess water from the Everglades Agricultural Area and the Water Conservation Areas, and as a secondary outlet for excess water from Lake `. Okeechobee. Releases from this y: canal are made periodically throughout the year to maintain the water level in the Lake and Water Conservation areas within their regulation schedules; 2. The canal network of Dade County provides primary drainage for the urban areas. These canals are maintained at stages that vary with the seasons. During the wet season, canal stages are generally maintained at a low level to provide additional water storage capacity for runoff. During the dry season, canal stages are usually maintained at higher levels to provide additional groundwater recharge and to prevent saltwater intrusion; and 3. The canals allow transfer of water from the Everglades Water Conservation Areas during times of drought. This water recharges major wellfields located near the canals and raises the groundwater levels to provide additional water to those water systems that pump their own water supply. The District issues two types of water resource permits: permits for drainage or surface water management, and permits for the consumptive use of water. Metropolitan Dade County's Department of Environmental Resource Management (DERM) has been delegated authority by the South Florida Water Management District (SFWMD) to review and issue surface water management permits for developments of 320 acres or less. Groundwater Withdrawal Potable water is provided to the City of Miami by the Miami -Dade Water and Sewer Authority (WASA), whose water is obtained from the wells which draw water from the Biscayne Aquifer and is conveyed through pipes to treatment facilities. Generally, the areas of the City north of the Miami River are served by water drawn from the Northwest Well Field. This well field was developed and placed into service in 1983 to provide an uncontaminated source of water and to meet future increases in water demand. A minor amount of water is also drawn from the Hialeah -Miami Springs Well Field, but use of this field has been limited because of the detection of contaminants in production wells. Those areas of the City south of the Miami River are served by water drawn from three well fields. They are the Alexander Orr Well Field, Southwest Well Field, and the Snapper Creek Well Field. The Miami -Dade Water and Sewer Authority (WASA) supplies up to 350 million gallons on peak demand days to residents and businesses within Dade County. The present South Florida Water Management District average daily water allocation for the WASA facilities is 330 million gallons per day (MGD). The maximum daily water allocation is 428 MGD. System -wide per capita consumption data and the estimated population of the City of Miami imply that 25 percent of WASA water production is consumed within the City's boundaries. WASA has determined that there is sufficient well capacity and adequate potable water capacity to serve the City of Miami through 1992. Table III.1 provides more information on well field and pumping capacity for those WASA facilities relevant to the City's water supply. No well fields or their "cones of influence" are located within the City's boundaries, and, therefore, existing or future land use patterns within the City do not pose a direct threat to the integrity of the water supply drawn from those well fields. WASA will continue to protect the regional water supply by moving its wellfields to areas of west Dade, minimizing the risks of saltwater intrusion, and contorlling land uses in the "cones of influence," minimizing the risk of surface pollution hazards. Aquifer Recharge Areas The Biscayne Aquifer underlies the entire City of Miami, and the aquifer is recharged principally by rainfall. The average annual rainfall in the area varies from 58 to 64 inches. The rainy season June -October, contributes about 70 percent of the total. During the rainy season, the heavy rains are associated with tropical disturbances and frequent short, local downpours. During the dry season, there is light to moderate rainfall associated with cold fronts moving through the State of Florida. The City of Miami has identified and mapped the natural groundwater aquifer recharge SS-7, 36 III-2 TABLE 111.1 The Water Trealtment lant�r,Wel�jelds of the Main systs of the Miami -Dade Water and Sewer Authority Department in Dade county, water lreatment Plant Plant Design Capacity Present (MGD) Withdrawals Wellfields No. of Wells Average Depth of Wells (feet) Total Pump Capacity (MGD) SFWMD Water Use Permit Allocation (MGD) Alexander Orr Jr. 160 140 Orr Plan Site 10 100 60 Average 6800 SW B7 Avenue Nos. 1-10 daily with - Miami, FL drawal 130 Southwest 14 90-100 70* Maximum day Nos. 11-20, 25-28 withdrawal 182 Snapper creek 4 108 40 (Nos. 21-24) West (proposed 8 5o 80** site at 202 Ave. d 88 St) ------------------------------------------------------------------------------------------------------------------ Hialeah 60 Hialeah plant site 3 8D-90 10.8 Average 700 West 2 Avenue (Nos. 11-13 daily with - Hialeah, FL drawal 150 ------------------------------------------------------------------------------------------------------------------ John E. Preston 130 10 Preston plant site 7 100 60 110D west 2 Avenue Hialeah, FL Upper Miami Springs 12 8D-90 43.2 Average (Nos. 9-10, 14-23) daily with- drawal 50 Lower Miami Springs 8 (Nos. 1-87) 150 Northwest 15 70 150-220 Maximum daily with- drawal 87.5 * An application for water use permit is currently undergoing review by the SFWMD to increase pumpage from 70 MGD to 110 MGD as Southwest wellfield. "MD-WASD's initial plans for the West wellfield include 8 wells at 10 MGGD each, but expansion is expected in the future. area which is shown in Figure III.1. No area within the City, however, has been designated by the South Florida Water Management District as "prime" natural groundwater aquifer recharge area. The aquifer recharge area within the City is located on the western part of the City (Flagami area). This is primarily a low -to -moderate density residential area, which is expected to maintain its existing land use characteristics for the foreseeable future. This area, moreover, will be completely served by sanitary sewers by 1992. Other sources of recharge to the aquifer are: 1. Connote groundwater along the upper reaches of the Miami, the North New River, and the Hillsboro Canals in Broward and Palm Beach Counties that is transferred eastward during the dry seasons; 2. Water from Lake Okeechobee released by the SFWMD into the Miami Canal during the last weeks of the dry seasons to replenish the Miami area; and 3. Effluent from septic tanks, certain sewage treatment plant and disposal ponds scattered throughout the urban area. At the present time, the City of Miami has no regulatory program related to protection of natural groundwater aquifer recharge areas. All existing and planned waterwells, well fields, and cones of influence are located outside of the City of Miami. Groundwater Quality Problems When too much water has been withdrawn from a freshwater aquifer, or when the water table falls because of seasonal variations in rainfall, saline water may be drawn into it from the sea, with the potential to pollute the entire aquifer. Saline water contains a variety of minerals and salts that can render an aquifer unfit for drinking. Saltwater intrusion affects the entire coastal zone of the Biscayne Aquifer, which includes the coastal area of the City of Miami. Saltwater extends inland from the coast and along tidal streams and canals. It moves inland and upward in response to low water table levels, and seaward and downward in response to high water table levels. The inland extent of saltwater intrusion has been identified and mapped, and is shown in Figure III.2. Historical data indicates that most of the saltwater intrusion in the Miami area took place before 1946 when canal flow was virtually uncontrolled and groundwater levels were greatly lowered. Saltwater intrusion was restrained during subsequent years as a result of the installation of water flow control structures in canals by the local and state water management agencies. Control structures in the Miami, Tamiami, and Coral Gables Canals were placed too far upstream, however, to effectively control saltwater intrusion into the easternmost portions of the Biscayne Aquifer. Saltwater intrusion, nonetheless, has been stabilized through the salinity control dams. Additional water supplies for satisfying future demands will be extracted from well SS-7 & MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 09F one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER 86 167,LAWS OF FLORIDA AND ADMINISTERED BY THE FLORIDA DEPARTMENT OF COMMUNIIY AFFAIRS W C 4 La MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN N' one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDED THROUGH FINANCIAL ASSISTANCE RECEIVED FROM THE STATE OF FLORIDA UNDER THE LOCAL GOVERNMENT COMPREHENSIVE PLANNING ASSISTANCE PROGRAM AUTHORIZED BY CHAPTER or, 167.LAWR OF FLORIDA AND ADMINISIF.RED BY THE FLORIDA DEPARTMENT OF COMMIINI1Y AFFAIRS fields located further inland from those operating currently. A new wellfield has been proposed to serve southern Dade ;;ounty and its location will be further west of the existing wellfields. This shift of groundwater withdrawal from the coastal area, together with proper use of the salinity control dams, should help to alleviate the saltwater intrusion problem. The Biscayne Aquifer is highly permeable, and permits rapid infiltration of rainfall. It is, therefore, vulnerable to contamination by substances tarried downward by recharge water, and is subject to contamination from several sources other than by saltwater intrusion. Pollution of groundwater can result from many activities. Principal sources of contamination in Dade County include stormwater runoff, septic tank effluents, solid waste disposal areas, sewage treatment effluent and leaking sewer lines. Stormwater runoff from urban areas is a major source of contamination of groundwater supplies [direct infiltration of runoff from buildings, yards, paved areas]. Runoff from urban areas causes deterioration of the quality of canal water and to a lesser extent, groundwater. Pollution from runoff is greatest where large proportions of the surface area are paved. Stormwater runoff enters the canal system by overland flow and through storm drain outfalIs. Through infiltration from the canal system and via the direct discharge of stormwater into deep wells, stormwater runoff is introduced into the groundwater. Septic tank effluent/drain field systems can also be a major source of contamination of the groundwater. Between 85 and 90 percent of the City, however, is served by sanitary sewers. Current capital projects are under way or have been planned which will lead to the entire City being sewered by 1992. Solid -waste disposal areas (municipal landfills or dumps) which contain improperly disposed hospital waste, toxic waste, or used by companies that engage in illegal dumping of septic tank waste, can also lead to contamination. No land fills or dumps, however, are located within the City's boundaries. Effluent from sewage treatment plants and leaking sewer mains are another potential source of groundwater contamination. Sewage treatment and the maintenance of the sewer network is the responsibility of Metro -Dade WASA. One sewage treatment plant is located within the City's boundaries. Effluent from this plant is not discharged into the aquifer recharge area. Metro -Dade County has developed a comprehensive program to protect the potable water resources of the area. It consists of the following four major elements: 1. Groundwater Monitoring Program - this program includes groundwater, canal water, drinking water, landfill and Miami International Airport monitoring programs. The programs are evaluated every three years. 2. Wastewater Treatment - Regionalization of the system is almost accomplished. Demand is close to the design capacity which has led to programmed expansion of the regional treatment plants to meet actual demand. 3. Land Use Policy and Zoning - A Wellfield Protection Ordinance was established in 1983 to protect wellfields from contaminants. This program regulates the intensity and type of development occurring around wellfields, and their "cone of influence." "Cone of Influence" is an induced depression of the groundwater level which is formed in a aquifer due to the withdrawal of water by means of well pumpage. Within the confines of protection zones, land uses surrounding public water supplies areas have been regulated in an effort to restrict those activities with a significant potential for contaminating groundwater supplies. 4. Environmental Regulation and Enforcement - Metro -Dade County DERM establishes policies, standards, and regulations that are designed to protect water quality. These regulations apply to all areas within the County. Future Water Supply and Demand Future problems affecting the potable water supplies of the Biscayne Aquifer are related to continued growth of population and industry. Continued growth will result in increased demands and increased generation of waste and solid waste. In the past, contamination has occurred at the Hialeah and Miami Springs wellfields. Current and future plans of the Miami -Dade Water and Sewer Authority include making provisions to replace at least one existing wellfield in the event of contamination. WASA also plans the development of a new west wellfield to provide a supplemental water supply to meet increasing demand. The new wellfield will be located in an undeveloped east Everglades site, which lies west of Krome Avenue, in the western portion of the County. It will provide additional water supply to the area and have a capacity of 140 MGD. Thirty-five percent (50 MGD) of this plant's capacity will be needed to meet future demands, while another forty percent (60 MGD) of capacity will be available to replace existing facilities in the event of further contamination. These capital improvements will ensure that City residents, along with other residents of the County, will have facilities that can provide sufficient quantities of water to meet future needs and the capacity to adequately respond in the event of a contamination to an existing wellfield. lei > III-6 t ' The main area of concern in Dade County is the spread of urban areas inland toward the undeveloped land and water conservation areas, and any subsequent effect on groundwater quality. 1 L U This Space Intentionally Left Blank III-7 [1 i I i I IV. Potable Water Terms and Concepts A potable water supply system normally consists of a water supply source, a treatment plant and a distribution and storage network. Either surface water, stored in natural lakes or manmade reservoirs, or groundwater, or some combination of the two usually constitute the supply source for a system. The selection of a source for any system must consider the type and quality of sources available and the cost of developing the source for use. Before being used for public consumption, most water must be treated. Treatment removes impurities from the raw water in order to improve its quality for either public health or aesthetic reasons, or both. The treatment process adds to the cost of supplying water but it also expands the range of raw water sources that can be utilized. After treatment, the water is supplied to individual users in a community by way of a network of pipes and storage reservoirs. Large transmission lines, called distribution mains, carry water to major demand areas and interconnect with a network of smaller lines which eventually supply individual establishments. Both the distribution mains and distribution network should be interconnected to form flow loops to allow water to circulate from various portions of the system to areas of highest momentary demand. Water is delivered under pressure within the distribution system in order to ensure adequate flow to meet demands. Demand fluctuates during each day, usually exhibiting peaks during the morning and evening, corresponding to periods of highest residential use. Localized demand peaks also occur when the system is utilized for firefighting purposes. In order to provide adequate quantities and pressure to meet peak use and fire flow demands, storage tanks are linked with the distribution system at strategic locations. During the peak demand periods, water flows from the tanks back into the system to augment flows and maintain pressure. Ground level and elevated storage tanks are both commonly used. Elevated tanks (water towers) are the most economical. Many systems also include auxiliary pumps which operate only during peak demand periods. Regulatory Framework State: In this regard, the Florida Department of Environmental Regulation (FDER) has promulgated rules classifying and regulating public water systems under Chapter 17-22 of the F.A.C. The primary and secondary standards of the Federal Safe Drinking Water Act are mandatory in Florida. The regional South Florida Water Management District (SFWMD) is responsible for managing water supplies to meet existing and future demands. Regulation of consumptive use is achieved through a permitting system, through which water resources are allocated among the permitted consumers. Local: The Water and Sewer Authority Department of Metro Dade County (WASA), is responsible for enforcement of the programs required by the FDER regulations. Water quality and production records are submitted by the Public Works Department to the Pollution Control Division for determination of compliance with FDER regulations. Existing Conditions: City of Miami Potable Ater Supply and Service Potable water supply and service to the City of Miami is provided by the Miami - Dade Water and Sewer Authority Department, an agency of Metropolitan Dade County. The City of Miami, through its Public Works Department, is responsible for the construction and maintenance of the water systems within the City limits and the Authority is responsible for the operation, maintenance, management, and control of the water systems. In September, 1985, the Miami -Dade Water and Sewer Authority Department completed the Water Facilities Ten Year Expansion Plan. The Facilities xpansion Plan is designed to meet all the needs of Dade County's projected public water supply requirements for the decade to 1995. Miami -Dade Water and Sewer Authority Department has three (3) principal facilities constructed and operated by the Department with a combined production capacity of 358 million gallons per day (MGD). These plants are supported by wellfields located at the Alexander Orr, Jr. plant site on S.W. 97th Avenue and 6Ath Street and on S.W. 76th Street at S.W. 123rd Avenue to serve the southern part of Dade County, and the new northwest wellfield at N.W. 74th Street and 137th Avenue in the Everglades to serve the northern part of Dade County. There are two major interconnected water treatment districts divided by Flagler Street. The locations of these wellfields are shown on Figure IV.1. The water transmission and distribution system consists of over d,100 miles of water mains extending from the Broward County boundary to Florida City. The Miami -Dade 'dater and Tewer Authority Department provides retail wat-r service to approximately 212,000 customers throughout Dade County, and wholesale water service to twelve municipalities `.hat in turn serve approximately 107,000 customers. The Metro -Dade Water and Sewer 'itility, owned by Dade County and operated by Department management, provides retail water services to an additional 79,000 customers. On a combined wholesale and retail basis, the Department provides water service to approximately 90 percent of the County's population (1.6 million persons), with some 387,000 customers. Presently, there is not 3 separlte customer service breakdown of water usage for the municipalities serviced by `he Miami -Dade ,Dater and Sewer /luthority 1Water Facilities Ten Year Expansion Plan, Metro -Dade County Water and Sewer Authority, September 1987, Metropolitan Dade County, Miami, Florida. 2IBM IV-1 C N MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN 91F one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP WAS AIDE.[) IHH(AlI iil FRL1N'.IAL A';"ISi•1���! Ili I,I:'fL) F11, PA ItIE }>1A1E Il_I1iIIII A 1114LIE H THE LOCAL ui).`E.numFN1 L:()rAF'HEHENSIVE PLANNING ASSISIANiF I'Ht1,}FIA'.1 A:) IfIC)HI,'fI; if/ ('IIAI'IFI1 81; 1�'I II�OUPA ANP AW.tlrwtiItIt[ Ll HI I�iF ILffIWA OEPA)II%IFNI Of '(1r.1t,11Rr11fY AVFAIN9 �! Department, including the City of Miami. Data regarding the number of customers and their water usage by geographic location is not currently available. The projected treatment capacities �I of the facilities are designed to accommodate projected growth, and the planned capacities are periodically reviewed and updated. Historical data on water consumption indicates that peak demand for water in Dade County is 224 gallons per person per day (GPCD), while i? average demand has been 187 GPCD. This figure includes both residential and nonresidential uses of water. WASA's capital facilities planning has been based on peak demand projections that are consistent with historical demand data and county population projections. WASA �! divides the countywide service area into two (interconnected) districts: the Hialeah/Preston treatment plant (or northern) district and the Alexander Orr treatment plant (or southern) district. City residents are served by both facilities. Capacity and demand projections, along with estimates of the City's share of total demand appears in Table IV.1. Miami demand The projections of City were made using the same of methodology as that employed by WASA in making the system -wide projections. WASA has indicated that a supplemental water supply for each of the large water treatment plants will be required during the next decade. A modest supplement is needed to meet increasing demands for the Alexander Orr, Jr. Treatment Plant which serves the City of Miami. The location of the west wellfieid has been defined and ' construction of a 96-inch pipe along S.W. 72nd Street is currently being installed in advance of a major highway Iproject. Table IV.1 Projected Peak Water Demand and Anticipated System Capacity (Million Gallons Per Day) WATER TREATMENT PLANT Capacity: Hialeah/(Preston District A. Orr (Southern) Total Capacity Peak Demand: 1987 1990 1995 2000 (Northern) 225 District 168 393- Total System (County) 350 City of Miami 86 Share of total demand 24.6% The primary additional water supply during the next decade will be produced at the Alexander Orr, Jr. Water Treatment Plant which is consistent with the growth in residential construction occurring in the southwest portion of the County. A series of planned expansions have been outlined which will increase its capacity to 256 million gallons per day (MGD) by 1995. In general, each of these capacity expansions adds additional treatment, pumping and storage units to the plant, in accordance with WASA's long-range plan. 225 225 220 256 —T475 —W8T 400 430 87 89 21.8% 20.7% 245 256 480 92 19.2% Population Served By Regional Plants The Miami -Dade 'Water and Sewer Authority Department ('NASA) established as a County agency in 1973 was designated as the regional supplier of water for all Dade County. In addition to the City of Miami water system, WASA has been purchasing private utilities, entering into additional volume supply contracts with cities, and providing new water service for residents on private wells. IV-3 t! All private water utilities in Dade and South Miami Heights plants have been County have been acquired by WASA, and it excluded from the population served by supplies treated water on a volume basis WASA before 1990, when these plants will fto most of the municipally owned water be deactivated and their service areas utilities that remain within the County, incorporated into the regional system. with the exception of the Cities of Homestead and Florida City, the Homestead Projecting Water Demands: Methodology Air Force Base and a portion of the water requirements of the Cities of North Miami Water demand is the gross amount of and North Miami Beach. water required to satisfy the public consumption. The following terms apply Population projections provided by to the calculations of the water demand: the Metropolitan Dade County Planning Department were used to compute the 1. Average day water demand is population of the area served by the determined by the total yearly Miami -Dade Water and Sewer Authority water production divided by 365 Department regional plants. The �. days. population served by private wells was obtained by multiplying the Dade County 2. Peak day water demand is determined average household size by the number of by analyzing the previous years' private wells. Population served by water production records to other utilities and population on private determine the maximum water pumped wells were then subtracted from the total on any given day. area population and the resultant was the population of Dade County served by WASA 3. Average GPCD (gallons per capita regional plants. Population served by per day) is determined by dividing the Rex Utilities and South Miami Heights the average day water demand by the �. plants have been excluded from the population being served. population served by WASA regional plants before 1990, when these small plants will be deactivated and their service areas 4. Peak GPCD (gallons per capita per day) is determined by applying the incorporated into the regional system. peak day to average day water demand ratio. Projected average The population of the Hialeah and and peak water demands are Preston Treatment Plants service area determined by multiplying the served by the Miami -Dade Water and Sewer average and peak GPCD by the Authority Department was obtained from population being served. the population projections provided by the Planning Department less the 5. Dade County Peak/Average Water population served by other utilities and Demands Ratio. The Dade County less the population served by private peak/average water demands through wells. the year 2005 were calculated following the criteria established Population projections from the in the "Basis of Review for Public ' Metro -Dade County Planning Department Water System Water Use Allocations" were used to compute the total population adopted by the Governing Board of ' of the Alexander Orr, Jr. Water Treatment Plant Service Area. Population served by the South Florida Water Management District on August 14, 1980. Data the Homestead Air Force Base and the was obtained from the Miami -Dade Cities of Homestead and Florida City and Water and Sewer Authority 1 private wells were subtracted from the Department historical, statistical total service area population to operating water plant determine the population served by WASA. productionreports. A peak day to ' Population served by the Rex Utilities average day water demand ratio is calculated for each year, and the ratio is then obtained from the last three years of records. The average GPCD for the system is 187 gallons and the peak/average ratio is 1.2 for a peak GPCD of 224 gallons. Plant Capacities 1. Department Facilities: The total plant rated capacity of the Department facilities is determined by the capacities of the regional plants in service. Capacity MGD Hialeah Water 60 Treatment Plant John E. Preston Water 130 Treatment Plant Alexander Orr, Jr. Water Treatment Plant 168 Total 1985 Plant Capacity 358 These plants are interconnected through an extensive distribution system. Uniform service and water quality is provided to all service areas. a. Present Capacity Since the formation of the Miami -Dade Water and Sewer Authority Department as a County agency in 1973, the *otal Department's plant rated capacities have grown from 220 MGD to 358 MGD at the present time. b. Expansion Plant improvements water supply to satisfy expansions for of the Department's system are planned increasing water IV-4 _ demands as a result of 3. John E. Preston Water Treatment population growth within the Plant service area and the replacement of smaller plants operated by The John E. Preston Water Treatment cities. Anticipated growth of Plant was placed into service in system capacity by date of 1968 and is located at 1100 West 2nd 1 scheduled completion is given Avenue, Hialeah, Florida. below. a. Present Capacity Plant Capacity Year MGD The present rated capacity for the John E. Preston Water 1985 358 Treatment Plant is 130 MGD. 1987 393 1988 445 b. Expansion 1995 481 1998 501 Plans for expansion of the John �! 2002 525 E. Preston Water Treatment Plant are also restricted by 2. Hialeah Water Treatment Plant the limited amount of vacant land adjacent to the plant. The Hialeah Water Treatment Plant However, an uprating of the was placed into service in the plant is anticipated in the 1920's and is located at 700 West future, as the demand 2nd Avenue, Hialeah, Florida. increases, from 130 MGD to 165 MGD. This uprating will be the a. Present Capacity result of a filter media change /j and will be based on a The present rated capacity of performance test of the plant. the Hialeah Water Treatment Any additional demand required Plant is 60 MGD. The Hialeah at the Hialeah/Preston complex Plant is interconnected with in the next decade, will be the John E. Preston Water shifted to the Alexander Orr, Treatment Plant and shares Jr. Water Treatment Plant. water stored in the John E. Preston Reservoir. 4. Alexander Orr, Jr. Water Treatment b. Expansion Plant The Alexander Orr, Jr. Water Plans for expansion of the Treatment Plant was placed into Hialeah Water Treatment Plant service in 1954 and is located at are restricted at this time by 6800 S.W. 87 Avenue, Miami, the lack of vacant land adjacent Florida. to the plant. However, an uprating of the plant from 60 a. Present Capacity MGD to 80 MGD as the demand increases is anticipated. This The present rated capacity of uprating will be the result of a the Alexander Orr, Jr. Water performance test based on past Treatment Plant is 168 MGD, performance of the plant in including the standby plants. excess of 80 MGD for long periods. IV-5 b. Expansion The expansion program of the Alexander Orr, Jr. Water Treatment Plant for the next decade has been planned in stages, each one in sequence with the requirements for increases in the capacity of the different components of the plant as a result the continuous growth in demand. The next stage, a 60 MGD addition, includes the construction of two softeners, each one with a capacity of 30 MGD, one 20 MG reservoir, a chemical building and two settling basins. This addition will increase the plant capacity to 220 MGO. The next 36 MGD addition includes the construction of two additional softeners and one 20 MG reservoir. This addition will increase the plant capacity to 256 MGD at the end of this decade. Expansion of the Orr Plant, combined with planned improvements in the transmission system, will allow the Department to meet the continuous growth in demand and phase out of service a number of small interim water treatment facilities obtained through its acquisition program. Well Allocations 1. Department Facilities WASA has allocations for withdrawal from the wells supplying water to the following facilities: Hialeah Water Treatment Plant John E. Preston Water Treatment Plant Table 1Y.2 Potable Water Storage Facilities Capacity and Expansion Program Alexander Orr, Jr. Water Treatment Plant Facility Type Capacity (Present) Expansion (Future) 2. Hialeah and John E. Preston Water Treatment Plants (1) Hialeah and Preston Ground Hialeah - 60 MGD 245 MGD (Yr. 1998) 130 MGO 225 MGD (Yr. 1985) The Hialeah and John E. Preston 190 MGD Water Treatment Plants are served 1 from forty-five wells. Twenty- (2) Alexander Orr Ground 160 MGD 220 MGD (Yr. 1988) three are allocated for the Hialeah 256 MGD (Yr. 1995 ) Plant and twenty-two for the 280 MGD (Yr. 2002) Preston Plant including the Northwest Wellfield. The total water withdrawal allocation submitted to the South Florida TOTAL 350 MGD 1,226 MGD Water Management District for the Hialeah/Preston plants' average day is 180 MGD with a maximum day Source: Miami -Dade Water and Sewer Authority Department, Water Facilities Ten Year Expansion Plan, allocation of 216 MGD. September, 1985. 3. Alexander Orr, Jr. Water Treatment Plant The Alexander Orr, Jr. Water 1 Treatment Plant has a total of ! twenty-eight wells supplying the plant. Ten of these wells are located on site and eighteen are located remotely. The present average day withdrawal allocation requested is 150 MGD and the maximum day requested allocation is 212 MGD, and an application for a larger amount is in preparation. Assessment Plans are being developed for a new West Wellfield in an undeveloped Presently, there is not a separate East Everglades site, west of Krome customer service breakdown of water usage Avenue, that will provide for the municipalities serviced by the additional water supply to the Orr Miami -Dade Water and Sewer Authority Plant. The new wellfield will Department, including the City of Miami. provide a capacity of 140 MGD, 80 Using WASA's methodology, projection of MGD for expansion, to meet growth water demands by City residents, however, in demand, and 60 MGD to replace have been made. These numbers suggest wells in the plant site that would WASA'S plant expansions will be have to be abandoned due to the sufficient to meet the future needs of possibility of ground water the City. contamination associated with urban and industrial activities in the proximity of the plant. IV-6'�— :': i 17 i d I I I i I I V. Solid Waste Collection and Disposal System Introduction The City of Miami Department of Solid Waste has the responsibility for the collection of solid waste within the City limits. The Dade County Department of Public Works, Solid Waste Disposal Division has the responsibility of the disposal of solid waste collected throughout the County. The City of Miami, along with other municipalities within the County, transports its solid waste to County -operated transfer stations for disposal at County -operated transfer stations and landfills. The capacities at County transfer stations and landfills, moreover, are not allocated to municipalities or other geographic, governmental or private sector entities per se, but rather, the transfer stations and —landfills operates so as to service regional demands as a whole. Existing Conditions Solid Waste Collection: Sanitation services currently provided by the City of Miami to low and moderate density residential areas consist of garbage collection, trash collection, lot and street clearing, removal of abandoned property, and sidewalk cleaning. Private solid waste collection companies provide services to hotels, commercial, industrial establishments and many multifamily residential structures wjOin the City of Miami; collecting approximately 50% of the total solid waste generated. These companies as well as various cities and the Dade County Solid Waste Collection Department use the existing transfer stations to deposit waste for final disposal at County - operated sites. Annually, there are approximately 232,000 tons of garbage and trash (118,000 tons of garbage and 111 ,O.C-01 tons of trash) collected in the City of Miami by the Department of Solid Waste. Based on estimates of per capita generation of solid waste at the County level, the residences and businesses within the City generate approximately 475,000 tons of trash and garbage per year in 1987. This amount represents 21 percent of a total 2,300,000 tons of trash and garbage collected in Dade County in that year. The level of service standard currently used by Dade County is approximately 7 pounds per person per day. Since the City generates approximately one -fifth of the solid waste generated in the County, one may estimates that solid waste from the City also accounts for one -fifth of the additional amount of waste processed at the County's landfills, including the resources recovery facility. Since the City's population has been, and is expected to continue, growing at a slower pace than the population growth rate experienced in Dade County, solid .waste generated within the City will represent a smaller share of the total volume of waste being processed at County disposal facilities in the future. In 1987, the City utilizes approximately 77 garbage trucks, 63 trash trucks, 23 cranes, 10 mechanical street sweepers, 1 street flusher and 1 pressure cleaner in providing solid waste services. Trash is collected once per week and garbage is collected twice per week from the backyard. For schedule and routes of garbage and trash pickup see Figures V.1 and V.2). The trash and garbage collected within the City are then transported to three transfer stations, but most of the City's solid waste is taken to the Central Transfer station. The City of Miami charges property owners a fee for waste collection and the County charges the City a fee for waste disposed at each transfer station. Solid Waste Disposal: The amended Dade County's Solid Waste Disposal and Resources Recovery Management Plan, approved and adopted by the Board of Count, Cornisstoners 4n 1094, ;s +tie guiding document for development of solid waste facilities to serve Dade County. The County solid waste disposal system consists of three regional automated transfer stations, and three major disposal sites, which include a Resources Recovery facility (see Figure V.3). Trash and garbage from the City of Miami are hauled to, and gathered together at three stations. The Central Transfer Station is the only station within the City of Miami, located at 1150 N.W. 20th Street, and this station receives trash and garbage from the City of Miami, City of Miami Beach and surrounding incorporated and unincorporated areas. The West Transfer Station, located at 2900 S.W. 72nd Avenue, receives garbage from the City, of Miami, Coral tables, South Miami, West Miami, Sweetwater and Unincorporated Dade County, and other trash and garbage from areas surrounding its location. The Northeast Transfer Station, located at 13701 N.E. 5th Avenue, receives trash and garbage from the City of Miami, North Miami, North Miami Beach and other surrounding areas. From these stations, trash and garbage are sent to three disposal facilities: the North Dade Landfill Facility, located at 21490 N.W. 47th Avenue and 215th Street; the South Dade Solid Taste Disposal Facility, located at 24001 S.W. 97th Avenue; and the Resources Recovery Facility located at 5990 N.W. 97th Avenue. The transfer stations experience tremendous variation in demand both through the day and the week. Facilities Capacity and Deficiency: Presently, the three transfer stations serving the City are operating below their maximum design capacity (see Table V.1). There are no deficiencies at the present time or are they foreseen for the near future.(For landfill and transfer station capacity, see Table V.2.) Hazardous Waste Management Assessment: The City of Miami Fire and Police Departments have the responsibility of monitoring hazardous waste reporting in the City of Miami. ^3de County nnoartmen* Resources Management (DERM) has the responsibility of monitoring hazardous V-1 .� .air .� .s �► a ` r M �► V not 'llllllll '1111111 n ®rplem.11.11 T 1: A gel inin-l! 1:r,luunm�.i 111�1 �Illllal Ibis] 11 Aims T 1: A gel inin-l! 1:r,luunm�.i 111�1 �Illllal Ibis] 11 Aims dl Table V.1 Transfer Station and Disposal Capacities Transfer Stations: Disposal Facilities: North Dade Resources South Dade i Central West Northeast Landfill Recovery Landfill Size (acres) 4 5 9 268 80 240 Original Design Capacity: (tons per day) 1,800 1,300 1,300 na na na i Present Peak Load Demand 2,100 2,800 2,000 na na na i Current Maximum Capacity: 4,000 8,000 4,000 na na na Design Capacity (tons per week) na na na 11,000 18,000` 14,000 Acres in use na na na 223 14 60 Remaining Capacity in Acres na na na 45 66* 180 Note: * remaining capacity does not affect plant life of resource recovery facility. na = not applicable. Source: Metro Dade County Public Works Department, Solid Waste Disposal Division. waste reporting for the remainder of the County. The South Florida Regional Planning Council (SFRPC) and DERM conducted an assessment of hazardous wastes generated in Dade County, including the City of Miami in 1984, as required by the Water Quality Assurance Act of 1983. Major sources of hazardous waste in the City are hospitals, laboratories and business engaged in automobile repairs, services, maintenance and disposal. It was estimated that approximately 14,000 businesses generated 57,000 tons of hazardous waste in Dade County in 1983 (presently there is no data available as to the amount of hazardous waste generated in the City of Miami). Hazardous waste generated within the County is transferred to transfer/recycling plants in other cities in Florida, including the cities of Pompano, Tampa, and Jacksonville. The 1984 SFRPC and DERM study was not able to document the actual disposition of unmanaged hazardous waste, but another 1994 study by Environmental Resources Management - South, Inc. indicated that as much as 30 percent of the hazardous waste in Dade County is improperly managed. Long Range Actions and Alternatives for increasing Systems capactity There are several alternatives, according to the amended County Management Plan, that can be employed, either individually, or in combination to increase the disposal capacity of- the Dade County system. New facilities can be constructed, existing facilities can be modified, and/or existing facilities can increase capacity by extending their hours of operation and increasing staffing and equipment. The City of Miami may assist Metro -Dade in developing a more effective use of existing and future capacity by redefining collection districts appropriately. V-4 Ift OL m G I U, I MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN IL, P41 llilllilln one mile CITY OF MIAMI PLANNING DEPARTMENT PREPAHATIC)N OF THIS t.1AP WAS AIDED THR011, f1 FINANCIAL A ';1S1ANCE RE( EIVED f HOt.1 THE STATE OF I IJ)IIIDA UNDER THE LOCAL GOvER(PAEN1 COMPREHENSIVE PLANNING ASSISTANCE PRWIRAr.1 AI1T11OFiIJEf) fir CHAPTFfI yr; IF l4:!'; CIF II,)HIPA AtJI) AI, iirw;ILlit I1 Hr hiF IL11RI11A DEPART6IENI OF C(N.1G11INITY AFFAIRS Table V.2 Projected Dade County Landfill Capacity of Existing Facilities: 1988 — 2000 County -wide Net Volume Net Year End Landfill Year Solid Waste Reduction Generation Capacity 1988 2,346,000 1,070,000 1,276,000 18,974,000 1989 2,374,000 1,628,000 746,000 18,227,000 1990 2,402,000 1,602,000 800,000 17,427,000 1991 2,430,000 1,498,000 932,000 16,495,000 1992 2,458,518 1,444,000 1,015,000 15,480,000 1993 2,487,000 1,394,000 1,093,000 14,387,000 1994 2,515,000 1,394,000 1,121,000 13,267,000 1995 2,543,000 1,394,000 1,149,000 12,117,000 1996 2,572,000 1,394,000 1,178,000 10,940,000 1997 2,600,000 1,394,000 1,206,000 9,734,000 1998 2,628,000 1,394,000 1,234,000 8,499,000 1999 2,657,000 1,394,000 1,263,000 7,236,000 2000 2,686,000 1,394,000 1,292,000 5,944,000 Notes: a) estimates of volume reduction are based on resource recovery and composting activities. b) projections of waste generation are based on 1.2775 tons/person/year. Source: Metro Dade County Public Works Department, Solid Waste Disposal Division. The amended County Management Plan provides for a series of ongoing, medium and long range actions including the sale of bonds to finance the expansion of the system (see Table V.3). These funds will keep the system functioning appropriately to beyond the year 2010. A series of ongoing actions are aimed at maintaining the capacity of the regional transfer stations. Repairs and modifications were first completed at the Central Transfer Station which increased its ability to handle daily loads. Plant capacity expansions at both the West and Northeast transfer stations have been recently completed. The South Dade Solid Waste Disposal Facility is under expansion, with additional landfill cells under construction. Disposal capacity is also being increased through the construction of new landfill cells at the Resource Recovery Facility, and the construction of a Class III facility at the !forth Dade Landfill. Medium range actions scheduled for the 1988-1992 period include the recovery of methane gas from existing landfills, the siting and construction of a Kendall Regional Transfer Station, and the expansion of resource recovery activities to process at least two-thirds of the County's solid waste. Longer range actions scheduled for the 1993-2000 period include: the siting and construction of a Northwest transfer station; conversion of the North Dade Class III facility into a full-scale resource recovery facility; converting the South Dade Solid Waste Disposal Facility into a full-scale resource recovery operation; and ultimately expanding resource recovery activities to process 100 percent of the solid waste generated within the County. Needs Assessment Solid Waste Facilities: Dade County's solid waste disposal system is designed to provide for the environmentally acceptable and economically feasible disposal of all municipal solid waste generated in Dade County. Since this is indeed a system, it is important to understand that no particular municipality is served by any one disposal site. The County employs a transfer fleet to insure the best use of each disposal site at any particular time interval during the day. Capacities at each disposal site are best understood when considered on a system -wide basis. Planning that took place in the 1970's has resulted in the current system of three disposal sites and three transfer stations. This system has planned capacity through the year ?004. Current planning which includes additional resources recovery plants and transfer stations will extend capacity beyond the year 2010. As environmental regulations changed, Dade County reacted by designing improvements which exceed those regulations. The synthetic liners which line the resources recovery plant ash landfill and are planned for Cell No. 3 in South Dade exceed current clorida Department of Environmental Regulation Standards. Future landfill capacity need is based on the projected population served by the facilities and the volumetric service standard for the facilities. Therefore, the total County population, including the City of Miami, which is largest of the twenty-six municipalities in Dade County, has to be used to estimate future landfill or disposal needs. According to the Dade County Public Works Department, Solid Waste Disposal Division, the existing landfills in Dade County have sufficient capacity to serve the County's population, including the V-6 I I I Table V.3 Metro Dade County Solid Baste Disposal Fund Bond Projects, Series 1985 A and B Project Cost 1. Final Closeout of Main Landfill S 13,000,000 8831 N.W. 58th Street 2. Permanent Closeout of the western half of the North Dade Landfill. N.W. 47th Avenue and 215th Street 3. Construction of new North Dade Land- fill Cells (46 acres) 4. Construction of South Dade Landfill Cells (46 acres) 24001 S.W. 97th Avenue 5. Construction of Resources Recovery Landfill Cells (30 acres) and connection to sanitary sewers. 6990 N.W. 97th Avenue 6. Purchase of Electrical Generating Facility at the Resources Recovery Plant ' 7. Expansion of capacity at South Dade Facility 8. Expansion of capacity at Transfer Stations --18701 N.E. 6th Avenue - 1150 N.W. 20 Street --2900 S.W. 72nd Avenue 9. Expansion of capacity of Fleet Mainte- nance Facilities --8831 N.W. 58th Street - 18701 N.E. 6th Avenue - 24001 S.W. 97th Avenue --21490 N.W. 47th Avenue 10. Acquisition of Reserve Landfill and Construction of Environmental Improvements ITOTAL 4,000,000 9,000,000 City of Miami's beyond the year 2010 if all the recommendations of the County Management Plan are implemented. The solid waste that will be generated in the City of Miami from 1988 to the year 2000 is shown in Table V.4 and the impact on County disposal facilities is shown in Table V.S. The tonnage of solid waste generated in the City of Miami per year is derived by multiplying 2,555 pounds per capita per year by the yearly population and dividing it by 2000 lb. per ton. Population growth within the City 7,500,000 of Miami between 1988 and the year 2000 (completed) will lead to increases in the volume of solid waste generated. The anticipated increase in population will require the 3,000,000 City's to expand its trash and garbage pickup fleet, including garbage trucks, trash trucks and cranes. Hazardous Waste Facilities: 23,000,000 Hazardous waste disposal within solid (completed) waste landfills is not permitted in Florida. Hospital pathological wastes 3,40 0,0 00 are disposed of via small incinerators at Jackson Memorial and Mercy Hospitals. Other hazardous wastes are processed at 4,500,000 recycling and reuse plants, or transfered to disposal sites outside of Florida. In the future, the production of hazardous waste in the City and County is expected to increase due to population 2,400,000 growth, increases in public awareness of proper disposal methods, and an improved monitoring system. Therefore, the need for an adequate transfer station and enforcement procedures is evident. 37,000,000 $106,800,000 NOTE: These funds will keep the system functioning appropriately to beyond the year 2010. Source: Metro Dade County Solid Waste Disposal Division. Dade County does not currently provide any hazardous waste transfer or temporary storage facilities; however, the 1984 study conducted by the South Florida Regional Planning Council identified six potential sites for one transfer/storage facility to be located in the western portion of the County outside the boundaries of the City of Miami. Also in 1984, the County Commission approved the designation of five of the six sites recommended in the V-7 Table V.4 Solid Waste Generation City Garbage Total Total Solid Waste Trash Solid Collected by City: Net Demand on Landfills: Year Population (tons/year) (tons/year) Waste Garbage Trash Total Vol. Reduction Net Demand 1988 381,978 246,429 241,549 487,977 127,157 120,774 247,932 (222,518) 265,460 1989 382,489 246,755 241,874 488,630 127,327 120,936 248,263 (335,005) 153,625 1990 383,000 247,088 242,195 489,293 127,497 121,097 248,595 (326,254) 163,029 1991 384,400 247,991 243,080 491,071 127,963 121,540 249,503 (302,647) 188,424 1992 385,800 248,894 243,965 492,860 128,429 121,983 250,412 (289,506) ?03,354 1993 387,200 249,797 244,851 494,648 128,895 122,425 251,321 (279,526) 215,122 1994 388,600 250,700 245,736 496,437 129,361 122,868 252,229 (275,175) 221,262 1995 390,000 251,604 246,621 498,225 129,827 123,311 253,138 (275,175) 223,050 1996 392,000 252,894 1997 394,000 254,184 247,886 500,780 130,493 123,943 254.436 (275,175) ?25,605 249,151 503,335 131,159 124,575 255.734 (275,175) 229,160 1998 396,000 255,474 250,416 505,890 131,825 125,208 257,033 (275,175) 230,715 1999 398,000 256,765 251,680 508,445 132,491 125,840 258,331 (275,175) ?33.270 2000 400,000 258,055 252,945 511,000 133,156 126,473 259,629 (275,175) 235,325 Methodology: Garbage Generated = Population X 3.535 lbs./person/day X 365 days/year/2U00 lbs./ton Trash Generated = Population X 3.465 lbs./person/day X 365 days/year/2000 lbs./ton Garbage Collected = 0.516 X Garbage Generated Trash Collected - 0.50 X Trash Generated t Reduction in Demand on Landfill due to recycling, resource recovery and other = 0.456 X Total Solid Waste Generated and based on Metro Dade County estimates of volume reductions 1 Regional Planning Council study. The penalties and notification of State hazardous waste management and provides proposed site would be no larger than 2.5 Department of Environmental Regulation information on management alternatives. acres. Presently, the County is seeking (DER) if hazardous wastes are delivered; The small quantity generators must funds from different sources to develop and, 7) contingency plans for cleanup and disclose to DERM the types and quantities this transfer/storage facility. transfer of hazardous wastes found onsite of waste generated and their aresent In order to reduce the potential for to an appropriate storage facility. In addition, landfill employees receive management information practices. 9ERM verifies the provided by conducting onsite illegal dumping of hazardous wastes, the training in the identification and visits. Verification results are Dade County Department of Environmental management of hazardous materials. Resources Management (DERM) has a current Groundwater samples from monitoring wells permitting program which outlines at the landfill are also analyzed for the specific operating procedures for presence of hazardous materials and these minimizing the environmental impact at samples have indicated no significant County landfills. Current procedures problems. include; 1) signs at entrance gates listing prohibited wastes; 2) visual 9ERM is also responsible for inspection of trucks and contents at administering the small quantity entrance gates; 3) a written log of generator notification program mandated vehicles permitted entry to the site; 4) by the State. The Department annually forms requiring the signature of drivers, notifies at least 20 percent of the small attesting that there are no hazardous quantity generators identified in the materials in the shipment; 5) visual County Hazardous Waste Management inspection of contents when dumped; 6) Assessment of their responsibilities for I 021 Table V.5 Projected Net Demand and City's Share of County Landfill Capacity (all volumes in tons) Projected Net Demand on Landfill Capacity: City Share of Cummulative Year City Rest of County County Year End Capacity County Demand Share of 1987 Capacity 1988 265,460 1,010,844 1,276,304 18,973,696 20.8% 1.3% 1989 153,625 592,675 746,300 18,227,396 20.6% 2.1% 1990 163,029 637,301 800,330 17,427,066 20.4% 2.9% 1991 188,424 743,976 932,400 16,494,666 20.2% 3.8% 1992 203,354 811,164 1,014,518 15,480,148 20.0% 4.8% 1993 215,122 877,565 1,092,687 14,387,461 19.7% 5.9% 1994 221,262 899,650 1,120,912 13,266,549 19.7% 7.0% 1995 223,050 926,151 1,149,201 12,117,348 19.4% 8.1% 1996 225,605 951,953 1,177,558 10,939,790 19.2% 9.2% 1997 228,160 977,828 1,205,988 9,733,802 18.9% 10.3% 1998 230,715 1,003,776 1,234,491 8,499,311 18.7% 11.4% 1999 233,270 1,029,807 1,263,077 7,236,234 18.5% 12.6% 2000 235,825 1,055,923 1,291,748 5,944,486 18.3% 13.8% i submitted annually to aid in updating the County master list. Summary of Needs and Improvement Plans Solid Waste Facilities: Current capacity for Dade County's Solid Waste 40 Disposal System with no additional improvements, disposal sites or plants is sufficient to handle the County's needs through the year 2004. Additional improvements identify in the County Management Plan will extend the solid waste collection system's capacity beyond the year 2010. The County anticipates that there are alternative solid waste disposal techniques that deserve to be tested. Therefore, the County has entered into agreements with two firms (after a lengthy proposal process and at the direction of the Board of County r Commissioners) to design, build and operate these small scale demonstration plants. In the 1990's the County will begin planning for resource recovery projects to extend the life of the South Dade and North Dade Landfills. As new environmental regulations are promulgated, the County will respond with compliance. Hazardous Waste Management: In 1985, the Legislature amended Section 493.7225, F.S., to require counties to update their Hazardous Taste Management Assessment every five years. The first such update is due in 1990 and will require that DERM notify all small quantity generators on the County's master list of their management responsibilities. The county must forward waste generation and management information obtained from this procedure to DER. Annual site verification of 20 percent of the generators on the master list will continue to be required. If these plants demonstrate their Analysis of existing hazardous feasibility, the total disposal capacity waste generation and management data for the County will be increased. These indicates a potential need for the County demonstration projects, however, have not to proceed with development of a been considered in the current projection transfer/temporary storage facility to of capacity. accommodate wastes produced in excess of V-9 private management capability. Although a preliminary estimate of the scale of such a facility has been presented. information obtained from the 19! Hazardous Waste Management assessmer should be used to further evaluai capacity requirements and wasi management techniques for the facilit) Development and operation of the facilil should be consistent with statutor provisions for local hazardous wart collection programs (s.403.7265, F.S. and will require coordination with th SFRPC and DER. I r VI. Traffic Circulation Organizational Structure for Planning The most important consideration underlying any discussion of traffic circulation in the City of Miami is the unique structure of Metropolitan Dade County government, and the ways in which it defines the City of Miami's role with respect to transportation planning and implementation. Under the Charter of Metropolitan Dade County, Metro -Dade is granted authority and responsibility for all transportation planning and implementation within the County. In this role the County has authority over the arterial and collector highway systems in the metropolitan area and prepares the areawide plan to which the State's highways must conform. Municipalities in Dade County, of which Miami is the largest, have no direct authority over these arterial systems for planning, management, or improvement. Therefore, unlike other Florida municipalities, the City of Miami possesses no authority to plan, build, operate and maintain, or improve its major thoroughfare system. The only exceptions to this are some streets in the Downtown area that either are under the City's jurisdiction or are in the process of being turned over to the City, and a few other streets that are sufficiently important to warrant "local collector" designation, but may not appear in the County's Transportation Plan. The diagram below illustrates the process used in Metropolitan Dade County for transportation planning and implementation. It indicates clearly the responsibility and authority of the Board of County Commissioners both in its role as County Commission, and as the Governing Board of the Metropolitan Planning Organization (MPO). The City of Miami, by contrast, is not represented in the process in any official capacity except as an non -voting TRANSPORTATION PLANNING COUNCIL Transportation Plan GDmindlee UPWP CO"."~ TIP CommLLge METROPOLITAN PLANNING Develops and ORGANIZATION BOARD --RKpnmends Adopts T.ansponatnn Plan UnOwd Planning WOr4 Prdpram r—AJ Transportation Improvement Ptooram Omw Furfcoonal Plans I INTERGOVERNMENTAL POLICY COMMITTEE I CITIZENS TRANSPORTATION ADVISORY COMMITTEE BOARD OF COUNTY COMMISSIONERS Adopts Competlen" Development Master Plan Long Range bemMl Of Transoorlanon Plar Aulnonzes Trarlsooratlon Promos Adnses PLANNING ADVISORY BOARD Gonl PIAYe HOMO" PLAN DEVELOPMENT. ADOPTION, AND IMPLEMENTATION PROCESS member of the Transportation Plan Technical Advisory Committee (TPTAC) and voting membership on the Citizens Transportation Advisory Committee (CTAC). (See also Dade County Traffic Circulation Element, pages 25-26). As the responsible public agency and preparer of the Transportation Plan element of the Comprehensive Development Master Plan, Met—ropol 1tan Dade county (MUc) coTTects and analyzes traffic and transportation data, develops alternative sets of solutions to future problems, and records the chosen alternatives in the Transportation Plan. It also prepares the Mass Transit Element of the Transportation Plan, included in the Mass Transit chapter. The Plan's proposals are typically contained in a Transportation Plan document which presents the long-range -- normally 20-year -- recommendations, and the short- range, 5-year Transportation improvement Program (TIP). Plan proposals that are part of the State Highway system are usually prepared separately by the Florida Department of Transportation (FDOT) in its VI-1 I rJ i I I I I 11 1 I I 5-year plan, but must conform to the County's Transportation Plan in order to be carried out. In order to develop its Transportation Plan, MDC maintains a very complex computerized traffic network model for the metropolitan area. The model includes not only the existing traffic network together with traffic volumes, population and socio- economic data, mass transit information, and the like, but also contains a number of future scenarios extending to the planning horizon -- usually 20 years in the future. At the time of this writing, MDC is engaged in a comprehensive update of its Transportation Plan, beginning with a major overhaul of the network model. While this effort will ultimately produce a more current and useful Transportation Plan for both the City of Miami and the metropolitan area, it puts a temporary constraint on use of the network database, making it impracticable to extract data and to make forecasts at the present time. Consequently, the data presented in this preliminary report has been drawn from the 1984 Transportation Plan, updated in the Downtown Miami area by more recent work performed by the City in connection with the Downtown Miami Development of Regional Impact (DRI) studies. (See Dade County Traffic Circulation Element, pages 26-27). Inventory of Existing System Roadway Functional Classification: The functional classification of the street system is the responsibility of the Florida Department of Transportation (FDOT). The classification system used by FDOT, pursuant to Chapter 14-12 F.A.C., not only establishes design criteria and corresponding measurements of use but also assists in determining the level of government that is responsible for building, upgrading and maintaining the various streets in the area. The functional classification system used by the City of Miami is identical to that used by Metropolitan Dade County and FDOT, and is illustrated on the map: "Roadway Functional Classification", VI.1. (See also discussion in Dade County Traffic Circulation Element, pages 29-30). The burden of carrying the greatest traffic volumes and trips with the longest trip length is borne by the expressway system. Because of political decisions by the electorate, this system provides excellent service at the urban fringe and less -efficient service in the more dense urban core. The arterial street system within the city of Miami -- mainly state and county roads -- is a grid system with major arterials spaced at one-half mile intervals north -and -south and east -and -west. This grid system suffers from discontinuities and in one area -- the "roads" section -- shifts to a diagonal system at 45 degrees to the grid. This system carries heavy volumes at intermediate trip lengths. Additionally this system is hobbled by the necessity of providing access to adjacent land uses and often a parking lane next to the curb -- both of which factors provide a certain lateral friction to the orderly flow of traffic. Unfortunately the ability to expand this system to provide for increased traffic is limited by the available right- of-way and the presence of substantial buildings at the edge of the right-of-way. Local collectors and minor residential streets, next down on the hierarchy of functional classification, should serve principally to provide access to adjacent land and rarely should carry heavy traffic volumes - 600 to 1000 vehicles per day being the norm. However, in Miami because of the excessive demands placed on the expressway and arterial systems, drivers often utilize local streets to take "short cuts" around points of traffic congestion. The intrusion of through traffic into Miami's residential neighborhoods is a constant source of irritation to Miami residents. Airport, Seaports, Railroads: Also shown on the Roadway Functional Classification map, VI.1, is the Miami International Airport, the Port of Miami, the two freight -only railroads within the city -- the Florida East Coast Railway (FEC) and the CSX Transportation System, formerly the Seaboard Coastline Railroad (SCL) -- and the Metrorail rapid transit line. (See also Dade County Traffic Circulation Element, page 32). Non -Motorized Facilities: Non -motorized facilities in the City of Miami consist largely of bikeways that were constructed and/or identified beginning in 1972. There are about 100 miles of separated bikeways within urbanized Dade County, of which about 20 miles are within the City of Miami. These are shown on the map: Major Existing Bikeways - 1986 in the Dade County Traffic Circulation Element, Figure 8, page 35. (See also text of Dade County Traffic Circulation Element, pages 32 and 36.) Analysis of Existing System Level of Service: Level of service (LOS) is defined as the ratio of peak -hour traffic volume (V) to the capacity (C) of the roadway on which the traffic occurs. This relationship (V/C) results in a numeric value which is then assigned a letter grade of "A" through "F" that roughly describes traffic conditions according to descriptions of traffic flow. These relationship;, and ranges are shown on Table 1B, Table 1B. The V/C methodology is also known as the "1965 HCM methodology", after the 1965 Highway Capacity Manual by the Institute of Transportation Engineers, the standard - setting organization for this type of classification system. A newer approach called the "1985 HCM methodology", which uses average speed rather than VC to determine LOS, is now adopted and being implemented. However, the only data available for the present plan update is the older V/C methodology. Subsequent updates of the plan will utilize the 1985 methodology. I F1 I I I r 1 I I 7 Existing System Characteristics and Deficiencies: There are nearly six million person -trips of all types made within Dade County each day; of this total, approximately 207" have at least one end within the City of Miami. The Miami downtown area has the most intense concentration of trip destinations, with over 90,000 jobs located there. Miamians have not abandoned their love for the automobile. Although Metrorail, an elevated, fixed -rail, 20-mile rapid transit system has been open for three years and Metromover -- the 1.8- mile loop automated elevated Downtown People Mover -- has been operating for two years, daily trips on these systems total less than 50,000 per day. Metrobus, the County's 400-bus system, carries about 200,000 riders per day; hence, only 4a of all daily trips in the county are by transit. In the early 1970's, citizens of Dade County voiced their opposition to further expressways within the dense urban area. Subsequently, transportation plans for an extensive system of expressways were abandoned and emphasis shifted to building a) toll roads and expressways at the urban fringe in Dade County and b) Metrorail and Metromover. As a result, the existing expressway and arterial systems have had to carry a larger proportion of travel demand than would have been the case had the previously planned expressways been built. Several corridors have significant peak hour congestion including: a) South Dixie Highway/ I-95; b) South Bayshore Drive/Brickell Avenue c) Biscayne Boulevard; d) S.W. 27th Avenue; e) S.W. 7th - 8th Streets; f) LeJeune Road and g) S.R. 836. Additionally, almost all of the arterial street system in the City carries more traffic than the design volumes. Downtown Miami is currently proposed for a level of service below E -- significantly below the surrounding urban area. The Metro -Dade Transit Agency (MDTA) operates Metrorail, Metromover and the 400- unit surface bus fleet. For a period of over 60 years, the bus system grew with the urban area. As a result the surface bus routes were often unplanned and indeed haphazard. Public ownership of the bus fleet and the inception of rapid transit rail service have combined to force rational planning for bus routes; with the objective of using the bus fleet to feed Metrorail. However for people not destined downtown and who must rely on bus service, the surface bus routes provide relatively poor direct service at low frequency. Travel Characteristics: The urbanized area of Dade County currently has an estimated population of 1.8 million persons; over one million vehicles are registered in Dade County or about 1.2 vehicles per household, a relatively high ratio. The average overall population density of the county is 2500 persons per square mile or approximately 4 persons per acre. In contrast, the 35 square miles of land area of the City of Miami has a current population density of over 10,000 persons per square mile or 16 persons per gross acre of land, which approximates the density of such older cities as Baltimore, Detroit and Pittsburgh. Unlike these older cities however, Dade County and Miami have relatively few large single -site employers. The Miami Herald site has approximately 2200 employees; the Civic Center complex has approximately 15,000 employees divided among several institutions. Downtown Miami has over 90,000 jobs and 20 percent of all trip ends are destined for downtown Miami. The 350,000 jobs within the City represent over 50 percent of the 700,000 jobs county -wide. Consequently, the City is the destination of a significant number of work trips. Except for the employment concentration at Miami International Airport, including Eastern and Pan American Airlines operations, other job opportunities are dispersed County -wide - leading to dispersed travel patterns outside the City. Another factor which influences travel is the income level within an area; families with lower incomes make fewer trips and own fewer automobiles and are more likely to make their trips by transit than higher income families The exception to this correlation is where higher income families live in high -density high-rise developments; they may have a lower car ownership and make more transit trips that otherwise expected. Virtually all of the nearly six million daily person trips in Dade County are made in an automobile, either as a driver or a passenger. Only 4 percent of all person trips county -wide are made by transit. However, travel to downtown Miami is much more transit oriented; nearly one-fourth of all trips made to downtown are by transit, in some areas of downtown;, almost 50 percent of the person trips are by transit. City- wide, because of the availability of job opportunities served by transit, over 15 percent of all work trips are by transit. There are three significant travel patterns within the Miami area: 1. Work trips to the Central Miami area have widely dispersed origins and a significant proportion begin over 15 miles from the destination district. 2. There is a strong concentration of work trips originating southwest of the central area, and a weak movement from Miami Beach to centra' Miami. In contrast, there is e strong movement from the residential areas or Miami to Miami Beach jobs. 3. Work trips made frog the Miami residential districts tend to be much shorter, and more concentrated, than the work trips made to the heavy employment districts within the City. This is due to the greater availability of jobs within the City proximate to City of Miami residents and the generally lower income levels of the City's population in comparison with suburban residents. To repeat, City residents must depend or transit in greater proportions tha^ the suburban population. Usage Characteristics: The neaviest traffic volumes occur on the expressway system where daily volumes exceeding 100,000 vehicles are VI-3 i I I I I I I I I I I I I i I typical. I-95 north of the Airport Expressway and portions of the Dolphin Expressway carry in excess of 150,000 vehicles per day. The expressways are characterized by heavy volumes of work trips to Miami destinations from origins outside Miami; peak hour congestion is typical with the peak "hour" becoming longer in time year -by -year as the expressways operate beyond their design capacity. While the Florida Department of Transportation has instituted a 10 year program of widening I- 95 is the three County region, coupled with paralleling rail commuter service, there is little hope for expanding the expressway system in Miami because of high cost, community disruption, and citizen opposition. Moreover, relief that was to be afforded to the expressway system by Metrorail is not apparent. Most people resident in Miami must rely on the arterial street system for travel within the City. Most of these arterials carry average daily traffic volumes (ADT) exceeding 20,000 vehicles, operate at levels of service below "E", exceed their design capacity and are congested even in off-peak daytime hours. Deficiencies: Figure VI.3, "Traffic Congestion 1985-87" shows existing traffic congestion expressed as "Congested - LOS E" and "Very Congested - LOS F" for roadways within the City of Miami. This Figure is based on data contained in Tables 2 and 2A. The data in Table 2 are drawn from existing traffic counts performed by Dade County and the State of Florida, and applied to assumed roadway capacities based on number of roadway lanes and functional classification, as shown on Table IA. The data in Table 2A are for roadways within the Traffic Impact Area as defined for the Downtown DRI, and represent data collected and analyzed specifically for that study. Figure VI.6, "Traffic Congestion 2005" shows projected traffic congestion expressed in the same terms. This Figure is based on data contained in Table 5 for roadways within the Traffic Impact Area, and on the Metro -Dade County 1984 Transportation Plan for the balance of the roadways in the city. As clearly shown by these two maps, traffic levels of service will continue to deteriorate during the time period covered by the plan. The other two Figures in the Traffic Congestion series, FigureVI.4 and Figure VI.5 show interim years data for the Downtown DRI Traffic Impact Area only, as shown in Tables 3 and 4, respectively. (See also Dade County Traffic Circulation Element, pages 39-41). Programmed Capacity Improvements 1988-1992: There are only two capacity improvements to major streets in the City of Miami programmed in the 1988-92 Transportation Improvement Program, which inc u es improvements o e ade County system and also the improvements contained in the FOOT Five -Year Plan: N.W. 27 Avenue from N.W. 42 Street to N.W. 11 Street, widening to 6 lanes, programmed for construction 1990-91; and I-95 from S.R. 112 to S.R. 836, widening to 12 lanes, programmed for construction 1990-91. . Other programmed capacity improvements in the TIP and the FDOT 5-Year Plan, outside the City of Miami, are shown in the Dade County Traffic Circulation Element, pages 42-43. Funding Sources: The street system is divided between, and funded by, three different levels of government; Federal, Dade County and Municipal. Depending on the classification of the street (Federal - Aid Interstate, Federal - Aid Primary, Federal - Aid Urban, Local County or Local City) funds for land acquisition, construction and maintenance can come from different sources. The Federal Aid systems are supported by a four cent federal gas tax and administered by the U.S. Department of Transportation, upon advice from the States. The eight cent state gas tax is allocated as follows: -The first four cents are used to match federal funds for construction and maintenance of the Interstate, Primary and Urban systems. -The fifth and sixth cents are allocated to counties by the State of Florida to be used for the primary street system. -The seventh cent is allocated to counties for transportation purposes; within Dade County these funds are used to subsidize the metrobus system. -The eighth cent is allocated directly to municipalities; within Miami virtually all of these funds are used for maintenance of local City streets; and must be further supplemented by the City's General Fund. Because the funds cited above are entirely insufficient, the City of Miami (and Metro Dade County) typically have sought and received voter approval for Highway Improvement Bond issues for reconstruction and major re -building of local City Streets. Funds from these bond programs typically fund from 75 to 100 percent of reconstruction and major maintenance costs of City Streets. On local streets, which primarily serve abutting private property, the property owners typically pay 25 percent of the improvement cost based on a front -foot assessment. Property owners may spread their assessment payments over a five-year period. Any drainage system improvements constructed jointly with the street improvements are funded separately utilizing storm sewer bond funds. Abutting property owners are not assessed any share of storm sewer system improvements. High Accident Locations: Intersections with the greatest number of accidents typically occur where streets with heavy traffic volumes intersect. Six of the top 25 accident locations County -wide are intersections in the City of Miami, and all I VI-4 I I r i I six involve I-95, or the Dolphin Expressway/S.R. 836 (see Dade County Traffic Circulation Element, Table 3, page 46): 1986 Rank Location Accidents 2 I-95 @ S.R. 836/Dolphin Exwy.227 3 S.R. 836 @ N.W. 42 Avenue169 5 I-95 @ S.R. 112/Airport Exwy.130 7 I-95 @ N.W. 62 Street113 21 I-95 @ N.W. 79 Street 68 23 S.R. 836 @ N.W. 27 Avenue 66 In addition there are these following problem intersections with relatively high accident frequency: Flagler Street - LeJeune Road North 7th Street - 27th Avenue South Dixie Highway - 27th Avenue North 7th Street - LeJeune Road North 7th Street - 57th Avenue Flagler Street - 27th Avenue North 36th Street - West 7th Avenue Future Traffic Circulation Needs r a I Context for Future Transportation Systems: Miami occupies a key position in the Dade County metropolitan area's transportation systems. It is the largest and oldest municipality in Dade County; it contains the region's downtown center and several of its most important employment centers; it is the hub of the public transit system; and a large part of the region's vehicular travel passes through the city. Miami is also becoming a "fully -developed" city. This means that, in transportation terms, there has been a slowing of new trip generation associated with land development as less and less vacant land is available for development. Despite the overall slowing of new trip growth associated with land development, there are new employment opportunities being developed in Miami that induce travel from other parts of the urban area. In particular, the Civic Center, Downtown, and Airport areas show considerable increases in trip generation. Hence, the total of trips generated in the city continues to increase as land is redeveloped at higher intensities and employment grows, but the rate of increase becomes smaller as the city matures. In addition, Miami's position within the expanding metropolitan area with its multiple growth centroids causes a substantial number of non -local trips to be made through the city. All these factors taken together result in an increasing number of trips being made in and through the city, while population holds relatively steady and new land development activity diminishes and is replaced by redevelopment. Of critical importance is the fact that the existing street system within the city is now fixed in place, and there is limited opportunity for significant increase in vehicular capacities of the system. The implications for transportation planning, then, are that an increasing number of person -trips must be accommodated in a street and highway system that has limited and distinctly finite expansion capability. Continuation of this trend will produce ever-increasing traffic congestion and deteriorating levels of service with no apparent solution -- or at least none that is sufficiently attractive to compete with private automobile travel. The critical issue in urban transportation is the movement of people -- person trips. In an automobile -oriented society such as Miami's, it is typical for the majority of trips to be made alone in a passenger car, and street and highway "capacities" are normally measured in those terms. However, it is misleading to state this fact as if it were the only travel possibility. The point of this reasoning is that every street and highway facility has two types of capacity: actual, which is measured in terms of the number of vehicles that can be accommodated assuming no change in average occupancy; and potential, which assumes increased average vehicle occupancies. The first measure reflects reality and extrapolates it for planning purposes; the second assumes change. Where mass transit service is available, vehicle occupancy rates and, consequently, highway capacity and its derivative Level of Service, become a matter of collective individual choices. This is not to suggest that these collective decisions are easily capable of change -- they most certainly are not -- but simply to emphasize that, within a reasonable range, actual and potential capacity differ as a matter of choice, not physical law. Viewed in this context, the vital role that can be played by mass transportation becomes clear. While it is customary to regard transportation "levels of service" as measures only of the vehicle -carrying capability of streets and highways, a more useful approach would also consider the person -trip capacity of the facility, recognizing that vehicle trips and person trips are not the same thing. :t is true that the physical capacity of a street can be expressed in the number of vehicles of assumed average size(s) that can travel along it during a time interval, but the critical value to the transportation planner is the assumed average occupancy of each vehicle, because that number times the number of vehicles yields the person -trips carried on the facility. Obviously, the greater the average vehicle occupancy, the greater the person -trip capacity of the facility. A simple illustration of this point can be made if one were to assume that the typical peak -hour average occupancy of a private automobile, now about 1.4 persons, were to double to 2.8 -- still a modest load for the typical 4-passenger car -- the immediate effect of such a cnange in occupancy would result in a 50' reduction of the number of vehicles required to perform the same number of person trips, or a doubling of the trip -carrying capacity of the facility. Even more dramatic caoacity increases are produced if buses with average occupancies of 50 persons each are included in the vehicle mix. A restatement of this discussion with special emphasis on mass transportation systems and especially rapid transit, is contained in the Mass Transit Element which, together with this-raffic Zirculation VI-5 0 Element, comprises the transportation component of Miami's Comprehensive Neighborhood Plan. Underlying Assumptions: The analysis of future needs contained in this element is consistent with the best knowledge and estimations presently available. It should be noted, however, that the underlying assumptions on which future service needs are calculated reflect a conservative position that assumes no significant change in public attitudes toward use of the private automobile during the planning period. It is hoped that increasing traffic congestion and its attendant cost, wasted time, and frustration might lead to greater use of alternative transportation modes. However, there is no convincing evidence that this critical threshold is yet in sight. Hence, for purposes of the Comprehensive Plan it is reluctantly assumed that the mass transit system will continue to operate on approximately the same scale, relative to the overall future transportation system, as at present. If subsequent events should prove this position too conservative, future plan updates will cheerfully accommodate the change. Acceptance of this assumption automatically implies acceptance of increasing levels of traffic congestion over the time period covered by the Plan, until the tolerance of deteriorating levels of service by automobile users is exceeded and other modes of travel are accepted. Future Population, Employment, and Land Use Trends: As discussed elsewhere in this plan, the City of Miami is a "fully - developed" city. The Future Land Use map shows relatively little change from the existing. Population is expected to show little increase, and employment only modest growth. Most of the increases in traffic on Miami's roadways will be the result of increased travel in the urbanized area, not from growth of the city itself. The traffic circulation implications of these facts and assumptions are discussed above. (See also Dade County Traffic Circulation Element, page 49). Future Traffic Circulation Needs: Future traffic circulation needs for the City of Miami are identified in the following sections, and are based on the 1988 Dade County Transportation Improvement Program (TIP), Five-7ear Transportation Plan, and the F60T�1988 Strategic ransportation Plan. (See also Dade County Traffic Circulation Element, pages 49-59). Future Traffic Circulation Map Series: Pursuant to the requirements of 9J-5, a series of future traffic circulation maps have been prepared. These include the previously -referenced Figure VI 6 "Traffic Congestion - 2005"; Figure VI.7, "Roadway Functional Classification - 2005" and Figure VI.8, "Number of Roadway Lanes - 2005". Conclusion As stated above, under the heading "Underlying Assumptions": The underlying assumptions on which future service needs are calculated reflect a conservative position that assumes no significant change in public attitudes toward use of the private automobile during the planning period. It is hoped that increasing traffic congestion and its attendant cost, wasted time, and frustration might lead to greater use of alternative transportation modes. However, there is no convincing evidence that this critical threshold is yet in sight. Hence, for purposes of the Comprehensive Plan it is reluctantly assumed that the mass transit system will continue to operate on approximately the same scale, relative to the overall future transportation system, as at present. If subsequent events should prove this position too conservative, future plan updates will cheerfully accommodate the change. It would be possible, and certainly desirable, to plan for the amelioration of traffic congestion through the provision of greater levels of mass transit service if there were any reasonable expectation that such services would be used. However, the key to increased utilization depends upon the collective decision -making on travel choice discussed earlier, and there are no signs that the collective preference for private automobile transportation is weakening, despite the time, expense, and frustration produced by ever-increasing traffic congestion. It is perhaps the most fortunate characteristic of mass transit that it can provide the solution to the urban mobility dilemma. Its technology is known and tested, readily available, can be quickly deployed when needed and -- compared to the cost of facilities for, and operation of, private passenger vehicles -- it is very inexpensive. Its major drawback, and it is a crippling one, is that the overwhelming majority of Americans choose not to use it. No metropolitan area in the U.S. that experienced its major growth in the 20th century has succeeded in developing and maintaining much more than a minimal mass transit system whose principal users are those citizens so disadvantaged that they cannot use an automobile. No other aspect of urban life presents such a pervasive and seemingly insurmountable problem in the face of such an obvious and simple solution. The way out of this dilemma continues to elude us. VI-6 LIST OF TABLES ABBREVIATIONS USED IN TABLES 2=5 TABLE TITLE NUMBER FACILITY TYPE: FW Freeway 1A Roadway Capacities for LOS "E" = 1.00 V/C DV Divided UD Undivided 1B V/C Ratio Ranges for Determining Level of Service OW PF One -Way Preferential direction 2 Capacity Analysis of Existing Roadway System Within Downtown Traffic Impact Area 1986 Volumes LANES/DIRECTION: 2A Capacity Analysis of Existing Roadway System Outside of Downtown Traffic Impact Area 1986 Volumes (n)EB (lanes) Eastbound (n)WB (lanes) Westbound 3 Capacity Analysis of Future Roadway System Within (n)NB (n)SB (lanes) Northbound (lanes) Sorthbound Downtown Traffic Impact Area 1992 Volumes (n)EW (lanes) East-West 4 Capacity Analysis of Future Roadway System Within (n)NS (lanes) North -Soutar Downtown Traffic Impact Area 1997 Volumes 5 Capacity Analysis of Future Roadway System Within Downtown Traffic Impact Area 2007 Volumes OTHER: NA Not Applicable or Not AvaiTable VI-7 TABLE lA ROADWAY CAPACITIES FOR LOS "E" = 1.00 V/C Number of Lanes Freeway/ Divided Undivided Collector One-Wav in One Direction Expressway Arterial Arterial AREA: CENTRAL BUSINESS DISTRICT 1 - -- 625 485 600 2 3,800 1,500 1,100 760 1,170 3 5,700 2,280 1,765 -- 1,920 4 7,600 2,920 -- 2,840 5 9,500 -- - - - AREA: FRINGE 1 - - 785 605 600 2 3,800 1,800 1,360 960 1,210 3 5,700 2,785 2,220 -- 1,970 4 7,600 3,600 3,280 -- 2,960 5 9,500 -- -- AREA: RESIDENTIAL 1 - - 785 605 600 2 3,800 1,800 1,360 960 1,360 3 5,700 2,785 2,220 -- 2,180 4 7,600 3,600 3,280 -- 3,240 5 9,500 -. -- - - AREA: OUTLYING BUSINESS DISTRICT 1 -- - 785 605 600 2 3,800 1,800 1,360 960 1,360 3 5,700 2,785 2,220 -- 2,180 4 7,600 3,600 3,280 -- 3,240 5 9,500 -- -- -- -- AREA: RURAL 1 - -_ 805 560 600 2 3,800 1,440 1,200 800 1,360 3 5,700 2,185 - -- 2,180 4 7,600 - __ -- 5 9,500 -- -- -- -- Source: FOOT UTPS Daily Service Volumes for LOS "E", 1997 TABLE 15 V/C RATIO RANGES FOR DETERMINING LEVEL OF SERVICE Volume to Capacity Ratio Level of Service 0.00 - 0.60 A 0.61 - 0.70 B 0.71 - 0.80 C 0.81 - 0.90 D 0.91 - 1.00 E 1.01+ F Source: Highway Capacity Manual, Table 10.13, 1965 VI-8 TABLE 2 CAPACITY ANALYSIS OF EXISTING ROADWAY SYSTEM WITHIN DOWNTOWN TRAFFIC IMPACT AREA (1986 Volumes) NAME FROM TO CLASS TYPE LANES/ ---------------------PEAK HOUR ------------- ------� DIRECT. AM/PM VOLUME CAPACITY EXCESS V/0 LOS McArthur Cswy E. Corp. Line Biscayne Blvd. Ltd. access xpwy FW 3 EB PM 2100 5700 3600 0.37 A Dolphin Expy SR 836 Biscayne Blvd. I-95 Ltd. access xpwy FW FW 3 2 WB EB PM PM 1720 2300 5700 3800 3980 1500 0.30 0.61 A B FW 2 WB PM 1880 3800 1920 0.49 A I-95 NW 27 Ave Ltd. access xpwy FW 3 EB PM 2540 5700 3160 0.45 A FW 3 WB PM 3280 5700 1880 0.67 B NW 27 Ave. NW 42 Ave. Ltd. access xpwy FW 3 EB PM 3190 5700 2510 0.56 A ` Biscayne Blvd. NE 62 St. NE 36 St. Major arterial FW DV 3 2 WB NB PM PM 4790 1809 5700 1800 910 -9 0.84 1.01 D }( OV 2 SB PM 1290 1800 510 0.72 ^ NE 36 St. Dolphin Expy Major arterial DV 2 NB PM 1634 1800 166 0.91 E DV 2 SB PM 1031 1800 769 0.57 A Dolphin Expy Port Blvd. Major arterial OV 4 NB PM 1626 2920 1294 0.56 A OV 3 SB PM 922 2280 1358 0.40 A Port Blvd. SE 2 St. Major arterial DV 4 NB PM 1500 2920 1420 0.51 A ' Brickell Ave. SE 2 St. SE 7 St. Major arterial UD 3 NB PM 1221 2785 1564 0.44 A UD 3 SB PM 1489 2785 1296 0.53 A SE 7 St. Rickenbckr Csy Major arterial DV 2 NB PM 377 1800 1423 0.21 A S. Dixie Hwy. I-95 SW 17 Ave. Major arterial OV DV 2 3 SB NB PM PM 1579 2270 1300 2785 221 515 0.88 0.82 D D DV 3 SB PM 3400 2785 -615 1.22 F ` SW 17 Ave. SW 37 Ave. Major arterial DV 3 NB PM 2237 2785 548 0.80 C j I-95 NW 79 St. SR 112 Ltd. access xpwy OV FW 3 5 SB NB PM PM 3418 8560 2785 9500 -633 940 1.23 9.68 F 3 FW 5 SB PM 5010 9500 4490 0.53 A SR 112 SR 836 Ltd. access xpwy FW 5 NB PM 6440 9500 3060 0.70 FW 5 SB PM 5060 9500 4440 0.75 SR 836 SW 8 St. Ltd. access xpwy FW 3 NB PM 4470 5700 1230 0.78 C FW 3 SB PM 4260 5700 1440 0.75 C SW 8 St. US 1 Ltd access xpwy FW 2 NB PM 2150 3800 1650 0.57 A NE 1 Ave. NW 17 St. Flagler St. Minor arterial FW UD 2 3 SB NB PM PM 3220 1185 3800 1920 580 735 0.85 0.62 D UD 0 SB PM 0 0 0 N/.» N;A NE 17 St. Flagler St. Minor arterial UD 3 NB AM 680 1920 1240 0.35 A ' Miami Ave. N 36 St. N 17 St. Minor arterial UD UD 0 2 SB NB PM PM 0 465 0 1360 0 895 N/A 0.34 N/A A UD 2 SB PM 3800 1360 970 J.28 A N 17 St. Flagler St. Minor arterial UD 0 NB PM 0 0 N/M N/A UD 3 SB PM 293 1920 1627 0.15 A f Flagler St. S 15 Rd. Minor arterial UD 3 NB PM 299 2180 1881 0.14 A UD 3 SB PM 223 2180 1957 3.10 . S 15 Rd. Rickenbckr Csy Minor arterial OV 2 NB PM 213 1800 1587 0.72 A DV 2 SB PM 953 1800 847 9.53 A N 17 St. Flagler St. Minor arterial UD 0 NB AM p 0 0 N/A N/A NW 1 Ave. NW 20 St. Flagler St. Local Street UD UD 3 1 SB NB AM PM 500 93 1920 625 1420 532 0.26 J.15 H UD 1 SB PM 57 625 568 0.09 rt VI-9 Table 2 Page 2 NAME i W 2 Ave. Port Bridge N 6 St. N 5 St. N 1 St. I Flagler St. i i 11 1 1 S 1 St. N.E. 2 Ave. FROM TO CLASS TYPE LANES/ ----------- -PEAK HOUR -- DIRECT. AM/PM VOLUME CAPACITY EXCESS V/C LOS NW 20 St. Flagler St. Port of Miami Biscayne Blvd. Biscayne Blvd. Biscayne Blvd. Biscayne Blvd. Biscayne Blvd. Biscayne Blvd. Biscayne Blvd. W 2 Ave. Biscayne Blvd Biscayne Blvd. SW 2 Ave. Biscayne Blvd. SW 2 Ave. I-395 I-395 Flagler St. SW 7/8 St. Biscayne Blvd. I-95 I-95 I-95 I-95 I-95 I-95 W 2 Ave. W 27 Ave. W 2 Ave. SW 2 Ave. SW 27 Ave. SW 27 Ave. SW 27 Ave. Flagler St. Flagler St. Minor arterial Minor arterial Minor arterial Local collector Local collector Local collector Local collector Local collector Local collector Local collector Local collector Local collector Local collector Local collector Local collector Local collector Minor arterial Minor arterial UD 1 NB PM 459 625 166 0.73 C UD 1 SB PM 70 625 555 0.11 A UD 1 NB PM 406 625 219 0.65 B UD 1 SB PM 304 625 321 0.49 A DV 3 EB PM 340 2280 1940 0.15 A OV 3 WB PM 700 2280 1580 0.3T A UD 0 EB PM 0 0 N/A N/A UD 2 WB PM 387 1170 783 0.33 A UD 0 EB AM 0 0 0 N/A N/A UD 2 WB AM 210 1170 960 0.18 A UD 3 EB PM 620 1920 1300 0.32 A UD 0 WB PM 0 0 0 N/A N/A UD 3 EB AM 470 T920 1450 0.24 A UD 0 WB AM 0 0 0 N/A N/A UD 0 EB PM 0 0 0 N/A N/A UD 2 WB PM 445 1170 725 0.38 A UD 0 EB AM 0 0 0 N/A N/A UD 2 WB AM 620 1170 910 0.22 A UD 0 EB PM 0 0 0 N/A N/A UD 2 WB PM 507 1170 663 0.43 A UD 1 EB PM 152 785 633 0.19 A UD 2 WB PM 920 1360 440 0.68 B UD 0 EB AM 0 0 0 N/A N/A UD 2 WB AM 325 1170 845 0.28 A UD 3 EB PM 850 1920 1070 0.44 A UD 0 WB PM 0 0 0 N/A N/A UD 3 EB PM 568 2180 1612 0.26 4 UD 0 WB PM 0 0 0 N/A I/A UD 3 EB AM 1150 1920 770 0.60 A UD 0 WB AM 0 0 0 N/A N/A UD 3 EB AM 930 2180 1250 0.43 A UD 0 WB AM 0 0 0 N/A N/A UD 0 NB PM 0 0 0 N/A N/A UD 3 SB PM 701 1920 1219 0.37 A UD 0 NB AM 0 0 0 N/A N/A UD 3 SB AM 2135 1920 -215 1.11 I VI-10 6 VI-10 L� Table 2 Page 3 NAME FROM TO CLASS TYPE LANES/ --------------------PEAK HOUR ---------- -.- --- --� DIRECT. AM/PM VOLUME CAPACITY EXCESS V/C LOS S. 7 St. Brickell Ave. I-95 Major arterial UD UD 0 3 EB WB PM PM 0 702 0 2180 0 1478 N/A 0.32 N/A A I-95 SW 27 Ave. Major arterial UD 0 EB PM 0 0 0 N/A N/A Brickell Ave. 1_95 Major arterial UD UD 3 0 WB EB PM AM 837 0 2180 0 1343 0 0.38 N/A A N/A I-95 SW 27 Ave. Major arterial UD UD 3 0 WB EB AM AM 248 0 2180 0 1932 0 0.11 N/A A N/A S. 8 St. Brickell Ave. I-95 Major arterial UD UD 3 4 WB EB AM PM 335 508 2180 3240 1845 2732 0.15 0.16 A A I-95 SW 27 Ave. Major arterial UD UD 0 4 WB EB PM PM 0 1012 0 3240 0 2228 N/A 0.31 N/A A Brickell Ave. I-95 Major arterial UD UD 0 4 WB EB PM AM 0 922 0 3240 0 23T8 N/A 0.28 N/A A I-95 SW 27 Ave. Major arterial UD UD UD 0 4 0 WB EB WB AM AM AM 0 1338 0 3240 0 1902 N/A 0.41 N/A A Coral Way Brickell Ave. SW 15 Rd. Major arterial UD 2 EB PM 0 282 0 1360 0 1078 N/A 0.21 4/A A SW 15 Rd. SW 12 Ave. Major arterial UD DV 2 2 WB EB PM PM 1240 316 1360 1800 120 T484 0.91 0.18 E A SW 12 Ave. SW 27 Ave. Major arterial DV DV 2 2 WB EB PM PM 982 1361 1800 1800 8T8 439 0.55 0.76 A C 1 Bayshore Drive Rickenbkr Csy SW 27 Ave. Minor arterial DV DV 2 2 WB NB PM PM 1545 506 1800 1800 255 1294 0.86 0.28 0 A DV 2 SB PM 1114 1800 686 0.62 B i VI-11 TABLE 2A CAPACITY ANALYSIS OF EXISTING ROADWAY SYSTEM OUTSIDE OF DOWNTOWN TRAFFIC IMPACT AREA (1986 Volumes) i NAME FROM TO CLASS TYPE LANES/ ADT-----------------PEAK HOUR ------- ----------�__�_ ! DIRECT. 1986 VOLUME CAPACITY EXCESS V/C LOS SR 112/Airport Xpwy. E.Corp. line Biscayne Blvd. Ltd. access xpwy FW 2 EB 30690 2639 3800 1161 0.69 B FW 2 WB 30360 2611 3800 1189 0.69 B Biscayne Blvd. N. Miami Ave. Ltd. access xpwy FW 2 EB N/A N/A 3800 N/A N/A N/A FW 2 WB N/A N/A 3800 N/A N/A N/A N. Miami Ave. I-95 Ltd. access xpwy FW 2 EB 44725 3846 3800 -46 1.01 F FW 2 WB 44964 3867 3800 -67 1.02 F I-95 NW 12 Ave. Ltd access xpwy FW 2 EB N/A N/A 3800 N/A N/A N/A FW 2 WB N/A N/A 3800 N/A N/A N/A NW 12 Ave. W. Corp. line Ltd. access xpwy FW 3 EB 34908 3002 5700 2698 0.53 A FW 3 WB 38550 3315 5700 2385 0.58 A Bisc. Blvd./SR 5 N. Corp. line NE 62 St. Major arterial DV 2 NB 20429 1757 1800 43 0.98 E DV 2 SB 21812 1876 1800 -76 1.04 F NW 7 Ave./SR 7 N. Corp. line NW 62 St. Major arterial UD 4 NS 15408 1325 2720 1395 0.49 A NW 62 St. NW 54 St. Major arterial UD 4 NS 24032 2067 2720 653 0.76 C NW 54 St. SR 112 Major arterial UD 4 NS 22989 1977 2720 743 0.73 C SR 112 NW 20 St. Major arterial UD 4 NS 21319 1833 2720 887 0.67 8 NW 20 St. SR 836 Major arterial UD 4 NS 15721 1352 2720 1368 0.50 A SR 836 Miami River Major arterial UD 4 NS 17203 1479 2720 1241 0.54 A NW 8 Ave./SR 7 Miami River Flag./SW 1 St. Major arterial UD 2 NS 9670 832 1570 738 0.53 A Flag./SW 1 St. SW 7/8 St. Major arterial UD 2 NS 6770 582 1570 988 0.37 A W. 12 Ave./SR 933 SR 112 NW 20 St. Major arterial DV 2 NB 5218 449 1360 911 0.33 A DV 2 SB 5800 499 1360 861 0.37 H NW 20 St. SR 836 Major arterial OV 2 NB 17534 1509 1360 149 1.11 , DV 2 SB 15091 1298 1360 62 0.95 "c SR 836 Flag./SW 1 St. Major arterial UD 6 NS 19787 1702 4440 2738 0.38 A Flag./SW 1 St. SW 7/8 St. Major arterial UD 4 NS 16766 1442 2720 1278 0.53 A SW 7/8 St. SW 22 St. Major arterial UD 4 NS 7098 610 2720 2110 0.22 A W 27 Ave./SR 9 N. Corp. line NW 20 St. Major arterial DV 2 NB 1690 137 1360 1223 0.10 A DV 2 SB 1690 137 1360 1223 0.10 A NW 20 St. SR 836 Major arterial OV 2 NB 22415 1928 1360 -568 1.42 F DV 2 SB 21865 1880 1360 -520 1.38 F SR 836 Flagler St. Major arterial DV 2 NB 19723 1696 1360 -336 1.25 F OV 2 SB 20250 1742 1360 -381 1.28 F Flagler St. SW 7/8 St. Major arterial DV 2 NB 17834 1534 1360 -174 1.13 F 1 DV 2 SB 26980 2024 1360 -664 1.49 F SW 7/8 St. SW 22 St. Major arterial OV 2 NB 16046 1380 1360 -20 1.01 F DV 2 SB 15933 1370 1360 -10 1.01 F SW 22 St. S. Dixie Hwy. Major arterial DV 2 NB 9119 784 1360 576 0.58 a DV 2 SB 9445 812 1360 548 9.60 A W 42 Ave./SR 953 N. Corp. line SR 836 Major arterial DV 3 NB 46713 4017 2785 -1232 1.44 F DV 3 SB 46720 4018 2785 -1233 1.44 F f SR 836 Flagler St. Major arterial OV 3 NB 23389 201T 2785 774 0.72 DV 3 SB 27904 2400 2785 385 3.86 D Flager St. SW 8 St. Major arterial DV 3 NB 19003 1634 2785 1151 9.59 A VI-12 -S�--1., 1 , I a d Table 2A page 2 NAME FROM TO CLASS TYPE LANES/ DIRECT. ADT 1986 ----------- VOLUME PEAK CAPACITY HOUR ---- --- EXCESS ------------- V/C r- LOS W 57 Ave./SR 959 N. Corp. line NW 7 St. Major arterial DV DV 3 2 S8 NB 25257 21437 2172 1844 27850.78 1360 -484 1.36 C F NW 7 St. Flagler St. Major arterial DV DV 2 2 SB NB 20445 N/A 1758 N/A 1360 1360 -398 N/A 1.29 N/A F N/A Flagler St. SW 8 St. Major arterial OV DV 2 2 SB NB N/A 12300 N/A 1058 1360 1360 N/A 302 N/A 0.78 N/A C NE 82 St./SR 934 NE 79 St. Biscayne Blvd. Major arterial DV OW 2 2 SB WB 12358 N/A 1063 N/A 1360 1360 297 N/A 0.78 N/A C N/A Bisc. Blvd. NE 2 NE 2 Ave. Major arterial OW 2 WB N/A N/A 1360 N/A N/A N/A Ave. Miami Ave. Major arterial OW 2 WB N/A N/A 1360 N/A N/A N/A N 79 St./SR934 Miami Ave. E. Corp. line W. Corp. line NE 82 St. Major Major arterial arterial OW PF 2 3 WB EB N/A N/A N/A N/A 1360 2220 N/A N/A N/A N/A N/A N/A NE 82 St. Biscayne Blvd. Major arterial PF 3 EB N/A N/A 2220 N/A N/A N/A Biscayne Blve. NE 2 Ave. Major arterial PF 3 EB N/A N/A 2220 N/A N/A N/A NE 2 Ave. Miami Ave. Major arterial PF 3 EB N/A N/A 2220 N/A N/A N/A Miami Ave. NW 2 Ave. Major arterial PF 3 EB N/A N/A 2220 N/A N/A N/A NW 2 Ave. I-95 Major arterial PF 3 EB N/A N/A 2220 N/A N/A N/A N 54 St./SR 944 I-95 Biscayne Blvd. W. Corp. line NE 2 Ave. Major Major arterial arterial PF UD 3 4 EB EW N/A 13378 N/A 1151 2220 451 0.80 C NE 2 Ave. Miam Ave. Major arterial UD 4 EW N/A N/A 2720 2720 1569 N/A 0.42 N/A A N/A Miami Ave. NW 2 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 2 Ave. I-95 I-95 NW 10 Ave. Major Major arterial UD 4 EB N/A N/A 2720 N/A N/A N/A arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 10 Ave. NW 12 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A 12 Ave. NW 17 Ave. Major arterial UD 4 EW 22937 1973 2720 0.73 C NW 17 Ave. W. Corp. line Major arterial UD 4 EW 24078 2071 2720 0.76 C N 36 St./SR 25 Biscayne Blve. NE 2 Ave. Major arterial UD 2 EW N/A N.A 1360 N/A N/A N/A NE 2 Ave. Miami Ave. Major arterial UD 2 EW N/A N/A 1360 N/A N/A N/A Miami Ave. NW 2 Ave. Major arterial UO 2 EW N/A N/A 1360 N/A N/A N/A NW 2 Ave. I-95 Major arterial UD 2 EW 18222 1567 1360 -207 1.15 F I-95 NW 10 Ave. Major arterial UD 2 EW 21010 1807 1360 -447 1.33 F NW 10 Ave. NW 12 Ave. NW 12 Ave. NW 17 Ave. Major Major arterial arterial UD UD 2 2 EW EW N/A 19237 N/A 1654 1360 N/A N/A N/A 1360 -294 1.22 F NW 17 Ave. NW 22 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 22 Ave. NW 27 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 27 Ave. W. Corp. line Major arterial UD 4 EW 22925 1972 2720 748 0.72 C Flagler St./SR968 W 27 Ave. W 37 Ave. Major arterial UD 4 EW 28077 2415 2720 305 0.89 D W 37 Ave. W 42 Ave. Major arterial UD 4 EW 37494 3224 2720 -504 1.19 F W 42 Ave. W 49 Ave. W 49 Ave. W 57 Ave. Major Major arterial arterial UD UD 4 4 EW EW 28062 24432 2413 2720 307 0.89 D 2101 2720 619 0.77 C W 57 Ave. W 62 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A W 62 Ave. W 67 Ave. Major arterial UD 4 EW 32786 2820 2720 -100 1.04 F ' W 67 Ave. W Corp. line Major arterial UO 4 EW 33768 2904 2720 -184 1.07 F SW 8 St./SR 90 SW 27 Ave. W. Corp. line Major arterial UD 4 EW 27863 2396 2720 324 0.88 D E Corp. line SW 42 Ave. Major arterial UD 4 EW 33583 2888 2720 -168 1.06 F SW 42 Ave. SW 49 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A SW 49 Ave. SW 57 Ave. Major arterial UD 4 EW 36454 3135 2720 -415 1.15 F SW 57 Ave. SW 62 Ave. Major arterial UD 4 EW N/A N/A 2720 N/A N/A N/A ' VI-13 I I I i I I Table 2A page 3 NAME FROM SW 22 St./SR 922 SW 40 St./SR 976 NE 2 Ave. Miami Ave. S Bayshore Drive SW 62 Ave. SW 67 Ave. SW 27 Ave. US 1 NE 54 St. NE 46 St. SR 112 NE 20 St. N. Corp. line N 79 St. N 62 St. N 54 St. N 46 St. SW 27 Ave. TO CLASS TYPE LANES/ ADT--- ------ -PEAK HOUR ---------------- -------- DIRECT. 1986 VOLUME CAPACITY EXCESS V/C LOS SW 67 Ave. W. Corp. line W. Corp. line W. Corp. line NE 46 St. SR 112 NE 20 St. I-395 N 79 St. N 62 St. N 54 St. N 46 St. N 36 St. McFarlane Rd. Major arterial Major arterial Major arterial Major arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minao arterial Minor arterial McFarlane Rd. S Bayshore Dr. Main Highway Minor arterial Main Highway McFarlane Rd. SW 37 Ave. Minor arterial Ingraham Hwy. SW 37 Ave. S. Corp. line Minor arterial Rickenbacker Csy. E. Corp. line Brickell Ave. Minor arterial Grand Ave. SW 27 Ave. NW 2 Ave. NW 12 Ave. W 17 Ave. W 22 Ave. f W 22 Ave. r Main Highway US 1 SR 112 NW 62 St. NW 54 St. NW 46 St. N. Corp. line NW 62 St. NW 54 St. NW 46 St. NW 36 Dt. NW 20 St. SR 836 NW 7 St. Flagler St. SW 7/8 St. SW 22 St. US 1 N. Corp. line NW 36 At. NW 20 St. NW 7 St. Flagler St. SW 7/8 St. SW 22 St. US 1 W. Corp. line S Bayshore Dr. NW 20 St. NW 54 St. NW 46 St. Sr 112 NW 62 St. NW 54 St. NW 46 St. NW 36 St. NW 20 St. SR 836 NW 7 St. Flagler St. SW 7/7 St. SW 22 St. US 1 S Bayshore Dr. NW 36 St. NW 20 St. NW 7 St. Flagler St. SW 7/8 St. SW 22 St. US 1 S Bayshore Dr. Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A UD 4 EW 44555 3832 2720 -1112 1.41 F DV 2 EB 11651 1002 1800 789 0.56 A DV 2 WB 12337 1061 1800 739 0.59 A UD 4 EW 48020 4130 2720 -1410 1.52 F UD 4 NS 12545 1079 2720 1641 0.40 A UD 4 NS 8921 767 2720 1953 0.28 A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS 7583 652 2720 2086 0.24 A UD 4 NS 21875 1881 2720 839 0.69 B UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS NA N/A 2720 N/A N/A N/A DV 2 NB 1111 96 1800 1704 0.05 A DV 2 SB 1111 96 1800 1704 0.05 A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 2 NS 17874 1537 1360 -177 1.13 F UD 2 NS 18406 1583 1360 -223 1.16 F DV 2 EB N/A N/A 1800 N/A N/A N/A DV 2 WB N/A N/A 1800 N/A N/A N/A UD 4 EB N/A N/A 2720 N/A N/A N/A UD 2 NS 13920 1197 1360 163 0.88 D UD 2 NS N/A N/A 1360 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS 14657 1261 2720 1459 0.46 A UD 4 NS 26956 2318 2720 402 0.85 D UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS 23952 2060 2720 660 0.76 C UD 2 NS 23236 1998 1360 -638 1.47 F UD 2 NS 29712 2555 1360 -1195 1.88 F UD 2 NS N/A N/A 1360 N/A N/A N/A UD 2 NS N/A N/A 1360 N/A N/A N/A UD 2 NS 15744 1354 1360 6 1.00 E UD 2 NS 10859 934 1360 426 0.69 B UD 2 NS N/A N/A 1360 N/A N/A N/A UD 2 NS N/A N/A 1360 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS 23552 2025 2720 695 0.74 C UD 4 NS 41712 3587 2720 -867 1.332 F UD 4 NS 25958 2232 2720 -488 0.82 D UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS N/A N/A 2720 N/A N/A N/A UD 4 NS 2385 205 2720 2515 0.08 A VI-14 d i Table 2A page 4 NAME FROM TO CLASS TYPE 1DT ---- -------- ----PEAK CAPACITY HOUR ----------------------- EXCESS V/C LOS DIRECT. 986 VOLUME N/A N/A 2 20 2720 N/A N/A N/A N/A W 3 Ave. NW 20 St. NW 7 St. Minor arterial UD 4 NS NW 7 St. Flagler St. Minor arterial UD 4 NS N/A N/A N/A 2720 N/A N/A N/A Flagler St. SW 8 St. Minor arterial UD 4 NS N/A N/A 2720 N/A N/A N/A SW 8 St. SW 22 St. Minor arterial UD 4 NS N/A 1038 IN�A SW 22 St. SW 40 St. Minor arterial UD 4 NS 12073 N/A 2720 2720 N/A N/A N/A SW 40 St. US 1 Minor arterial UD 4 NS N/A N/A N/A N/A N/A US 1 Grand Ave. Minor arterial UD 2 NS N/A 3438 300 1360 1060 0.22 A Grand Ave. Manin Hwy. Minor arterial UD 2 NS N/A N/A 1360 N/A N/A N/A Main Hwy. Ingraham Hwy. Minor arterial UD 2 NS NS 1467 126 1360 1234 Ingraham Hwy. SW 37 Ave. S. Corp. line Minor arterial UD UD 2 2 NS N/A 1360 N/A N/A W 67 Ave. N. Corp. line Flagler St. Minor arterial 2 NS 9085 781 781 579 0.57 A Flalger St. SW 8 St. Minor arterial UD 4 EW N/A N/A 720 22720 N/A N/A N/A t NW 62 St. I-95 NW 7 Ave. Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 7 Ave. NW 10 Ave. Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 10 Ave. NW 12 Ave. Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 12 Ave. 2 Ave. W. Corp. line Miami Ave. Minor arterial Minor arterial UD UD 2 EW N/A N/A 1360 N/A N/A N/A N/A N/A N 46 St. NE UD 2 EW N/A N/A 1360 N/A Miami Ave. NW 2 Ave. Minor arterial 2 EW 5075 436 1360 924 0.32 A NW 2 Ave. NW 7 Ave. Minor arterial UD 2 EW N/A N/A 1360 N/A N/A N/A NW 7 Ave. NW 10 Ave. Minor arterial UD 2 EW N/A N/A 1360 N/A N/A NW 10 Ave. NW 12 Ave. Minor arterial UD UD 2 EW N/A N/A 1360 N/A N/A NIA MW 12 Ave. MW 17 Ave Minor arteial UD 2 EW N/A N/A 1360 N/A N/A N/A NW 17 Ave. W. Corp. line Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A N 20 St. NE 2 Ave. Miami Ave. Ave. Minor arterial Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A N/A Miami Ave. NW 2 Ave. NW 2 NW 7 Ave. Minor arterial UD 4 EW N/A N/A 2720 2720 N/A N/A N/A N/A N/A NW 7 Ave. NW 10 Ave. Minor arterial UD UD 4 EW 4 EW N/A N/A N/A N/A 2720 N/A N/A N/A MW 10 Ave. NW 12 Ave. Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A NW 12 Ave. NW 17 Ave. Minor arterial Minor arterial UD 4 EW N/A N/A 2720 N/A N/A N/A D NW 17 Ave. NW 22 Ave. NW 22 Ave. W. Corp. line Minor arterial UD 4 EW 27460 2362 2720 2720 358 1190 0.87 0.6 A NW 7 ST. NW 12 Ave. NW 17 St. Minor arterial UD UD 4 EW 4 EW 17786 24052 1530 2068 2720 652 652 0.76 C NW 17 Ave. NW 22 Ave. Minor arterial UD 4 EW 26599 2288 2720 432 0.84 D NW 22 Ave. NW 27 Ave. NW 37 Ave. Minor arterial Minor arterial UD 4 EW 17839 2394 2720 326 0.88 N/A NSA NW 27 Ave. NW 37 Ave. NW 42 Ave. Minor arterial UD 4 EW N/A 26770 N/A 2302 2720 2720 N/A 418 0.85 0 NW 42 Ave. NW 57 Ave. Minor arterial UD UD 4 EW 4 EW 20944 1801 2720 919 0.66 NW 57 Ave. Corp. line W or Minor arterial UD 2 NS 3245 279 1210 931 0.23 A NE 10 Ave. N. Corp. line NE collector UD 2 NS N/A N/A 1210 N/A N/A N/A NE 82 St. NE 79 St. collector UD 4 NS N/A N/A 1920 N/A N/A NSA ' NE 2 Ave. N. Corp. line NE 82 St. collector UD 4 NS N/A N/A 1920 N/A NE 82 St. NE 79 St. collector collector UD 4 NS 17357 1184 1920 0.62 C NE 79 St. NE 62 St. NE 62 St. NE 54 St. collector UD 4 NS 13773 1184 235 1920 1210 736 736 975 0.0.19 A W 62 Ave. NW 7 St. Flagler St. collector UD UD 2 NS 2 NS 2729 N/A N/A 1210 N/A N/A N/A Flagler St. SW 8 St. collector VI-15 I n iTable 2A page 5 NAME FROM TO CLASS TYPE LANES ADT PEAK HOUR /-------------- ------ ------- —------ -- DIRECT. 1986 VOLUME CAPACITY EXCESS V/C LOS NE 4 St. NE 79 St. NE 62 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NE 62 St. NE 54 St. Local collector UD 2 NS N/A N/A 1200 N/A N/A N/A NE 54 St. NE 36 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A NW 2 Ave. NW 79 St. NW 62 St. NW 62 St. NW 54 St. Local Local collector UD 2 NS 11054 951 1210 259 0.79 C collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 54 St. NW 46 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 46 St. NW 36 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 10 Ave. N. Corp. line NW 62 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 62 St. NW 54 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 54 St. NW 46 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 46 St. NW 36 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A NW 36 St. NW 20 St. Local collector UD 2 NS 8863 762 1210 448 0.63 B MW 20 St. NW 14 St. Local collector UD 4 NS N/A N/A 1920 N/A N/A N/A NW 14 St. MW 11 St. Local collector UD 4 NS 5404 465 1920 1455 0.24 A SW 22 Ave. Rd. Flagler St. SW 8 St. Local collector UD 4 NS N/A N/A 1920 N/A N/A N/A W 49 Ave. NW 7 St. Flagler St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A Flagler St. SW 8 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A W 69 Ave. NW 67 Ave. Flagler St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A Flagler St. SW 8 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A W 74 Ave. SW 71 Ave. SW 8 St. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A W 75 Ave. SW 71 Ave. SW 8 ST. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A SW 37 Ave. Ingraham Hwy S. Corp. line Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A N 62 St. Biscayne Blvd. NE 4 Ct. Local collector UD 4EW N/A N/A 1920 N/A N/A N/A NE 4 Ct. NE 2 Ave. Local collector UD 4 EW N/A N/A 1920 N/A N/A N/A NE 2 Ave. Miami Ave. Local collector UD 4 EW 14546 1251 1920 669 0.65 B Miami Ave. NW 2 Ave. Local collector UD 4 EW N/A N/A 1920 N/A N/A N/A NW 2 Ave. I-95 Local collector UD 4 EW N/A N/A 1920 N/A N/A N/A NE 17 St. Biscayne Blvd. Miami Ave. Local collector UD 2 EW N/A N/A 1210 N/A N/A N/A N 14 St. Biscayne Blvd. NW 7 Ave. Local collector UD 2 EW N/A N/A 1210 N/A N/A N/A NW 7 Ave. NW 12 Ave. Local collector UD 2 EW 19037 1637 1210 -427 1.35 F NW 12 Ave. NW 17 Ave. Local collector UD 2 EW 17980 1546 1210 -336 1.28 F NW 15 St. NW 14 St. NW 17 Ave. Local collector UD 2 EW N/A N/A 1210 N/A N/A N/A NW N River Drive NW 12 Ave. NW 17 Ave. Local collector UD 2 EW 11256 968 1210 242 0.80 C NW 17 Ave. NW 22 Ave. Local collector UD 2 EW 1749 150 1210 1060 0.12 A NW 22 Ave. NW 27 Ave. Local collector UD 2 EW N/A N/A 1210 N/A N/A N/A NW S River Drive NW 8 Ave. NW 12 Ave. Local collector UD 2 EW 1358 117 1210 1093 0.10 A N 11 St. Biscayne Blvd. Miami Ave. Local collector OW 2 WB N/A N/A 1360 N/A N/A N/A Miami Ave. NW 7 Ave. NW 7 Ave. NW N River Dr. Local Local collector collector OW OW 2 2 WB WB N/A N/A N/A N/A 1360 N/A N/A N/A 1360 N/A N/A N/A N 10 St. Biscayne Blvd. Miami Ave. Local collector OW 2 EB N/A N/A 1360 N/A N/A N/A Miami Ave. NW 7 Ave. Local collector OW 2 EB N/A N/A 1360 N/A N/A N/A NW 7 Ave. NW 8 St. Local collector OW 2 EB N/A N/A 1360 N/A N/A N/A SW 40 St. SW 27 Ave. US 1 Local collector UD 2 EB N/A N/A 1210 N/A N/A N/A Tigertail Ave. SW 17 Ave. SW 27 Ave. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A Grand Ave. Main Hwy. Mary St. Local collector UD 2 EW N/A N/A 1210 N/A N/A N/A Mary St. Grand Ave. S Bayshore Dr. Local collector UD 2 NS N/A N/A 1210 N/A N/A N/A a I ■ a I I I I I M I I I I q TABLE 3 CAPACITY ANALYSIS OF FUTURE ROADWAY SYSTEM WITHIN DOWNTOWN TRAFFIC IMPACT AREA (1992 Volumes) NAME FROM TO CLASS TYPE LANES/ ------ --------- ---PEAKHOUR ------------- ------ DIRECT. AM/PM VOLUME CAPACITY EXCESS V/C LOS McArthur Cswy E. Corp. line Biscayne Blvd. Ltd. access xpwy FW 3 EB PM 2331 5700 3369 0.4T A Dolphin Expy SR 836 Biscayne Blvd. I-95 Ltd. access xpwy FW FW 3 2 WB EB PM PM 1882 2798 5700 3800 3818 1002 0.33 0.74 A C FW 2 WB PM 3304 3800 496 0.87 D I-95 NW 27 Ave. Ltd. access xpwy FW 3 EB PM 3124 5700 2576 0.55 A FW 3 WB PM 5040 5700 660 0.88 D NW 27 Ave. NW 42 Ave. Ltd. access xpwy FW 3 EB PM 3713 5700 1987 0.65 B Biscayne Blvd. NE 62 St. NE 36 St. Major arterial FW DV 3 2 EB NB PM PM 5859 2147 5700 1800 -159 -347 1.03 1.19 F F NE 36 St. Dolphin Expy. Major arterial DV 2 NB PM 2122 1800 -322 1.18 F DV 2 SB PM 1259 1800 541 0.70 B Dolphin Exp. Port Blvd. Major arterial DV 4 NB PM 2333 2920 587 0.80 C DV 3 SB PM 1217 2280 1063 0.53 A Port Blvd. SE 2 St. Major arterial DV 4 NB PM 1839 2900 1081 0.63 B DV 4 SB PM 1477 2920 1443 0.51 A Brickell Ave. SE 2 St. SE 7 St. Major arterial UD 3 NB PM 1464 2785 1321 0.53 A UD 3 SB PM 1380 2785 1405 0.50 A SE 7 St. Richenbckr Csy. Major arterial DV 2 NB PM 693 1800 1107 0.39 A DV 2 SB PM 1981 1800 -181 1.10 F S. Dixie Hwy. I-95 SW 17 Ave. Major arterial DV 3 NB PM 2884 2785 -99 1.04 F DV 3 SB PM 4747 2785 -1962 1.70 F SW 17 Ave. SW 37 Ave. Major arterial DV 3 NB PM 2734 2785 61 0.98 E I-95 NW 79 St. SR 112 Ltd. access xpwy DV FW 3 5 SB NB PM PM 4478 9496 2785 9500 -1693 4 1.61 0.80 F C FW 5 SB PM 5462 9500 4038 0.59 A SR 112 SR 836 Ltd. access xpwy FW 5 NB PM 7582 9500 1918 0.99 E FW 5 SB PM 5637 9500 3863 0.87 D SR 836 SW 8 St. Ltd. access xpwy FW 3 NB PM 5622 5700 78 0.99 E FW 3 SB PM 4935 5700 765 0.87 D SW 8 St. US 1 Ltd. access xpwy FW 2 NB PM 2473 3800 1327 0.65 B FW 2 SB PM 4190 3800 -390 1.10 F NE 1 Ave. NE 17 St. Flagler St. Minor arterial UD 3 NB PM 2463 1920 -543 1.28 F UD 0 SB PM 0 0 0 N/A N/A NE 17 St. Flagler St. Minor arterial UD 3 NB AM 1105 1920 815 0.58 A UD 0 SB AM 0 0 0 N/A N/A Miami Ave. N 36 St. N 17 St. Minor arterial UD 2 NB PM 508 1360 852 0.37 A UD 2 SB PM 409 1360 951 0.30 A N 17 St. Flagler St. Minor arterial UD 0 NB PM 0 0 0 N/A N/A UD 3 SB PM 284 1920 1636 0.15 A Flagler St. S 15 Rd. Minor arterial UD 3 NB PM 812 2180 1368 0.37 A UD 3 SB PM 405 2180 1775 0.19 A S 15 Rd. Rickenbckr Csy. Minor arterial DV 2 NB PM 428 1800 1372 0.24 A J VI-17 1 I Table 3 Page 2 NAME FROM TO CLASS TYPE LANES/ -------PEAKHOUR - - DIRECT. AM/PM VOLUME CAPACITY EXCESS V/C LOS N 17 St. Flagler St. Minor arterial DV UD 2 0 SB NB PM AM 1490 0 1800 0 310 0 0.83 N/A D N/A NW 1 Ave. NW 20 St. Flagler St. local street UD 3 1 SB NB AM PM 559 119 1920 625 1361 506 0.29 0.19 AUD A W 2 Ave. NW 20 St. Flagler St. Minor arterial UD UD 1 1 SB NB PM PM 68 299 625 625 557 126 0.11 0.80 A C Flagler St. SW 7/8 St. Minor arterial UD UD 1 1 SB NB PM PM 108 593 625 625 517 32 0.17 0.95 A E Port Bridge Port of Miami Biscayne Blvd. Minor arterial UD DV 1 3 SB EB PM PM 763 1200 625 2280 -138 1080 1.22 0.53 F A N 6 St. Biscayne Blvd. I-95 Local collector DV UD 3 0 WB EB PM PM 0 0 0 0 -260 0 1.11 N/A F N/A Biscayne Blvd. I-95 Local collector UD UD 2 0 WB EB PM AM 370 0 1170 0 450 0 0.62 N/A B N/A N 5 St. Biscayne Blvd. I-95 Local collector UD UD 2 3 WB EB AM PM 370 1050 1170 1920 800 870 0.32 0.55 A A Biscayne Blvd. I-95 Local collector UD UD 0 3 WB EB PM AM 0 1229 0 1920 0 691 N/A 0.64 N/A B N 1 St. Biscayne Blvd. I-95 Local collector UD UD 0 0 WB EB AM PM 0 0 0 0 0 0 N/A N/A N/A N/A Biscayne Blvd. I-95 Local collector UD UD 2 0 WB EB PM AM 535 0 1170 0 635 0 0.46 N/A A N/A Flagler St. Biscayne Blvd. W 2 Ave. Local collector UD UD 2 0 WB EB AM PM 312 0 1170 0 858 0 0.27 A N/A N/A UD 2 WB PM 635 1170 517 0.56 A W 2 Ave. W 27 Ave. Local collector UD 1 EB PM 189 785 596 0.24 A UD 2 WB PM 1189 1360 T71 0.87 D Biscayne Blvd. W 2 Ave. Local collector UD 0 EB AM 0 0 0 N/A N/A S. 1 St. Biscayne Blvd. SW 2 Ave. Local collector UD UD 2 3 WB Eb AM PM 388 932 1170 1920 782 988 0.33 0.49 A A SW 2 Ave. SW 27 Ave. Local collector UD UD 0 3 WB EB PM PM 0 690 0 2180 0 1490 N/A 0.32 N/A A UD 0 WB PM 0 0 0 N/A N/A Biscayne Blvd. SW 2 Ave. Local collector UD 3 EB AM 1250 1920 670 0.65 B UD 0 WB AM 0 0 0 N/A N/A SW 2 Ave. SW 27 Ave. Local collector UD 3 EB AM 1191 2180 989 0.55 A NE 2 Ave. I-395 Flagler St. Minor arterial UD UD 0 0 WB NB AM PM 0 0 0 0 0 0 N/A N/A N/A N/A UD 3 SB PM 1075 1920 845 0.56 A I-395 Flagler St. Minor arterial UD 0 NB AM 0 0 0 N/A N/A S. 7 St. Brickell Ave. I-95 Major arterial UD UD 3 0 SB EB AM PM 2877 0 1920 -957 1.50 F 0 0 N/A N/A I-95 SW 27 Ave. Major arterial UD UD 3 0 WB EB PM PM 1653 0 2180 0 527 0 0.76 N/A C N/A Brickell Ave. I-95 Major arterial UD UD 3 0 WB EB PM AM 1186 2180 994 0.54 A UD 3 WB AM 655 2180 1525 0.30 "AA I-95 SW 27 Ave. Major arterial UD 0 EB AM 0 0 0 N/A N/A UD 3 WB AM 480 2180 1700 0.22 A VI-18 1'7 `;—1 3 { ; Table 3 Page 2 NAME FROM TO CLASS TYPE LANES/ PEAKHOUR DIRECT. AM/PM VOLUME CAPACITY EXCESS VIC LOS St. S. 8 Brickell Ave. I-95 Major arterial UD 4 EB PM 1043 3240 2197 0.32 A I-95 SW 27 Ave. Major arterial UD UO 0 4 WB EB PM PM 0 1186 0 3240 0 2054 N/A 0.37 N/A A Brickell Ave. I-95 Major arterial UD UD 0 4 WB EB PM AM 0 2170 0 3240 0 1070 N/A 0.67 N/A B I-95 SW 27 Ave. Major arterial UD UD 0 4 WB EB AM AM 0 1701 0 3240 0 7539 N/A 0.53 N/A A Coral Way Brickell Ave. SW 15 Rd. Major arterial UO UD 0 2 WB EB AM PM 0 371 0 1360 0 989 N/A 0.27 N/A A UD 2 WB PM 1449 1360 -89 1.07 F SW 15 Rd. SW 12 Ave. Major arterial DV 2 EB PM 417 1800 1385 0.23 A DV 2 WB PM 1227 1800 573 0.68 8 SW 12 Ave. SW 27 Ave. Major arrterial OV DV 2 2 EB WB PM PM 1496 1776 1800 1800 314 24 0.83 0.99 0 Bayshore Drive Richenbkr Csy. SW 27 Ave. Minor arterial DV 2 NB PM 660 1800 1140 0.37 E A DV 2 SB PM 1470 1800 330 0.82 D fl 1 -1 L! 1 VI-19 I r, I �J I TABLE 4 CAPACITY ANALYSIS OF FUTURE ROADWAY SYSTEM WITHIN DOWNTOWN TRAFFIC IMPACT AREA (1997 Volumes) NAME FROM TO CLASS TYPE LANES/ PEAKHOUR DIRECT. AM/PM VOLUME CAPACITY EXCESS V/C LOS McArthur Cswy. Dolphin Expy SR 836 i Biscayne Blvd. Brickell Ave. S. Dixie Hwy. I-95 NE 1 Ave. Miami Ave. E. Corp. line Biscayne Blvd. I-95 NW 27 Ave. NE 62 St. NE 36 St. Dolphin Expy. Port Blvd. SE 2 St. SE 7 St. I-95 SW 17 Ave. NW 79 St. SR 112 SR 836 SW 8 St. NE 17 St. NE 17 St. N 36 St. N 17 St. Flagler St. Biscayne Blvd. I-95 NW 27 Ave. NW 42 Ave. NE 36 St. Dolphin Expy. Port Blvd. SE 2 St. SE 7 St. Rickenbckr Csy SW 17 Ave. SW 37 Ave. SR 112 SR 836 SW 8 St. US 1 Flagler St. Flagler St. N 17 St. Flagler St. S 15 Rd. Ltd. access xpwy Ltd. access xpwy Ltd. access xpwy Ltd. access xpwy Major arterial Major arterial Major arterial Major arterial Major arterial Major arterial Major arterial Major arterial Ltd. access xpwy Ltd. access xpwy Ltd. access xpwy Ltd. access xpwy Minor arterial Minor arterial Minor arterial Minor arterial Minor arterial FW 3 EB PM 2409 5700 3291 0.42 A FW 3 WB PM 1942 5700 3758 0.34 A FW 2 EB PM 2909 3800 891 0.77 C FW 2 WB PM 3453 3800 347 0.91 E FW 3 EB PM 3213 5700 2487 0.56 A FW 3 WB PM 5182 5700 518 0.91 E FW 3 EB PM 3822 5700 1878 0.67 B FW 3 WB PM 6029 5700 -329 1.06 F DV 2 NB PM 2211 1800 -411 1.23 F DV 2 SB PM 1502 1800 298 0.83 D DV 2 NB PM 2186 1800 -386 1.21 F DV 2 SB PM 1297 1800 503 0.72 C DV 4 NB PM 2337 2920 583 0.80 C DV 3 SB PM 1219 2280 1061 0.53 A DV 4 NB PM 1843 2920 1071 0.63 B DV 4 SB PM 1477 2920 1443 0.51 A UD 3 NB PM 1468 2785 1317 0.53 A UD 3 SB PM 1389 2785 1396 0.50 A DV 2 NB PM 696 1800 1104 0.39 A DV 2 SB PM 1989 1800 -189 1.11 F DV 3 NB PM 2966 2785 -181 1.06 F DV 3 SB PM 4877 2785 -2092 1.75 F DV 3 NB PM 2803 2785 -18 1.01 F DV 3 SB PM 4605 2785 -1820 1.65 F FW 5 NB PM 9828 9500 1633 0.83 D FW 5 SB PM 5646 9500 3668 0.61 B FW 5 NB PM 7867 9500 -63 1.01 F FW 5 SB PM 5832 9500 631 0.89 D FW 3 NB PM 5763 5700 -63 1.01 F FW 3 SB PM 5069 5700 631 0.89 D FW 2 NB PM 2551 3800 1249 0.67 B FW 2 SB PM 4317 3800 -517 1.14 F UD 3 NB PM 2464 1920 -544 1.28 F UD 0 SB PM 0 0 N/A N/A UD 3 NB AM 1106 1920 814 0.58 A UD 0 SB AM 0 0 0 N/A N/A UD 2 NB PM 536 1360 824 0.39 A UD 2 SB PM 427 1360 933 0.31 A UD 0 NB PM 0 0 0 N/A N/A UD 3 SB PM 293 1920 1627 0.15 A UD 3 NB PM 820 2180 1360 0.38 A UD 3 SM PM 405 2180 1775 0.19 A VI-20 I Table 4 Page 2 NAME FROM TO CLASS TYPE LANES/ DIRECT. ------------- AM/PM VOLUME �-PEAKHOUR CAPACITY ------------------- EXCESS V!C LOS S 15 Rd. Richenbckr Csy. Minor arterial DV 2 NB PM 436 1524 1800 1800 1364 276 0.24 0.85 A D DV 2 SB PM AM 0 0 N/A N/A N 17 St. Flagler St. Minor arterial UD 0 NB 3 SB AM 562 1920 135 0.29 A NW 1 Ave. NW 20 St. Flagler St. Local Street UD UD 1 NB PM PM 32 132 625 625 493 551 0.2T 0.21 A A 2 Ave. NW 20 St. Flagler St. Minor arterial UD UD 1 SB 1 NB PM PM 508 130 625 625 1T7 495 0.81 0.21 D A W Flagler St. SW 7/8 St. Minor arterial Up UD 1 SB 1 NB PM PM 595 769 625 625 30 -144 0.95 1.23 E F Port Bridge Port of Miami Biscayne Blvd. Min or arterial UD DV 1 SB 3 EB 3 WB PM PM 540 2540 2280 2280 260 1-26 0.11 l. A F N 5 St. Biscayne Blvd. I-95 Local collector OV UD 0 EB 2 WB PM PM p 736 Q 1170 0 434 N/A 0.63 N/A B Biscayne Blvd. I-95 Local collector UD UD UD 0 EB 2 WB AM AM 0 382 0 1170 0 788 N/A 0.33 N/A A 5 St. Biscayne Blvd. I-95 Local collector UD 3 EB WB PM PM 1054 0 1920 0 866 0 0.55 N/A A N/A N Biscayne Blvd. I-95 Local collector UD UD 0 3 EB AM AM 1240 0 1920 0 680 0 0.65 N/A B N/A N 1 St. Biscayne Blvd. I-95 Local collector UD UD UD 0 WB 0 EB 2 WB PM PM 0 546 0 1170 0 624 N/A 0.47 N/A A Biscayne Blvd. I-95 Local collector UD Up 0 EB 2 WB AM AM 0 316 0 1170 0 854 N/A 0.27 N/A A Flagler St. Biscayne Blvd. W 2 Ave. Local collector UD UD 0 EB 2 WB PM PM 0 653 0 1170 0 517 N/A 0.56 N/A A W 2 Ave. W 27 Ave. Local collector UD 1 2 WB PM 1246 1360 114 0.92 E Biscayne Blvd. W 2 Ave. Local colletor UD 0 2 WB AM 388 1179 0 782 N/A 0.33 N/A A S. 1 St. Biscayne Blvd. SW 2 Ave. Local collector UD 3 EB 0 WB PM PM 937 0 1920 0 983 0.49 N/A SW 2 Ave. SW 27 Ave. Local collector UD UD 3 EB PM 719 0 2180 0 14611 0%33 NSA Biscayne Blvd. SW 2 Ave. Local collector UD UD 0 WB 3 EB 0 WB PM AM AM 0 0 0 0 0 0 N/A N/A N/A N/A SW 2 Ave. SW 27 Ave. Local collector UD UD 3 EB AM AM 1246 0 2180 0 934 0 0.57 N/A A N/A NE 2 Ave. 1-395 Flagler St. Minor arterial UD UD UD 0 WB 0 NB 3 SB PM PM 0 llll 0 1920 Q 809 N/A 0.58 N/A A 1-395 Flagler St. Minor arterial UD UD 0 NB 3 SB AM AM 0 2963 0 1920 0 -1043 N/A 1.54 NIA F S. 7 St. Brickell Ave. I-95 Major arterial UD UD 0 EB 3 WB PM PM 0 1654 0 2180 0 536 N/A 0.76 N/A C I-95 SW 27 Ave. Major arterial UD UD 0 EB 3 WB PM PM 0 1216 0 2180 0 964 N/A 0.56 N/A A Brickell Ave. 1-95 Major arterial UD UD 0 EB 3 WB AM AM 0 656 0 2180 0 1524 N/A 0.30 N/A A VI-21 I I Table 4 Page 3 NAME FROM TO CLASS TYPE LANES/ DIRECT. ------------------PEAKHOUR AM/PM VOLUME CAPACITY ------------- EXCESS V/C LOS I-95 SW 27 Ave. Major arterial UD 0 EB AM 0 0 0 N/A N/A S. 8 St. Brickell Ave. I-95 Major arterial UD UD 3 4 WB EB AM PM 492 1044 2180 3240 1688 2196 0.23 0.32 A A I-95 SW 27 Ave. Major arterial UD UD 0 4 WB EB PM PM 0 1220 0 3240 0 2020 N/A 0.38 N/A A Brickell Ave. I-95 Major arterial UD UD 0 4 WB EB PM AM 0 2173 0 3240 0 1067 N/A 0.67 N/A B I-95 SW 27 Ave. Major arterial UD UD 0 4 WB EB AM AM 0 1748 0 3240 0 1492 N/A 0.54 N/A A Coral Way Brickell Ave. SW 15 Rd. Major arterial UD UD 0 2 WB EB AM PM 0 373 0 1360 0 987 N/A 0.27 N/A A SW 15 Rd. SW 12 Ave. Major arterial UD DV 2 2 WB EB PM PM 1453 429 1360 1800 -93 1371 1.07 0.24 F A SW 12 Ave. SW 27 Ave Major arterial DV DV 2 2 WB EB PM PM 1262 1530 1800 1800 538 270 0.70 0.85 B 0 Bayshore Drive Rickenbkr Csy. SW 27 Ave. Minor arterial DV DV 2 2 WB NB PM PM 1828 680 1800 1800 -28 1120 1.02 0.38 F A DV 2 SB PM 1515 1800 285 0.84 D I 1 VI-22 TABLE 5 CAPACITY ANALYSIS OF FUTURE ROADWAY SYSTEM WITHIN DOWNTOWN TRAFFIC IMPACT AREA (2007 Volumes) NAME FROM TO CLASS TYPE LANES/ PEAK HOUR ----------------- ------------- DIRECT. AM/PM AM/PM VOLUME CAPACITY EXCESS V/C LOS McArthur Cswy. E. Corp. line Biscayne Blvd. Ltd. access xpwy FW 3 EB PM 2544 5700 3156 0.45 A Dolphin Expy SR 836 Biscayne Blvd. I-95 Ltd. access xpwy FW FW 3 2 WB EB PM PM 2042 3112 5700 3800 3658 688 0.36 0.82 A D FW 2 WB PM 3747 3800 53 0.99 E I-95 NW 27 Ave. Ltd. access xpwy FW 3 EB PM 3365 5700 2335 0.59 A FW 3 WB PM 5428 5700 272 0.95 E NW 27 Ave. NW 42 Ave. Ltd. access xpwy FW 3 EB PM 4005 5700 1695 0.70 B Biscayne Blvd. NE 62 St. NE 36 St. Major arterial FW DV 3 2 WB NB PM PM 6320 2322 5700 1800 -620 -522 1.11 1.29 F F DV 2 SB PM 1576 1800 224 0.88 D NE 36 St. Dolphin Expy Major arterial DV 2 NB PM 2300 1800 -500 1.28 F OV 2 SB PM 1363 1800 437 0.76 C Dolphin Expy Port Blvd. Major arterial DV 4 NB PM 2348 2920 572 0.80 D DV 3 SB PM 1248 2280 1032 0.55 A Port Blvd. SE 2 St. Major arterial DV 4 NB PM 1853 2920 1067 0.63 8 Brickell Ave. SE 2 St. SE 7 St. Major arterial DV UD 4 3 SB NB PM PM 1501 1478 2920 2785 1419 1307 0.51 0.53 A A UD 3 SB PM 1412 2785 1373 0.51 A SE 7 St. Rickenbckr Csy. Major arterial DV 2 NB PM 706 1800 1094 0.39 A S. Dixie Hwy. I-95 SW 17 Ave. Major arterial DV DV 2 3 SB NB PM PM 2011 3105 1800 2785 -211 -320 1.12 1.11 F F DV 3 SB PM 5105 2785 -2320 1.83 F SW 17 Ave. SW 37 Ave. Major arterial DV 3 NB PM 2938 2785 -153 1.05 F I-95 NW 79 St. SR 112 Ltd. access xpwy OV FW 3 5 SB NB PM PM 4826 10408 2785 9500 -2041 IT19 1.73 0.88 F D FW 5 SB PM 5965 9500 3329 0.65 B SR 112 SR 836 Ltd. access xpwy FW 5 NB PM 8381 9500 -375 1.07 F FW 5 SB PM 6171 9500 407 0.93 E SR 836 SW 8 St. Ltd. access xpwy FW 3 NB PM 6075 5700 -375 1.07 F FW 3 SB PM 5293 5700 407 0.93 E SW 8 St. US 1 Ltd. access xpwy FW 2 NB PM 2687 3800 1113 0.7T C NE 1 Ave. NE 17 St. Flagler St. Minor arterial FW UD 2 3 SB NB PM PM 4541 2465 3800 1920 -741 -545 1.20 1.28 F F UD 0 SB PM 0 0 0 N/A N/A NE 17 St. Flagler St. Minor arterial UD 3 NB AM 1109 1920 811 0.58 A UD 0 SB AM 0 0 0 N/A N/A Miami Ave. N 36 St. N 17 St. Minor arterial UD 2 NB PM 590 1360 770 0.43 A UD 2 SB PM 459 1360 901 0.34 A N 17 St. Flagler St. Minor arterial UD 0 NB PM 0 0 0 N/A N/A UD 3 SB PM 309 1920 1611 0.16 A Flagler St. S 15 Rd. Minor arterial UD 3 NB PM 832 2180 1348 0.38 A UD 3 SB PM 405 2180 T775 0.19 A S 15 Rd. Rickenbckr Csy. Minor arterial DV 2 NB PM 450 1800 1350 0.25 A DV 2 SB PM 1580 1800 220 0.88 a. N. 17 St. Flagler St. Minor arterial UD 0 NB AM 0 0 0 N/r '•;`- VI-23 UD 3 SB AM 569 1920 1351 0.30 A I Table 5 Page 2 NAME FROM TO CLASS TYPE LANES/ -----------------PEAK HOUR ------------ DIRECT. AM/PM AM/PM VOLUME CAPACITY EXCESS V/C LOS NW 1 Ave. NW 20 St. Flagler St. Local street UD 1 NB PM 162 625 463 0.26 A UD 1 SB PM 86 625 539 0.14 A W 2 Ave. NW 20 St. Flagler St. Minor arterial UD 1 NB PM 529 625 96 0.85 0 UD 1 SB PM 178 625 447 0.28 A Flagler St. SW 7/8 St. Minor arterial UD 1 NB PM 600 625 25 0.86 E UD 1 SB PM 781 625 -156 1.25 F Port Bridge Port of Miami Biscayne Blvd. Minor arterial DV 3 EB PM 1200 2280 1080 0.53 A DV 3 WB PM 2540 2280 -260 1.11 F N 6 St. Biscayne Blvd. I-95 Local collector UD 0 EB PM 0 0 0 N/A N/A UD 2 EB PM 734 1170 436 0.63 B Biscayne Blvd. I-95 Local collector UD 0 EB AM 0 0 0 N/A N/A UD 2 WB AM 409 1170 761 0.35 A N 5 St. Biscayne Blvd. I-95 Local collector UD 3 EB PM 800 1920 1120 0.42 A UD 0 WB PM 0 0 0 N/A N/A Biscayne Blvd. I-95 Local collector UD 3 EB AM 1262 1920 658 0.66 B UD 0 WB AM 0 0 0 N/A N/A N 1 St. Biscayne Blvd. I-95 Local collector UD 0 EB PM 0 0 0 N/A N/A UD 2 WB PM 561 1170 609 0.48 A Biscayne Blvd. I-95 Local collector UD 0 EB AM 0 0 0 N/A N/A UD 2 WB AM 326 1170 844 0.28 A Flagler St. Biscayne Blvd. W 2 Ave. Local collector UD 0 EB PM 0 0 0 N/A N/A UD 2 WB PM 665 1170 505 0.57 A W 2 Ave. W 27 Ave. Local collector UD 1 EB PM 202 785 583 0.26 A UD 2 WB PM 1362 1360 -2 1.00 E Biscayne Blvd. W 2 Ave. Local collector UD 0 EB AM 0 0 0 N/A N/A UD 2 WB AM 388 1170 782 0.33 A S. 1 St. Biscayne Blvd. SW 2 Ave. Local collector UD 3 EB PM 947 1920 973 0.49 A UD 0 WB PM 0 0 0 N/A N/A SW 2 Ave. SW 27 Ave. Local collector UD 3 EB PM 772 2180 1408 0.35 A Q UD 0 WB PM 0 0 0 N/A N/A it Biscayne Blvd. SW 2 Ave. Local collector UD 3 EB AM 1283 1920 637 0.67 B UD 0 WB AM 0 0 0 N/A N/A SW 2 Ave. SW 27 Ave. Local collector UD 3 EB AM 1351 2180 829 0.62 B UD 0 WB AM 0 0 0 N/A N/A NE 2 Ave. I-395 Flagler St. Minor arterial UD 0 NB PM 0 0 0 N/A N/A UD 3 SB PM 1440 1920 480 0.75 C I-395 Flagler St. Minor arterial UD 0 NB AM 0 0 0 N/A N/A UD 3 SB AM 3158 1920 -1238 1.64 F S. 7 St. Brickell Ave. I-95 Major arterial UD 0 EB PM 0 0 0 N/A N/A UD 3 WB PM 1658 2180 522 0.76 C I-95 SW 27 Ave. Major arterial UD 0 EB PM 0 0 0 N/A N/A UD 3 WB PM 1269 2180 911 0.58 A Brickell Ave. I-95 Major arterial UD 0 EB AM 0 0 0 N/A N/A UD 3 WB AM 657 2180 1523 0.30 A I-95 SW 27 Ave. Major arterial UD 0 EB AM 0 0 0 N/A N/A UD 3 WB AM 514 2180 1666 0.24 A Brickell Ave. I-95 Major arterial UD 4 EB PM 1047 3240 2193 0.32 A UD 0 WB PM 0 0 0 N/A N/A I-95 SW 27 Ave. Major arterial UD 4 EB PM 1277 3240 1963 0.39 A 1 UD 0 WB PM 0 0 0 N/A N/A a I Table 5 Page 3 NAME FROM TO CLASS TYPE LANES/ ------------------PEAK HOUR -----_------------ DIRECT. AM/PM VOLUME CAPACITY EXCESS V/C LOS Brickell Ave. I-95 Major arterial UD 4 EB AM 2184 3240 1056 0.67 B UD 0 WB AM 0 0 0 N/A N/A I-95 SW 27 Ave. Major arterial UD 4 EB AM 1827 3240 1413 0.56 A UD 0 WB AM 0 0 0 N/A NIA Coral Way Brickell Ave. SW 15 Rd. Major arterial UD UD 2 EB 2 WB PM PM 377 1462 1360 1360 983 -102 0.28 1.08 A F SW 15 Rd. SW 12 Ave. Major arterial DV 2 EB PM 449 1800 1351 0.25 A DV 2 WB PM 1322 1800 478 0.73 C SW 12 Ave. SW 27 Ave. Major arterial DV 2 EB PM 1604 1800 196 0.89 D DV 2 WB PM 1916 1800 -116 T.06 F Bayshore Drive Rickenbkr Csy. SW 27 Ave. Minor arterial DV 2 NB PM 716 1800 1084 0.40 A DV 2 SB PM 1595 1800 205 0.894 0 A l� I A C I N In f � N Se �1 o a 1 = IA =' m $ S W 67 AVE E i t1 O o rrc s ., - In �i m 1 z n ic o Sw 62 AVE 010101 1010 rn �n r tA g in S W 57 AVE �t A N � h a n S w 49 AVE m In i i o m M N Sw 42 AVE o f o 1 Sw 37 AVE s SN 44.1 k�2 N W 27 AVE a z 6 z N V z z N W 22 AVE °� • � ppE�� N f � N H N y N W I7 &E z NWI2AVE >E _ � = NWIOAvEN y N*7 AVE 1 95 N w 2 AVE MIAMI AVE --�� 1■1■1■ 10110MINI■ I 1 NE 2 AVE NE 4 C1 BISCAYNE BLVD c N pZQI l y =N r N MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN one mile CITY OF MIAMI PLANNING DEPARTMENT PREPARATION OF THIS MAP NAS AIDED THH;JJ11H FINANCIAL AStiISTANCE HECEr/Ep FHOM THE STATE OF FLOIIIDA TINDER THE LOCAL GOsEH'IAIENI COMPREHENSIVE PLANNING ASSI;TANCF PHO(1HAM AUTFiORIZFF) IT CHAPTF11 Rt• 167LA,W; OF FI(IIIII)A AND A1)tARIISTF11F1) R, I H F FL0RIDA F)EPAHTMENT OF I'ORIt.11INIIY AFFA111C AM AM AM Joao S W 7AVE I SW 74 AVE S.W 71 AVE S W 69 AVE S W 67 Arf m .. S W 62 AVE s_ S w S7 AVE m S W 49 AVE S w 47 AVE LA S W 42 AVE , P • / f�f 0 N W 72 AVE m v 2 2 {A m ri a r■ 1 O [ •.r Z/� [ ! •.1 0 .,,... , m cn • O Z s ''maAy f W 00 tJl CD co v z z E t f 4+ N V LA 17 A.F N W 12 AYE N W 10 A.E N W 7 AVE 19` N W 2 AVE MI AM. A'.E N E 2 AVE N E 4 CT SiSCAV P1 `r _� NE 10AVE S W 75 AVE I SW 744VE S W 71 AVE S W 69 AVE QQQ S W 67 4VF .. S W 62 AVE m_ s S W 57 AVE N ti S W 49 AVE SIN 47 AVE N c W e•l w..r N W 27 AVE z z f r a u� a � ti ti z z z £ f yIA IA y NW 17 AVE NW 12 AVE N W 10 AVE NW 7 AVE i 95 N W 2 AVE MIAMI AVE N E 2 AVE N E 4 Ci BISCAYNE BtvE ('� N E 10 AVE MOM mama ==- ...M M. �1 * ? �! / mama.._ .. ,. ,. ,.._ mama . T D M • IY 1 SW 75 AVE SW 74 AVE D S.W 71 AVE NW 72 AVE m 0 { SW 69 AVE . ��• ^ Z- s W 67 AVE z s m - /T� !r Y � � •rrp 111 .•1 � Id � ueu •.� o s w 62 AVE o" m ca 17.rt SW 51 AVE ,1 m Mr O m 2 A co• W SW 49 AVE Z F. ; Ul S w 47 AYE r a m C v S W 42 AVE -' N W 27 AVE 2 z e v Z z z 3E F f 1 ti 1 4VF 1 1 1 �IN N N w 2 AVE NW 10 AJE N W 7 AVE 9� NW 2 AVE MIAMI AVE N E 2 AVE N E • CT BISCMW gtVf 0 n N E 10 AVE SW 75 AVE SW 74 AVE S.W 71 AVE S W 69 AVE S w 67 AvF S W 62 AVE s Sw 'S7 AVE m CA SW 49 AVE Sw 47 AVE S W 42 AVE n m a '4 N N W 72 AVE n m O 2 Z ,A m m 51 r A D , I -n i o n �.� .. O bIIW m tot , n.. Z QIQ111� mill ; ° m - k\ : , CD i O Z i "1 A.E dMIM6 mom doom ,�. M•. fir. ,box I I I N z m g 1 0 2 Muni �; �m N m can S Z A D m D m !I rn a M ; t U1In o n Dy x r m x I m N y f D N S w 42 AVE. N.W. 27 AVE. A z z V a N � ~ y z = E B H N w. 17 AVE. z N.M! 12AVE. 0 at NMI 10 AVE.u1 N w 7 AVE. 1.96 N.W 2 AVE. MIAMI AVE WE 2 AVE. IN M N1.4 Cl BISCAYNE BLVD dmML- 80106 dMm 006 WFIL, AUL. MILW WILW I.,,--,' - --- -- - S W 75 AVE SW 74 AVE S.W 71 AVE S W 69 AVE SW 67 AVE GO co C) CR S W 62 AVE SW 57 AVE CD Ln SW 49 AVE 5W 47 AVE z S W 42 AVE I all 10 rl N NW 72 AVE w O W 72 AVE z N h 27 :-t A. f co 51 co co > z > cn M 00z 0 > 0 --Di Ul o z 0 TO 0 M cn z O N x 12 ,E NA7 ArE , N 2 A'. L M AV A.. N E 2 A,,E j lj,4 Ht* f 4 Z? E ID A. E ................... ................... EXPLANATORY NOTE TRAFFIC CIRCULATION ELEMENT Reproduced on the following pages is the data and analysis section of the Traffic Circulation Element for the Miami urbanized area as prepared by Metropolitan Dade County, the local government empowered to prepare and require compliance with the Transportation Plan for the county, including the territory within municipalities. The Traffic Circulation Element is in two parts: o COMPONENTS TO BE ADOPTED, including Goals, Objectives and Policies. This part is included in Volume II of the Miami Comprehensive Neighborhood Plan; o SUPPORT COMPONENTS, which contains data and analyses and is reproduced in this volume. �4 1 p q p p O 5 E D TRAFFIC CIRCULATION ELEMENT YEAR 2000 AND 2010 COMPREHENSIVE DEVELOPMENT MASTER PLAN METRO-DADE COUNTY, FLORIDA A P R I L 1 8 8 8 METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-35 METROPOLITAN DADE COUNTY BOARD OF COUNTY COMMISSIONERS Stephen P. Clark, Mayor Barry D. Schreiber Harvey Ruvin Jorge Valdes James F. Redford, Jr. Barbara M. Carey Beverly Phillips Sherman S. Winn Clara Oesterle METROPOLITAN DADE COUNTY PLANNING ADVISORY BOARD Lester Goldstein, Chairman Julio Jo, Vice -Chairman General Robert A. Ballard Leo Bellon Carol Brannock Armando Cazo Scott Notowitz Maria Victoria Prado Ernest Sidney Reginald R. Walters, Executive Secretary TABLE OF CONTENTS Page SUPPORT COMPONENTS BACKGROUND........................................................ 25 Traffic Circulation in Planning .............................. 26 INVENTORYOF EXISTING SYSTEM ...................................... 29 Traffic Circulation Network .................................. 29 Airport, Seaports, and Rail Lines 32 Non -Motorized Facilities ..................................... 32 ANALYSIS OF EXISTING SYSTEM ....................................... 37 Level of Service .......................... 37 Existing System Deficiencies .............. ................... 39 Programmed Capacity Improvements 1988-1992 ................... 41 HighAccident Locations ...................................... 45 FUTURE TRAFFIC CIRCULATION NEEDS .................................. 47 Future Population, Employment, and Land Use Trends ........... 49 Future Traffic Circulation Needs 49 Future Traffic Circulation Map Series ........................ 59 CONCLUSIONS....................................................... 63 POLICY FRAMEWORK - TRAFFIC CIRCULATION 65 State Comprehensive Plan ..................................... 69, Regional Policy Plan ......................................... 71 Rule 9J-5.................................................... 75 1975-79 CDMP................................................. 77 LISTOF SOURCES ................................................... 83 METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT IAPRIL 19aa1 VI-36 LAI IFigure d I C ii LIST OF FIGURES SUPPORT COMPONENTS 4 Roadway Functional Classification - 1987 .............. 5 Limited Access Roadway Facilities - 1987 .............. 6 Roadway Lanes - 1987.................................. 7 Airport, Seaport and Dail Lines .................... 0.. 8 Major Existing Bikeways - 1986 ........................ 9 Level of Service - 1986 ............................... 10 Year 2005 Projected Level of Service on Arterial Highways .................................. 11 Current Projections of Population and Employment for Year 2000...................................... 12 Planned Year 2010 Roadway Network ..................... 13 Changes Between Proposed Plan (2010) and Adopted Plans (2005) ............................... 14 Roadway Functional Classification - 2010 .............. 15 Limited Access Roadway Facilities - 2010 .............. LIST OF TABLES Table 1 Peak Hour Roadway Capacities for LOS "E" .............. 2 Programmed Capacity Improvements 1988-1992 ............ 3 High Accident Locations in Dade County 1986 ........... 4 Traffic Circulation Improvement Needs 1994, 2000, 2010......................................... Page 30 31 33 34 35 40 48 50 51 53 60 61 Page 38 42 46 54 SUPPORT COMPONENTS OF THE TRAFFIC CIRCULATION ELEMENT The following materials are included in the CDMP as support components. These materials are not adopted for implementation as the local compre- hensive plan, but are included to provide the reader with necessary background and perspective to enable a better understanding of the adopted components and their bases. These support components are, in many instances, a summarization of more extensive documentation utilized in the preparation of the Element. Where appropriate, references to other support documents are included. METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-37 ri — '7 i i i BACKGROUND The purpose of the Traffic Circulation Element is to provide an overview of the existing traffic circulation system in Dade County, both motorized and non -motorized, and examine current system deficiencies, based on the best available data and identify the necessary improvements to alleviate congestion. Based upon anticipated growth in population and future travel demand and traffic conditions, a Year 2010 highway network is recommended to meet the transportation needs of Dade County. Land use and transportation systems have a high degree of interdependency in that changes in one often have a direct and immediate effect on the other. Improvements in transportation systems can serve as an impetus to intensification of adjacent land uses, in turn, the buildup of an area can overload existing transportation facilities, forcing their improve- ment and the possible initiation of another development cycle brought on by the improvement in the transportation network. Due to this inherent relationship between land use and the need for access, the Traffic Circulation Element, as a component of the overall Comprehensive Development Master Plan (CDMP), plays a vital role in the development and implementation of the other Plan elements. While recog- nizing that each element of the CDMP attempts to integrate a variety of physical, social and economic needs of the County, it is the Land Use Element and the Traffic Circulation Element that are the fundamental units from which the other elements emerge. Dade County is a transportation oriented community. Since its major growth coincided with the growth of automobile ownership, its configura- tion was designed to accommodate this mode of transportation, resulting in a high degree of urban sprawl and congestion today. Metropolitan Dade County's rapid population growth in the 1970's tested the ability of the road network to provide adequate levels of accessibility for intra-urban travel despite the extensive construction of expressways, and the con- struction of heavy rail rapid transit (Metrorail) which began in late 1970's with service starting in 1984. The addition of new facilities to the transportation network has not kept pace with the County's growth rate and the maiority of arterial streets continue to operate over desired capacity. The overall transportation planning process in Dade County is carried out among various federal, state, regional, county and municipal agencies working cooperatively under the aegis of the Metropolitan Planning Organization for the Miami Urbanized Area (MPO). The MPO ensures that highways, mass transit and other transportation facilities are coordi- nated and planned in relation to the comprehensive planned developement of the urbanized area. In Dade County, the Board of County Commissioners serves as the governing board of the MPO. The Transportation Planning Council (TPC) is responsible for advising the MPO on technical matters relating to the transportation planning and programming process. The TPC is composed of various directors from County departments, senior District staff of the Florida Department of Transportation (FDOT), and concerned federal agencies such as the Federal Highway Administration (FHWA). Public involvement in the transportation planning process, as prescribed by federal regulation is conducted through the Citizens Transportation Advisery Committee (CTAC). The CTAC is composed of private citizens appointed by the M.PO representing a cross section of community interests in transportation planning and is responsible for providing timely input to the transportation planning process through the TPC to the MPO. The South Florida Regional Planning Council (SFRPC) composed of commis- sioners from Dade, Broward and Monroe Counties monitors the Transporta- tion Plan development to ensure that plans and programs developed by the MPO will be consistent with the plans of the other counties in its multi -county jurisdiction. Particularly, the SFRPC reviews the Transpor- tation Improvement Program (TIP) for consistency with regional goals and policies. Through its Development of Regional Impact (DRI) review process the SFRPC, as a condition of its approval, ensures that there are adequate road improvements to serve such development plans. In Metropolitan Dade County the Public Works Department (DCPW), as defined by Article XIV of the Dade County Code, has the responsibilitv to "Plan, design, construct and maintain all arterial and other roads, bridges, tunnels, canals, and other related facilities in the unincorpor- ated area of the County..." The county's financial contribution to the road building program comes from bonds, secondary gas tax, vehicle license fees, the general fund, and other sources to varying degrees depending on the nature of the project. The planning responsibilities are shared by county agencies through the coordination implicit in the TPC. The 25 municipalities in Dade County are each responsible for those roads passing through their jurisdiction that are neither state or county roads. These are city collector roads which link local roads to provide intra - neighborhood circulation. Traffic Circulation Planning Dade County has been planning for its transportation needs and attempting to achieve a balanced transportation system for several decades. Many roads and expressways have been built over the years, as well as an advanced rapid transit system and a downtown people mover system. However, the metropolitan area's continued growth and dispersed pattern of urbanization constantly challenges the County's ability to keep up with the travel demand needs. This section briefly_ reviews the ongoing planning efforts. The "Lon¢ Ranee Element of the Year 2005 Metro -Dade Transportation Plan: Improvement Priorities" adopted by the MPO in July 1983, nereina:ter referred to as the Long Range Element) and subsequentiv revised from time to time, is the long range transportation plan for Metropolitan :;ade County. The Long Range Element, an adopted ancilia r: component c: the 1_983 CDMP as amended, indicates the transportaticr, investments f_r the twenty year period required to meet crucial highwav and mass transit METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-38 S�-, 14, transportation needs necessary for achieving personal mobility, land use, environmental, and economic development objectives of the metropolitan area. The adopted document is a synthesis of the detailed description of the technical analysis entitled Year 2005 Metro -Dade Transportation Plan: 1984 Update, Volume 1, (hereinafter referred to as the Transporta- tion Plan). The Long Range Element and its supporting technical docu- ment, the Transportation Plan, serve as the basis for the Traffic Circulation Element. The recommended highway improvements in the Long Range Element were analyzed and phased to respond to existing and near term traffic defi- ciencies. Accordingly, improvements were classified into four priority categories. Priority 1-- Improvements to be constructed and opened to traffic by the Year 1990; Priority 2-- Improvements projected to take place between the year 1990 and 1995; Priority 3-- Improvements to be made between the year 1995 and 2000; and, Priority 4-- Improvements to be made in the latter part of the plan horizon, after the year 2000. The Long Range Element undergoes an annual reappraisal to keep it updated in conjunction with CDMP amendments, changes in land use activities, County Commission approved development orders, and changing travel patterns. The preparation of the Metro -Dade 2010 Transportation Plan by the MPO is currently underway and is expected to be completed by late 1989. A discussion regarding the 2010 update and its impact on the Traffic Circulation Element is addressed later in this chapter. The current plans for the existing traffic circulation system include those improvement projects programmed for implementation in next five years. These are specified in the Five -Year Transportation Improvement Program (TIP). The TIP is a major document of the MPO prepared every year to fulfill the requirements of the U.S. Department of Transportation (USDOT), which provides that as a condition to receive federal funding each urbanized area will have a continuing planning process that results in plans and programs consistent with the comprehensively planned devel- opment of the urbanized area. The priorities established by the TIP express the policy decision of the MPO as to the order in which transpor- tation improvements from the adopted Long Range Element will be advanced during the program period. Also included among the projects scheduled in the TIP, after review and approval by the TPC and the MPO, respectively, are those projects from the FDOT District VI Five Transportation Plan. INVENTORY OF EXISTING SYSTEM This Chapter providers an overview of various characteristics of the traffic circulation system. These include roadway functional classifica- tion, limited access facilities, and number of roadway lanes. Other transportation modes such as airports, rail lines, port, and non -motorized facilities have also been inventoried. Traffic Circulation Network The functional classification of public roads is the responsibility of FDOT pursuant to Chapter 14-12 F.A.C. Based on quantitative criteria including traffic volume, route length, truck volume, mobility, land access, and other significant factors, roads are functionally classified as either urban or rural principal arterial, minor arterial, collector, and local roads. These roads are then assigned to the State Highway System, the Countv Road System or the City Street System. At least once every five vears FDOT evaluates and functionally classifies each road and assigns each road to the appropriate system. Under this functional classification, an arterial road is defined as a route providing service which is relatively continuous and of relatively high traffic volume, long trip length, and high operating speed. On the State system princi- pal and minor arterial roads provide regional and areawide accessibility, as well as access to major traffic generators. In addition, every U.S. numbered highway is an arterial road. Some 555 miles of rural and urban principal and minor arterial roads are included in the State Highway Svstem in Dade County. Minor arterial roads on the County system, usually section line roads, are designed to provide major connecting links to arterials on the State system. Approximately 183 miles of minor arterial roads are maintained by the County. A collector road is a roadway providing service which is of relatively moderate traffic volume, moderate trip length, and moderate operating speed. County collector roads such as most half -section roads, provide for collection and distribution of traffic between local roads and arterials. Some 272 miles of County rural and urban collector roads are included in this category. Figure 4 shows the 1987 functional classifi- cation of Dade County's road system based on FDOT's 1987 Dade Countv Functional Classification. For purposes of this Traffic Circulation Element all urban and rural principal and minor arterial roads on the State system, including expressways, interstate highways, and other major arterials are shown as arterials. All urban and rural roads on the Countv system are shown as either minor arterials or collectors. Also included are a limited number of city collectors selected for their importance in providing continuity and access to arterials. A limited access facility is a type of arterial roadwa.- especially; designed for through traffic, and over, from, or to which owners or occupants of abutting land or other persons have no treater than a limited right cr easement of access. These facilities include e:•:;)ress— uays or interstate hizhways. Figure 5 shows the e%istin.� :v0' :imited access roadway facilities in Dade Countv. METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-39 list r a PIP I IN - I= MUM Malumilsol NOW p- mommilog. OWN SINK 91 w2m mm win . . . . . . 0505,NW NAVA M miss, LIMITED ACCESS ROADWAY FACILITIES-1987 UNTMO ACCESS ROADWAYS -TS L IRS . ­Z7 ....... INTERCHANGES WITH SURFACE STREETS METRO DADE CCUNry PLANNING DEPT METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1998) VI-40 T} 3 t The number of roadway lanes is an important statistic when determining roadway capacity and the level of congestion on various roadway segments during the peak hours of the day. Number of lanes is the primary deter- minant of capacity, while the degree of congestion is in turn estimated by comparing the amount of traffic with roadway capacity. Figure 6 depicts the existing number of lanes on arterial, collector and other significant roads in the Metropolitan Dade Countv. Airports, Seaport, and Rail Lines Figure 7 identifies the location of various airports, the seaport and rail lines in relationship to the highway transportation network. The Aviation and Port Elements provide a more detailed discussion of airport and port accessibility. Similarly, the Mass Transit Element provides more information about the Metrorail rapid transit system. Dade Countv is served by two railroad freight operations, the Florida East Coast Railroad (FEC) and the CSX Transportation, formerly the Seaboard Coastline Railroad (SCL). Figure 7 shows the alignment of the mainlines of both railroads. The FEC and CSX provide service to the Port of Miami and Miami International Airport, and the CSX carries passengers j as part of the Amtrack system. In order to provide for maintenance of traffic during the reconstruction of I-95 a tri-county commuter rail project called Tri-Rail is planned to j operate on the CSX tracks by November 1988. The 66 mile system will operate between Palm Beach, Broward, and Dade Counties during the peak morning and afternoon rush hours Monday through Friday, and provide commuters with an alternative to travel along the I-95 corridor. Tri-Rail will make 15 stops between West Palm Beach and Miami International Airport and tie into Dade County's Metrorail system at Northwest 79 Street. Tri-Rail will operate under the direction of the Tri-County Commuter Rail Organization (TCRO), a regional policy body comprised of elected officials from Dade, Broward and Palm Beach Counties. A complete description of this facility can be found in the Mass Transit Element. j Non -Motorized Facilities Another component of the Dade County traffic circulation system is non -motorized facilities, such as bikeways and pedestrian ways. There are over 100 miles of separated bikeways within urbanized Dade County. These bikeways span from north to south Dade County, and are part of a total 275 miles of on -road, off -road bikeways linking residential areas, places of work, schools, shopping areas, and parks. Figure 8 shows the major existing bikeways in Dade County. Bikeways two (2) miles or more in length have been referenced. Most of the bicycle facilities now in place were constructed over a 10 year period beginning in 1972 with the passage of the Decade of Progress bond issue. In 1983 an eight foot wide asphalt path paved under the south end of the aerial guideway of Metrorail was added to the bicycle network. This path meandering through the linear park was planned for pedestrians and access for maintenance vehicles. It is shared without conflict among bicyclists, pedestrians and maintenance vehicles. • ..,.....n.. �Ve IS ■ +• o, • �� � Its IS LA In Me ,,.•r..o•' • . ROADWAY LANES 1987 y ARTERIALS. COLLECTORS, AND OTHER = ;•� SIGNIFICANT PAVED ROADS w r, a LAM � ,LAAo .�_ 0LAWS MEMO 0LAWS GOMM SLAMS _ -T ; -T• FIGURE 6 METRO DADE COUNTY c)LANNING DEFT I METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-41 Ll I I 7 E I I I .7 I yy� v z A z Tf c. HA -All R Ras"" V IF 7 rI FT Ll at, AIRPORTS, SEAPORT. AND (A. RAIL LINES Cocowu,tuY D. WE// ._­ ca. RAILAR, Z_ FLORIDA UST CC"? (PIC, ARK-1 j, 1111011111 WKYRORAIL I.c_­ SOURCE, 10170104ADE COUNTY PLA14MING O"ARTMENT t fir, ..l. A. FIGURE 7. MILES METRO-DADE COUNTY PLANNING DEPT. Rss _AA DA A 7) 1 5 1 AIII =7— L 2 I Is s Is ll� IF., It t 3 Is a I.. I,Lsft ts. oil i IF ILLirst'"at Is f LI lifAt".0s. MAJOR EXISTING BIKEWAYS -1986 7 •SIKEWAYS .17' 12 MILES OR MORE IN LENGTH) SOURCE OAOF COUNTY COMPOEMFF491VE BICYCLE PLAN. IM .......... m S. sol, I % FIGURE 8 MaEs METRO-DADE PLANNING DEPT. COUNTY PLANNING DEPT METRO DADE COLINTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-42 ,Y- I — — , , " j ,, over and above these facilities there are an additional 100 miles of designated "safe route to school" paths. Route maps have been prepared by the DCPI+, designating sidewalks or safety paths for students walking or bicycling between home and elementary school. In November 198b the Metropolitan Dade County Comprehensive Bicvcle Plan (CBP) was adopted by the MPO pursuant to a mandate from the State expand- ing the role of the bicycle and recognizing it as a mode of transporta- tion to be given the same consideration as a vehicle with respect to the shared use of roads and adherence to traffic laws. The purpose of the CBP is to identify the projects and strategies necessary to meet the needs of bicyclists in the urban area, and to integrate bicycling into the County's comprehensive transportation planning process. One particu- lar area emphasized by the CBP is with regard to engineering in order to integrate the bicycle with existing transportation facilities, specifi- cally roadways. As such, promotion of the "share the road" concept efforts insure that highway construction projects include bike -related considerations. Other areas such as education and traffic law enforce- ment are also addressed. The programs and actions presented in the CBP, if implemented, could significantly improve conditions for bicycling in Dade County. The CBP could also provide guidance in developing a more detailed bikeway corridors and needs plan which does not exist today. ANALYSIS OF EXISTING SYSTEM The existing Dade County roadway network has been analyzed to determine peak hour volumes, capacities, peak hour volume to capacity ratios, and resulting levels of service. Such an analysis is required in order to establish a basis for adopting Level of Service (LOS) standards at peak hour pursuant to Chapter 9J-5, F.A.C. The only other such analysis prepared in recent time was in 1983 as part of the technical analysis for the 2005 Transportation Plan. This analysis was prepared to show 1980 peak hour congestion levels for arterial highways in Dade County. Even though the 1980 analysis is the only recent available network wide data, it is not considered appropriate for use as a basis for adopting current LOS standards. Level of Service To determine current LOS on the roadway network, peak hourly demand volumes for various roadways in Dade County were calculated using 1986 average daily traffic (ADT) volume counts. These counts were obtained from the Dade County Public Works Department (Highway Division), and include counts supplied by the Florida Department of Transportation (FDOT) for many of the arterial roadways on the State system. Establishing a roadway's LOS is the most common index of traffic conges- tion. Level of service may denote any number of differing operating conditions that may occur on a given lane or roadway when it is accommo- dating various traffic volumes. The LOS, of a roadway, is often defined as a ratio of the traffic volume (V) to the actual capacity (C) of the roadway (V/C ratio). Table 1 illustrates the peak hour two-way direction roadway capacities used to calculate the V/C ratios for this analysis of existing roadway conditions in Dade County. Listed below are the V/C ratios used to determine LOS. Both the peak hour capacities and the V/C ratios are consistent with those used by the SFRPC and the DCPW. Since peak hour volumes were not available for this analysis, a conversion factor of 0.1 was applied to the ADT counts. The descriptions of service levels used are as follows: V/C LOS DESCRIPTION 0 - .60 = LOS A: free flow traffic at average travel speeds .61 - .70 - LOS B: stable flow with the presence of other users in traffic stream being noticeable .80 = LOS C: uncongested with other users in traffic stream causing significant interactions .81 - .90 = LOS D: congested stable flow with major delays .91 - 1.00 = LOS E: very congested with traffic at or near capacity 1.0i + = LOS F: extremely congested with breakdown flow (major delays occurring frequently) METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-43 I 1 I TABLE I Peak Hour Roadway Capacities For LOS "E" Number of Lanes Freeway/ Divided Undivided Collector One -Way in One Directions Expresswav Arterial Arterial AREA: CBD 2 -- -- 1,250 970 600 4 7,600 3,000 2,200 1,520 1,170 6 11,400 4,560 3,530 -- 1,920 8 15,200 5,840 -- -- 2,840 10 19,000 AREA: FRINGE 2 -- -- 1,570 1,210 600 4 7,600 3.600 2,720 1,920 1,210 6 11,400 5,570 4,440 -- 1,970 8 15,200 7,200 6,560 -- 2,960 10 19,000 AREA: RESIDENTIAL 2 -- -- 1,570 1,210 600 4 7,600 3,600 2,720 1,920 1,360 6 11,400 5,570 4,440 -- 2,180 8 15,200 7,200 6,560 -- 3,240 10 19,000 AREA: OUTLYING BUSINESS DISTRICT 2 -- -- 1,570 1,210 600 4 7,600 3,600 2,720 1,920 1,360 6 11,400 5,570 4,440 -- 2,180 8 15,200 7,200 6,560 -- 3,240 10 19,000 AREA: RURAL 2 -- -- 1,610 1,120 600 4 7,600 2,880 2,400 1,600 1,360 6 11,400 4,370 -- -- 2,180 8 15,200 10 19,000 -- -- -- -_ Source: FDOT UTPS Daily Service Volumes For LOS "E" 1979 It should be noted that the FDOT is in the process of finalizing for planning application generalized level of service tables based on the 1985 Highway Capacitv Manual, which will become the standard in Florida for determining LOS. During the preparation of this element, the capacity manual tables were still considered preliminary by FDOT, and certain signalization data for arterial roadways required by the manual was not readily available. Therefore the new procedures were deemed inappropri- ate for use at the time of Element preparation. Every effort has been made to provide a comprehensive description of existing highway conditions in Dade County based on the number of traffic count stations on the State and County highway systems. The analysis revealed that there are some deficiencies in the extent of coverage by traffic counting stations and as a result some thoroughfares were not included in this analysis. Existing System Deficiencies In 1986, several expressways carried over 100,000 vehicles per weekday in Dade County. For example, I-95 accommodated an average of about 130,000 vehicles between the Dolphin Expressway (SR 836) and the Golden Glades Interchange and approximately 130,000 north to the County line. The Palmetto Expressway (SR826) carried about 130.000 vehicles between SW 40 Street (Bird Road) and U.S. 27, while the Dolphin Expressway carried over 130,000 vehicles between NW 72 Avenue and I-95, peaking at over 176,000 vehicles east of N-W 72 Avenue. A number of arterial highways also carried very high traffic volumes. Between SR 826 and SW 17 Avenue, South Dixie Highway (U.S.1) carried over 70,000 vehicles daily. North- west 36 Street (north of Miami International Airport) between SR826 and NW 66 Avenue averaged over 60,000 vehicles and portions of Red Road accommodated over 40,000 vehicles and Le Jeune Road over 50,000 vehicles. Figure 9 shows the congestion and LOS on major roadways in 1986 using the methodology described above. Major congestion problems exist in a number of important traveling corridors. To the southwest, conditions on South Dixie Highway (U.S.1) between Coral Way and south to Coral Reef Drive are extremely congested at LOS F. Also, portions of SR 821 (HEFT) Coral Way. Sunset Drive, Killian Parkway, SW 137 Avenue and SW 88 Street (Kendall Drive) are operating at either LOS E or F. To the west a number of arterial highways are experiencing extremely congested conditions at LOS F. Examples of these conditions include a major portion of SW 8 Street (U.S. 41) from downtown Miami to SW 107 Avenue; and many portions of Bird Road, Dolphin Expresswav (SR836), Miaam Dairy Road, NW 36 Street, Le Jeune Road and Red Road. Likewise portions cf the Palmetto Expressway (SR826), SW 107 Avenue, y'W 58 Street, and NVI SW 27 Avenue are very congested at LOS E. In the northwest portion of the County, major portions of Okeechobee Road (US 2-) east of the Palmetto Expressway, Red Road, Le Jeune Road. SR 826, %W 135 Street, and N-i: 103 Street are operating at LOS c and F. METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 19881 i VI-44 si :�-,- ,., i j, i 1, I 1] I I I - - pro.... c—- -� . \N\\�•. �- __ _ - �. _ `2`� �O , nggot1111 Y7►r�t} I� = i-eaniniiul- Sol ::t= lot -Ji Dy.• �; Z all ailiinili�iiWEN016liio is - all V. lay ='�iinntuf nu �� wVAApry in�limli .......A�. .i -wpfell /foil ;^--^r-� ut�tntnuliu -1 YN.M Il•,,...- -� inm �ItlltlllllEtlll t f Rr ru.e• � ��� LEVEL OF SERVICE 1986 ouull LEVEL OF SERVICE C OR BETTER (UNCONGESTED) ZZ. LEVEL OF SERVICE D (CONGESTED) 01■■ LEVEL OF SERVICE E (VERY CONGESTED) MMMII LEVEL OF SERVICE F (EXTREMELY CONGESTED) SOURCE METRODIADE COLM PLANNING DEPARTMENT MFTRD-DAD£ CODNT� I PU8,1C,Y0RKS DEPIARTMEN' l FIGURE 9 �. METRO -LADE COUNTY PLANNING DEPT. To the northeast major traffic congestion problems are being encountered on I-95, US 441, Miami Gardens Drive (NW 183 Street), NW 135 Street, NW, 125 Street, and nearly all of Biscayne Boulevard from downtown Miami to ICE 183 Street, Dade Countv considers LOS D at peak hour to be the minimum acceptable standard for all collector and arterial roadways within its jurisdiction. However, as described above there are a significant number of roadwav segments operating at unacceptable peak hour LOS E and F. Most, if not all of these roadway segments are on the State highway system. In 1986 the FDOT developed "Statewide Minimum Acceptable Operating Level of Service Standards for State Highway System" based on peak hour traffic volumes that are correlated between urban size and roadway facility type. These statewide minimum standards are incorporated into the Florida Transportation Plan (FTP), 1986. The FTP states that these standards are to be used by FDOT to assist the State Land Planning Agency in the review of Local Government Comprehensive Plans and DRI's as they relate to the State Highway Svstem, and to determine deficiencies and backlogs in improvements on the State system. For an urban area similar in size to Miami, the minimum standards are as follows: 1) Freeways (limited access facilities) — LOS D; 2) Rural Arterials and Extensions of Rural Principal Arterials Into and Through urban Areas — LOS D; and 3) Other Urban Arterials not included in 2 — LOS E. The roadway types listed above are based on the functional classification categories presented in Chapter 334 Florida Statutes. For Special Transportation Areas, FDOT's minimum LOS is E for all facility types listed above. Programmed Capacity Improvements - 1988-1992 In order to obtain an acceptable LOS based on the County's standard and the State's standards, roadway capacity improvements are needed, particu- larly to the State highway system. Roadway improvements necessary to alleviate some of the County's current system deficiencies are scheduled for construction in the County's five year TIP Fiscal Years 1988-1992. Table 2 identifies those roadways programmed in the TIP for the construc- tion of capacity improvements between 1988 and 1992. Even with these improvements certain other roadways will still not meet acceptable LOS standards. The following are recommended improvements needed to correct existing capacity deficiencies based on the County and State standards: NW 17 Avenue from SR 836 to NW 36 Street requires wideninz to lanes; NW " Avenue from NW 72 Street to NW 139 Street requires widening to 6 lanes; %'W -�7 Avenue from NTti 183 Street to Broward County Line requires widening to 4 lanes; Red Road (SR 955) from US 27 to NW 135 Street requires tridec_nc lanes; METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-45 with extremciv high traffic volumes, and/or are legislativele prohibited from improvements due to historical designation. Portions of these roads include: US 1 from NW 74 Street to NE 13 Street, and SE 2 Avenue to SW 152 Street. NE 125 Street (SR 922) from 1-95 to US 1 NE 167 Street (SR 826) from NW 2 Avenue to NE 2 Avenue NW 42 Avenue (SR 953) from SR 112 to SR 836 NW 103 Street from SR 826 to NW 72 Avenue NW 36 Street (SR 948) from SR 826 to SW 42 Avenue SW 836 from SW 72 Avenue to SW 57 Avenue SW 40 Street from SR 826 to SW 37 Avenue SR 94 (Kendall Drive) from SW 107 Avenue to SR 874 SW 8 Street (Tamiami Trail) from SR 826 to Brickell Avenue SW 24 Street from SW 57 Avenue to SW 42 Avenue Old Cutler Road from Sunset Drive to US 1 SW 72 Street from SW 87 Avenue to Cartagena Plaza NE 6 Avenue (SR 915) from NE 158 Street to north of SR 826 NW 22 Street from hW 14 Street to NW 72 Street Various portions of Flagler Street The County will continue to seek appropriate solutions to improve the peak hour LOS on the above referenced constrained facilities. Viable solutions may include capacity improvements to parallel alternative roadways within a particular impacted corridor, TSM type improvements such as improved signal timing, channelization to improve turning move- ments, placing a greater emphasis on ridesharing, and staggered and flexible work hours. Public transit and exclusive transit facility improvements in these corridors will also continue to be investigated for implementation, when feasible and cost effective, to encourage modal shifts to high occupancy vehicles. Hi h Accidents Locations Chapter 9.1-5 F.A.0 requires the examination of accident frequency data, where available. This data is available for Dade County and it is compiled from motor vehicle traffic accidents reported by each munici- pality and the Florida Highway Patrol to the Metro -Dade County Police Department Data Systems Bureau, where it is summarized and tabulated as accident statistics. However, there is no state or County ydent iocatiy that has the specific responsibility for analyzing rain co possible traffic determine the cause, particularly as it may p engineering improvements that could be implemented to alleviate hazards in high incident locations. From a total of 43,878 accidents reported in 1986, 2779 accidents of the top 25 high incident intersection were initially selected for cursory analysis. One of these locations was dropped because it covered too large an area (Miami International Airport) without noting a single point of incidence. Table 3 displays the list of the 24 highest accident locations in ranked order, the total number of accidents, the jurisdic- tion responsible for maintenance of the road, and accident types. It should be noted that the location shown is the closest identifiable intersection to the accident which, in fact, may have several hundred feet away. These locations of high accident frequency correspond with locations in traffic corridors subject to high traffic volumes. Table 3 shows that the highest percentage of accident types are rear end collisions and sideswipes. This, plus the fact that 14 of the 24 roads surveyed are limited access roadways operating at congested (E) and extremely congested (F) LOS indicates a correlation between accidents and high traffic volume with considerable lane changing. It could also suggest that most accidents are related to capacity deficiency combined with inadequate and/or poorly spaced information signing. without ongoing analysis of these high accident locations, cause will routinely be subject to speculation. A number of the accident locations are programmed for improvements such as additional lanes and intersection reconstruction in the 1988 TIP. The State and the County should continue to incorporate, when necessary, such improvements into TIP. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-47 1 Table Programmed Capacity Improvements in 1986-1992 Transportation Improvement Program road From To Improvements Fiscal Year Us 1 NE 151 Street NE 123 Street Widen to 6 lanes 1989-1990 NE 163 Street NE 151 Street Widen to 6 lanes 1992-1993 SW 168 Street Intersection Add turn lanes 1988-1989 NW 27 Avenue NW 42 Street NW 11 Street Widen to 6 lanes 1990-1991 (SR 9) US 41 SW 127 Avenue SR 826 Widen to 6 lanes 1990-I991 SR 821 SR 836 US 4I Widen to 6 lanes 1990-1991 US 41 SW 40 Street Widen to 6 lanes 1987-1988 SR 674 SW 152 Street Widen to 8 lanes 1987-1988 SW 152 Street SW 200 Street Widen to 6 lanes 1987-1988 NW 106 Street New Interchange 1989-1990 NW 41 Street hew Interchange 1989-1990 SW 120 Street New Interchange 1989-1990 SW 88 Street SW 147 Avenue SR 821 Widen to 6 lanes 1989-1990 SR 826 NW 158 Street NW 122 Street Widen to 8 lanes 1990-1991 NW 25 Street New Interchange 1990-1991 Gratigny NW 62 Avenue NW 27 Avenue New Road - 8 lanes 1988-1989 Parkway I-95 Golden Glades Interchange Reconstruction 1992-1993 NW 183 Street NW 129 Street Widen to 10 lanes 1991-1992 NW 129 Street NW 58 Street Restore 12' lanes 1989-1990 SR 112 SR 836 Widen to 12 lanes I990-1991 M 36 Street SR 826 NW 57 Avenue Widen to 6 lanes 1989-1990 Red Road NW 199 Street NW 183 Street Widen to 6 lanes 1988-I989 SW 107 Avenue SW 24 Street SW 56 Street Widen to 4 lanes 1988-1989 Table 2 Programmed Capacity Improvements (Continued) Road From To Improvements Fiscal Year NI: 135 Street I-95 NW 27 Avenue Widen to 3 lanes 1991-92 Opa-locka I-95 NW 27 Avenue Widen to 3 lanes 1991-92 Boulevard/ SR 916 NW 25 Street NW 107 Avenue NW 72 Avenue Widen to 4 lanes 1988-89 SW 58 Street NW 72 Avenue NW 77 Avenue Widen to 4 lane 1987-88 NW 37 Avenue SR 826 Brovard Line Widen to 4 lanes I989-90 %V 67 Avenue SW 167 Street NW 202 Street Widen to 4 lanes 1987-88 SW 67 Avenue SW 40 Street West Flagler Widen to 4 lanes 1987-88 SW 117 Avenue SW 104 Street SW 152 Street Widen to 4 lanes 1991-92 SW 137 Avenue SW 120 Street SW 88 Street Widen to 6 lanes 1988-89 SW 137 Avenue SW 120 Street SW 152 Street Widen to 6 lanes 1990-91 West Flagler West 77 Avenue West 87 Avenue Widen to 6 lanes 1989-90 Source: 1988 Metropolitan Dade County Transportation Improvement Program SW 107 Avenue (SR 985) from Flagler Street to SR 836 requires widening to 6 lanes; Killian Parkway (SR 990) from SR 874 to SW 104 Avenue requires widening to 6 lanes; SW 112 Street from SW 97 Avenue to US 1 requires widening to 4 lanes; and SW 152 Street from L'S 1 to Old Cutler Road requires widening cc 0 lanes. Dade County also has a number of arterial roadways that are considered "constrained facilities" in that they currently operate below Councv and State LOS standards, and are physically constrained from further widen- ing, primarily due to a lack of available rights-of-wav in conjunction METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) "'i VI-46 r i I i Table 3 High Accident Locations In Dade County, 1986 Percent Accident Type Rank Location and Jurisdiction Number RE SS SV PB A LT MS 1 Golden Glades Interchange S 363 44 20 31 2 I-95 @ SR 836 (Dolphin Exp) S 227 60 12 23 3 SR 836 @ NW 42 Avenue S 169 49 18 29 4 SR 836 @ Palmetto Exp S 142 51 15 30 5 I-95 @ SR 112 (Airport Exp) S 130 47 21 25 6 SR 836 @ NW 57 Avenue S 115 60 14 23 7 I-95 @ NW 62 Street S 113 43 33 20 8 SW 88 Street @ 117 Avenue S 106 42 4 5 9 SW 40 Street @ Palmetto Exp S 95 49 16 18 10 NW 122 Street @ Palmetto Exp C 93 42 13 39 11 SR 836 @ NW 72 Avenue S 93 62 13 22 12 NW 135 Street @ I-95 S 91 59 14 22 13 I-95 @ NW 103 Street S 90 52 23 16 14 NW 183 Street @ 27 Avenue S 86 36 9 7 15 NW 36 Street @ Palmetto Exp S 84 48 17 27 16 NW 151 Street @ I-95 C 78 57 19 23 17 Palmetto Exp @ SW 8 Street S 78 30 21 30 18 Palmetto Exp @ NId 103 Street S 77 59 13 18 19 44 Street @ Collins Avenue S 75 37 19 20 20 Card Sound Road @ U.S. 1 C 69 22 13 49 21 I-95 @ NW 79 Street S 68 47 13 33 22 I-95 @ NW 125 Street S 68 66 19 9 23 SR 836 @ NW 27 Avenue S 66 41 20 35 24 NW 95 Street @ I-95 C 62 56 21 16 S - State C - County RE - Rear End SS - Side Swipe SV = Single Vehicle PB - Pedestrian/Bicycle A - Angle LT - Left Turn MS - Miscellaneous 1 3 3 4 6 2 3 27 6 3 3 4 7 19 5 1 15 1 9 3 7 6 3 7 3 3 3 7 Source: Metro Dade County Police Department Data Systems Bureau. 3 1 2 1 1 1 21 1 11 FUTURE TRAFFIC CIRCULATION SYSTEM NEEDS As stated earlier, the Long Range Element of the Year 2005 Metro -Dade Transportation Plan was adopted by the MPO in 1985. An extensive analy- sis of travel demand and level of service was performed and documented in the Plan. As a result, the Long Range Element produced a series of highway and transit improvement projects to meet the mobility needs over a twenty year period. The anticipated travel volumes and future demands were projected on the basis of future growth in population and employment throughout Dade County consistent at that time with land use and growth assumptions in the 1983 CDMP. Countywide population was projected to increase from 1.7 million to 2.4 million in 2005, and with employment increasing from 800,000 to 1.1 million. A validated transportation model was used to distribute trips to the network throughout the County. Based on the projected growth of population and employment, travel was predict- ed to increase 50% from 5.2 million trips per day to 7.7 trips per day. The vehicle -miles -of -travel (VMT) on the arterial highways and major collector roads was expected to increase by 50% from 20.8 million in 1980 to 32.2 million by 2005. 3 The recommended highway capacity improvements were phased and prioritized based upon the traffic projections for 1980, 1990, and 2005. Improve- ments needed to resolve existing and near -term operating deficiencies were assigned a higher priority than those projects responding to prob- 19 3 lems that did not yet exist, but were forecast to occur in the longer 3 range. 2 2 13 I 4 3 1 It is important to note that the 2005 Transportation Plan attempted to maintain at least a level of service "D" in the peak hour, on all State and County arterials within the urbanized area and this LOS was recog- nized as appropriate in a large metropolitan area due to constraints encountered in increasing the capacity of the highway system. It was also understood that the highway improvements required to provide this LOS could not be accomplished on specific roads in certain areas due to constraints upon available rights -of -way, costs, and unacceptable commu- nity and environmental impacts. Even with the assumption of frequent bus service and an extensive rapid transit system, highway widening greater than 6 lanes on many arterials would be needed to provide LOS "D". Figure 10 shows the projected level of service on the adopted 2005 highway network. This map indicates that peak -hour traffic conditions in many parts of the County will deteriorate despite additional major highway and transit improvements. A number of corridors are projected to operate below level of service D such as: US 1, I-95, NW 36 Street, SR836, Flagler Street, SW 24 Street, SW 40 Street, SW 88 Street, SW 107 Avenue, SW 87 Avenue, NW 183 Street, Red Road, LeJeune Road, and NW/SW 27 Avenue just to name a few. To the maximum extent possible, the adopted Year 2005 Long Range element as amended, and the recommended improvements contained therein has been used as the basis for determining future conditions and needs for the Traffic circulation Element, as it is the latest and best available technical evaluation cf future travel demand. However, as the 'fear METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-48 I t LJ:.... �a f•,:■iY37i4up.■i•iij0 iiC C �. n••n• G "liil �nnr •: 2 me Note �•./�. i �••i\wii �... Liq Obi: �.' � I•. �. �y; - , .-T�■Y■ilti �J rid r� s 1ti � '--�• o: ill + •°' vM. 1 ": 0010 i6 , 'YEAR 2005 PROJECTED �yt.. LEVELS OF SERVICE ON ARTERIAL HIGHWAYS ��i■■n.n..n■7iti■%�- r _ ••■•■■■•LEVEL OF SERVICE C �...c.,�.l _ •' t.�, OR BETTER(UNCONGESTED) -�;;��—�~� <L •iii LEVEL OF SERVICE D •— -., ti��`--. �`-- z (CONGESTED) --�� �•���'� -•�, �� LEVEL OF SERVICE ..-I,. ..��.ro},;r► (VERY CONGESTED) �},a 1.��:_{-.+•,s•■!.��.+_{- ,,,,`-1--• �4 mom000moom LEVEL OF SERVICE F (EXTREMELY CONGESTED) Fr ;'�• i� •au■cT n••m rmnoa■s )�•� �� I' FIGURE 10- MILES li METRO DADE COUNTY PLANNING DEPT. 2005 Long Range Element time frame does not coincide with the 2010 planning horizon of the CDMP, additional analysis is required of project- ed population, emplovment, and future land use to indicate those areas where additional roadway improvements may be anticipated and considered during the preparation of the 2010 update to the Long Range Element during 1988 and 1989. Future Population, Emplovment, and Land Use Trends A comparison was made of population and employment projections used in the 2005 Metro -Dade Transportation Plan, a 1983 data set, with the most recent 1986 projections for Dade County. The data was aggregated by the six major analysis areas used in the 2005 Plan, except that analysis areas 5 and 6 were further segmented by their sub -component analysis areas. Figure 11 shows the latest projections of population and employ- ment for the Year 2000 by analysis area and denotes the percentage difference for the same year from the Transportation Plan data set. A significant increase in employment is projected in sub -area W-1 in the general area of Miami International Airport and in sub -area SW-1, the southwest Miami and Coral Gables area, 452 and 31.5% respectively. Also, sub -area W-3, the West Kendall area west of the Homestead Extension of the Florida Turnpike (HEFT) and sub -area SW-4, the area south of SW 88 Street and west of the HEFT show a significant projected increase in population by 23' and 22% respectively. This is consistent with recent land use development trends of increasing urban growth in the West Kendall area. Other areas of the County show varving degrees of decreas- es in projected population and employment by the Year 2000, especially in South Dade sub -areas SW-3 and SW-5. It is important to note that while these recent projections suggest certain significant shifts in population and employment growth that could impact travel demand, other socioeconomic characteristics affecting the forecasting of travel demand are not included here. These include but are not limited to auto ownership by household, number of households, and income. Future Traffic Circulation Svstem Needs A majority of the future Dade County transportation needs identified in the following sections of this Element are based on the 2005 Long Range Element of the Year 2005 Metro -Dade Transportation Plan. In addition, needs have been identified in those areas where expansions to the Urban Development Boundary and the Urban Expansion Area are proposed in the Land Use Element for the Years 2000 and 2010. Figure 12 illustrates the Planned Year 2010 Roadway Network. The future roadwav network identifies the number of lanes necessary to serve the County's growth and land use pattern reflected in the Land Use Element and supports other elements of the CDMP. In order to improve the efficiency of the total transportation system and respond to major increases in travel demand in critical travel corridors, the continuing development of the rapid transit system has been emphasized. This system, described in the Mass Transit Element. in conjunction with the planned roadwav network, responds to concentrated travel markets in the peak travel period for specific corridors. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-49 4 NOATNWES' '�113 �r .•' �s - .+ Olt//tll■O■O■O■■7■■Gee ' 'Iale ••• :� = lb N 163 ST i •• = 27D.DD4(-13.1 %) ••• �• : 113,S33(+ 6.0% : 479.637(- 15.3%) . T726/5f-12%) WES* �.a Q 32,762E-7.9x► C 12,349(+ LQ%Air : N. >:ST f( W W f. 1 .32 +0.6%) N = M1 67,137(+29%) o: 97,435(-9.7%) N.]6St = � ee■e■/e■e■e/Dnnn lees/ //eee■■■■■Y■■■■ W.t : MP : SweST FLAGLERI A1RPntTT MMMI BEACH ISD,464(+23.5%) Wa DOTIAL D7.135i-D.i 12,ID/(-2D2%) WESTCHESTER SW40ST "U2(+3131rf) ^• o '+.•A'nNwEST MIAMu ,.: C R GABLES 1 .� KENDALI ;73,TI5(-4.7% 55,765E+1.6x1 WEAST ,•• ■goals ejte■■/■Qs�i• 67,776E_20 f%/ 1DO,S51(+D.1%1 swus-1 ,• SW 2 = H MIYAI �,• SOUTDADE SW I36 ST 136,139(+ 22%) 25,967(+10.9%) : : Sw-4 TAMrAMI AMPORT, CORAL REEF SW 232 ST 106.661(- 33.4%) 21,661E-311%) 6 SOUTNW"T CURRENT PROJECTIONS OF POPULATION & EMPLOYMENT SW LITLE EI CUTLER RIDGE C FOR YEAR 2000 POPULATION sw 248 ST EMPLOYMENT �,• �.��' ( ) DENOTES % DIFFERENCE .• : FROM TRANSPORTATION PLAN N DATA SET • •'�.'' 1 2o �•x)) ANALYSIS AREAS USED IN y34D(•'•, MILES TRANSPORTATION PLANNING Sw s SOURCE METAO-0ADE COUNT' NARANJA' ►TANNING DEPARTMENT HOMESTEAD FIGURE 11 METRO-DADE COUNTY PLANNING DEPT. Oft log 00-1 FL` ` • ♦1 .. Ssw• . s• .`I j I % I I^,,, {. - — •� _ �; . sue: 7.,ei �• . PLANNED YEAR 2010 ROADWAY NETWORK ARTERIALS. COLLECTORS. AND OTHER ,•r ro+ fwur,s F "j 1 SIGNIFICANT PAVED ROADS fsws •� ; 4LAN" 'en - sw rnl•^��� 6LAME11 .••, •—• , ee�r .LAIRS wren, f,• .� : OMEN /LYE! _ j� MOB Ntw! •�• f.l .... 1 1 FIGURE 12 METRO-DADE COUNTY-LArJNING DEPT. METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-50 I I I Figure 13 shows the recommended changes between the Year 2010 Roadway Network and the current adopted Year 2005 Long Range Element and the Year 200 CD"1P transportation network. These changes are, for the most part, necessary to accommodate proposals depicted on the Year 2000 and 2010 Land Use Plan map to extend the Year 2000 Urban Development Boundary and the 2010 Urban Expansion Area found in the Land Use Element. Most of these net: road additions include new 2 and 4 lane roads located in the northwest part of the County between 1-75 and the HEFT to serve a desig- nated industrial area, and in the West Kendall area between SW 147 Avenue and SW 177 Avenue (Krome Avenue). Three significant new corridor im- provements include: the extension of SR836 (Dolphin Expressway) from its current terminus at the HEFT to Krome Avenue; the four lane widening of Krome Avenue from the proposed SR836 extension to Florida City; and the extension of SRS74 (Don Shula Expressway) as an at grade 6 lane arterial from its current proposed terminus at SW 152 Street (Coral Reef Drive) to SW 184 Street (Eureka Drive). Most of the remaining changes have been made to include on the 2010 network map existing significant two and four lane roads for network continuity not previously shown on the CDMP map or in the 2005 Long Range Element. Certain existing roads are identified in Figures 13 as being deleted from the proposed base 2010 network that previously appeared on the 2005 CDMP network. These roads for the most part serve as internal circulation for subdivisions and developments, and are not considered major components of the network. It is envisioned that most of the new proposed road additions will be phased in sometime between the years 2005 and 2010. The following sections present specific highway improvements which are phased for implementation for three target years: 1994, 2000 and 2010. 1994 Traffic Circulation Needs The 1989 to 1994 planning time frame, as shown in Table 4, identifies those roadway improvements and laneage requirements needed in the near - term on the County and State system. Roadways listed were derived from the evaluation of 1986 LOS conditions and the resulting capacity defi- ciencies, as well as from improvement needs currently programmed in the 1988 Dade County Transportation Improvement Program (TIP), and FDOT District 6 1988 Five Year Transportation Plan. In addition, other projects identified in the 2005 Long Range Element not already pro- grammed in the TIP but that are identified as a Priority 1, are also included. Roadway improvements in Table 4 that are the fiscal responsi- bility of Dade County have been included in the five-year Capital Improvement Element of the CDMP. 2000 Traffic Circulation Needs Table 4 also identifies those projects needed by the second planning time frame, from 1995 to 2000. These needs were based on recommended improve- ment Priorities 2 and 3 found in the 2005 Long Range Element. Roadway needs in the vear 2000 are also based upon thoroughfare demands likely to be generated by development at permitted residential densities and intensities of commercial and industrial uses consistent with the year 2000 Urban Development Boundary on the Land Use Plan map. It is expected that County projects in this time frame will be annually added to five-year Capital Improvement Element. Those identified improvements to the State system should be advanced into the TIP to continually support the phased development of the County's transportation network consistent with funding availability. j � wru fr/w• I I ••• �,�t�r_Td ,,., .� �1 rwr,I.Ewfua ai I aw r/. ff• I I Wow 119 r:•.ouea fni�1 �. I — I. �•-`� III4 i o , r u • r., Wcw � � 1• �'�Ji,irN awAw �3�41��CI MOWN a" 's . �'tt METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) CHANGES BETWEEN PROPOSED PLAN (2010) AND CURRENT ADOPTED PLANS (2005) .^P DELETE ROAD ADO EU STINO ROAD 1 LANE �. A LANE �• REDUCE A LANE TO ] LANE 021111 CHANCE 7 LANE TO A LANE ,mmIEEI A00 NEW 7 LANE I// AODMEWALAME 111111 ADD NEW E LAME A00 NEW E LANE III AUD NEW "PRE]3WAT FIGURE 13 METRO -DADS COON; 1 P'_ANNING CEP - A VI-51 Figure 13 shows the recommended changes between the Year 2010 Roadwav Network and the current adopted Year 2005 Long Range Element and the fear 2005 CD?!F transportation network. These changes are, :or the most part, necessary to accommodate proposals depicted on the Year 2000 and 2010 Land Use Plan map to extend the Year 2000 Urbar. Development Boundary and the 2010 Urban. Expansion Area found in the Land Use Element. Most of these net; road additions include new 2 and 4 lane roads located in the northwest part of the Count.- between I-75 and the HEFT to serve a desig- nated industrial area, and in the West Kendall area between S(: 147 Avenue and SIV 177 Avenue (krome Avenue). Three significant new corridor im- provements include: the extension of SR836 (Dolphin Expressway) from its current terminus at the HEFT to krome Avenue; the four lane widening of krome Avenue from the proposed SR836 extension to Florida City; and the extension of SRS74 (Don Shula Expressway) as an at grade 6 lane arterial from its current proposed terminus at SW 152 Street (Coral Reef Drive) to S1: 184 Street (Eureka Drive). Most of the remaining changes have been made to include on the 2010 network map existing significant two and four lane roads for network continuity not previously shown on the CDMP map or ' in the 2005 Long Range Element. Certain existing roads are identified in Figures 13 as being deleted from the proposed base 2010 network that previously appeared on the 2005 CDMP network. These roads for the most part serve as internal circulation for subdivisions and developments, and are not considered major components of the network. It is envisioned that most of the new proposed road additions will be phased in sometime between the years 2005 and 2010. 1 The following sections present specific highway improvements which are phased for implementation for three target years: 1994, 2000 and 2010. 1994 Traffic Circulation Needs The 1989 to 1994 planning time frame, as shown in Table 4, identifies those roadway improvements and laneage requirements needed in the near - term on the County and State system. Roadways listed were derived from the evaluation of 1986 LOS conditions and the resulting capacity defi- ciencies, as well as from improvement needs currently programmed in the 1988 Dade County Transportation Improvement Program (TIP), and FDOT District 6 1988 Five Year Transportation Plan. In addition, other projects identified in the 2005 Long Range Element not already pro- grammed in the TIP but that are identified as a Priority 1, are also included. Roadway improvements in Table 4 that are the fiscal responsi- bility of Dade Countv have been included in the five-year Capital Improvement Element of the CDMP. 2000 Traffic Circulation Needs Table 4 also identifies those projects needed by the second planning time frame, from 1995 to 2000. These needs were based on recommended improve - went Priorities 2 and 3 found in the 2005 Long Range Element. Roadway needs in the year 2000 are also based upon thoroughfare demands likely to be generated by development at permitted residential densities and intensities of commercial and industrial uses consistent with the vear 2000 Urban Development Boundary on the Land Use Plan map. It is expected that County projects in this time frame will be annually added to five-vear Capital Improvement Element. Those identified improvements to the State system should be advanced into the TIP to continually support the phased development of the County's transportation network consistent with funding availability. �­4-� �.ZlffS n 1»r «n .eer LH LL some. 1 ... :i—a :!11 Mr•rw 1 riereerLL if ,. a< .i,{, ': tom,. •I` �ar m• ( riio • rrn . CHANGES BETWEEN PROPOSED PLAN (2010) AND CURRENT ADOPTED PLANS (2005) may/ ,{�` I .-".J.•F ORLFM ROAD / ADD EV51IN0 ROAD 2LANE t ALANE REDUCE A LANE TO 2 LANE me= CNANOE 2 LANE TO A LANE ACID NEW 2 LANE METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) /// ADD NEW A LANE IIIIII ADD NEW E LANE ADD NEW. LANE ADD NEW EXPRESSWAY I ti FIGURE 13 r METRO-DADE COU";7v DLANWNG DEm'r VI-51 a Table 4 Traffic Circulation Improvement Needs 1994. 2000 and 2010 FACILITY FROM. 1994 Needs HEFT/SR 821 HEFT/SR 821 HEFT/SR 821 HEFT/SR 821 HEFT/SR 821 HEFT/SR 821 HEFT/SR 821 HEFT/SR 821 Dor Shula Exp. SW 88 St. SW 88 St. SW 88 St. Flagler St. Palmetto Exp. Palmetto Exp. Palmetto Exp. i Tamiami Trail/SR 90 Tamiami Trail/SR 90 Tamiami Trail/SR 90 h'W 36 St. /SR 943 SW 107 Ave. SW 107 Ave. NW 107 Ave. NW 107 Ave. NW 57 Ave./SR 955 ■ NW 57 Ave. Gratiguy Parkway I-95 ■ I-95 I-95 HOV I-95 hi: 27 Ave. /SR 9 ft Biscayne Blvd./US 1 US 1 US 1 L'S 1 Ni; 135 St. N1; 135 St. SW 112 St. Port of Miami Bridge Killian Pkwy./SR 99C .a _: NW 106 St. NW 41 St. SW 40 St. SW 40 St. SW 88 St. SW 120 St. Don Shula Exp. SW 152 St. SW 88 St. SW 127 Ave. SW 127 Ave. SW 137 Ave. Palmetto Exp. NW 25 St. NW 62 St. XW 122 St. SR 826/Palmetto SW 87 Ave. SW 107 Ave. Palmetto Exp. SW 24 St. Flagler St. Flagler St. NW 41 St. US 27 NW 183 St. NW 27 Ave. SR 836 NW 54 St. NW 129 St. Golden Glades NW 11 St. NE 151 St. SW 177 Ave. NE 135 St. NE 123 St. NW 7 Ave. 1-95 US 1 US I/Biscayne Blvd. SR 874 TO SR 836/Dolphin Exp. SW 88 St. Don Shula Exp. SW 152 St. South Dade Gov. Center/SW 212 St HEFT SW 137 Ave. SW 147 Ave. NW 87 Ave. FEC RR NW 158 St. SW 87 Ave. SW 107 Ave. SW 127 Ave. NW 57 Ave. SW 40 St. SW 8 St. Dolphin Exp. NW 58 St. Gratigny Parkway Honey Hill Dr. NW 62 Ave. SR 112 NW 62 St. Golden Glades NW 183 St. NW 42 St. NE 183 St. Monroe County Line NE 151 St. NE 135 St. NW 22 Ave. NW 7 Ave. SW 97 Ave. Dodge Island SW 104 Ave. TYPE OF IMPROVEMENT Partial Interchange Partial Interchange Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes New Interchange Widen to 8 lanes Widen to 6 lanes Partial Interchange Widen to 8 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes New Interchange Widen to 10 lanes Widen to 8 lanes Widen to 6 lanes Widen to 8 lanes Widen to 6 lanes Widen to 6 lanes Widen to 4 lanes Widen to 6 lanes Widen to 6 lanes New 4-lane road Widen to 6 lanes Widen to 6 lanes New 6-lane Exp. Interchange Improvement Frontage road Widen to 10 lanes HOV lanes Widen to 6 lanes Widen to 8 lanes Widen to 4 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes Widen to 4 lanes New 4-lane bridge Widen to 6 lanes Table 4 (Continued) FACILITY FROM 1994 Needs (Continued) SW 56 St. SW 56 St. SW 72 Ave. SW 104 St. SW 117 Ave. SW 117 Ave. SW 117 Ave. SW 117 Ave. SW 137 Ave. SW 25 St. SW 118 Ave. NW 22 Ave. NW 22 Ave. NW 92/97 Ave. NW 122/119 St. NE 151 St. SW 184 St. NW 7 St. NW 12 St. SW 42 St. SW 42 St. SW 152 St. SW 152 St. NW 17 Ave. NW 17 Ave. Franjo Road NW 47 Ave. NW 46 St. NW 42 Ave. NW 72 Ave. NW 72 Ave. Gratigny Parkway NW 138 St. Palmetto Exp. Palmetto Exp. Palmetto Exp. Palmetto Exp. Palmetto Exp. SW 57 Ave./SR 955 :l: 57 Ave. i SR 955 tiW 57 Ave./SR 959 Flagler St./SR 968 SW 40 St. SR 8361Dolphin Exp. SW 57 Ave. HEFT SW 72 St. SW 122 Ave. SW 56 St. SW 72 St. SW 88 St. SW 104 St. SW 88 St. NW 72 Ave. Flagler St. Airport Exp. NW 103 St. US 27 NW 42 Ave. US I Franjo Rd. NW 57 Ave. NW 107 Ave. SW 122 Ave. SW 137 Ave. US 1 SW 122 Ave. SR 836 NW 79 St. CS I Palmetto Exp. Okeechobee Rd. Airport Exp. Flagler St. NW 12 St. NW 62 Ave. NW 87 Ave. SW 56 St. SR 836 FEC RR US 27 NW 103 St. SW 40 St. NW 135 St. Palmetto Exp. Palmetto Exp. SW 87 Ave. Dolphin Exp. TO SW 67 Ave. SW 127 Ave. SW 80 St. SW 117 Ave. SW 40 St. SW 56 St. SW 104 St. SW 152 St. SW 152 St. NW 107 Ave. SW 8 St. NW 103 St. NW 139 St. I-75 NW 57 Ave. Main Rd.-FIU Ent. US 1 NW 60 Ct. NW 127 Ave. SW 117 Ave. SW 142 Ave. Old Cutler Rd. SW 137 Ave. NW 36 St. NW 103 St. SW 184 St. Brovard County Line NW 42 Ave. NW 79 St. NW 7 St. NW 74 St. SR 826 Okeechobee Rd. SW 88 St. NW 62 St. US 27 NW 103 St. NW 122 St. US 1 Palmetto Exp. NW 183 St. NW 72 Ave./SR 963 HEFT Miami Airport Ent. METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) TYPE OF IMPROVEMENT Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 6 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 6 lanes Widen to 4 lanes New 2-lane road Widen to 6 lanes Widen to 6 lanes New 4-lane road Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes New 2-lane road Road reconstruction Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes Add turn lane Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes New 6-lane Exp. New 4-lane road Widen to 6 lanes Widen to 10 lanes Widen to 10 lanes Widen to 10 lanes Widen to 8 lanes Widen to 4 lanes Widen to t lanes Widen to h lanes .:iden to 6 lanes Widen to . lanes SR 836/Airport Ent. Connector VI-52 I 1 1 I 1 I I a I I Tst_e 4 (Continued) FACILIT`• FROM 2000 Needs (Continued) Dolphin Exp- HEFT/SR 821 NW 186 St. Sunshine Parkway Sunshine Parkway NW 103 St. US 1/Biscavne Blvd. US 1/Biscayne Blvd. NE 183 St. SW 27 Ave. SW 27 Ave. SW 27 Ave. NW 27 Ave. NV 27 Ave. NW 67 Ave. NW E7 Ave. NW 87 Ave. NW 87 Ave. SW 87 Ave. SW 72 St. SW 72 St US 27 US 27 NW 36 St. NW 36 St. SW 2 Ave. SW 56 St. NW 72 Ave. NW 72 Ave. NW 199 St. SW 67 Ave. SW 137 Ave. SW 137 Ave. NW 137 Ave. NW 7 St. 1477St. 1.'W 20 St. SW 42 St. SW 42 St. SW 42 St. SW 42 St. SW 37 Ave. NV 32/37 Ave. SW 136 St. Perimeter Rd. NW 42 Ave. NW 57 Ave. I-75 Golden Glades NW 199 St. NW 37 Ave. NE 183 St. NE 203 St. 1-95 US 1 SW 8 St. Flagler St. Flagler St. NW 79 St. NW 199 St. NW 186 St. NW 170 St. I-75 SW 88 St. HEFT SW 127 Ave. NW 57 Ave. NW 57 Ave. Miami Ave. NW 7 Ave. Flagler St. SW 67 Ave. NW 74 St. NW 82 St. NW 52 Ave. SW 40 St. HEFT SW 152 St. NW 12 St. NW 60 Ct. HEFT NW 42 Ave. HEFT SW 142 Ave. SW 147 Ave. SW 157 Ave. US 1 NW 21 St. Don Shula Exp. NW 20 St. TO NW 87 Ave. NW 97 Ave. NW 199 St. Broward County line NI.' 57 Ave. NE 203 St. Broward County line Biscayne Blvd. South Bayshore Dr. US 1 SW 8 St. Dolphin Exp. NW 103 St. NW 186 St. NW 170 St. I-75 Okeechobee Rd. US 1 SW 127 Ave. SW 137 Ave. Palmetto Exp. Airport Ent. NW 7 Ave. NW 12 Ave. SW 7/8 St. SW 87 Ave. NW 82 St. NW 103 St. NW 57 Ave. SW 88 St. SW 288 St. SW 184 St. SW 8 St. NW 72 Ave. NW 137 Ave. Airport SW 137 Ave. SW 147 Ave. SW 157 Ave. SW 167 Ave. Grand Ave. River Rd. SW 137 Ave. NW 72 Ave. Table 4 (Continued) TYPE OF IMPROVEMENT FACILITY FROM Widen to 8 lanes New Interchange New 4-lane road Widen to 6 lanes Widen to 8 lanes Widen to 6 lanes Widen to 8 lanes Widen to 6 lanes Widen to 6 lanes Widen to 4 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes New 2-lane road Widen to 4 lanes New 4-lane road Widen to 4 lanes Widen to 4 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes Widen to 6 lanes Widen to 4 lanes Widen to 6 lanes New 4-lane bridge Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes New 4-lane road Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes New 2-lane road Widen to 4 lanes Widen to 4 lanes Widen to 8 lanes Widen to 6 lanes Widen to 4 lanes Widen to 4 lanes New 2-lane Road Widen to 4 lanes New 4-lane bridge New 4-lane road Widen to 4 lanes 2000 Needs (Continued) Tamiami Canal Rd. NW 17 Ave. NW 17 Ave. SW 24 St./Coral Way SW 24 St./Coral Way NW 58 St. SW 147 Ave. Miami Ave. NW 107 Ave. NW 107 Ave. NW 97 Ave. NW 122 St. h'W 122 St. NW 122 St. NW 154 St. '.'W 154 St. NW 170 St. NW 12 St. NW 12 St. SW 157 Ave. SW 157 Ave. SW 157 Ave. SW 112 St. SW 154 Ave. SW 154 Ave. SW 154 Ave. SW 152 St. SW 168 St. SW 168 St. SW 184 St. SW 232 St. SW 248 St. SW 312 St. SW 312 St. SW 117 Ave. SW 127 Ave. SW 127 Ave. SW 127 Ave. SW 216 St. '010 Needs :3: St. SW 57 Ave. Aelphir. Exp. N.i 42 Ave. NW 57 Ave. NW 36 St. NW 103 St. SW 137 Ave. SW 147 Ave. NW 97 Ave. SW 8 St. N 103 St. NW 122 St. NW 138 St. US 27 NW 99 Ave. Okeechobee Rd. HEFT Palmetto Exp. I-75 I-75 NW 107 Ave. HEFT Coral Way SW 42 St. SW 136 St. (Tamiami Airport) TO NW 67 Ave. Airport Exp. NW 135 St. SW 147 Ave. SW 157 Ave. HEFT SW 42 St. N 163 St. Okeechobee Rd. NW 154 St. NW 154 St. Palmetto Exp. NW 99 Ave. Okeechobee Rd. I-75 NW 97 Ave. NW 77 Ave. NW 117 Ave. NW 42 Ave. SW 42 St. SW 56 St. SW 168 St. SW 162 Ave. SW 167 Ave. SW 136 St. SW 168 St. SW 168 St. SW 184 St. SW 312 St. SW 328 St. SW 137 Ave. SW 144 Ave. SW 137 Ave. SW 147 Ave. SW 147 Ave. SW 157 Ave. SW 127 Ave. SW 154 Ave. HEFT us 1 US I HEFT SW 137 Ave. SW 142 Ave. SW 142 Ave. HEFT SW 8 St. SW 40 St. SW 184 St. SW 216 St. SW 216 St. US 1 us I SW 248 St. US 1 SW 127 Ave. NW 27 Ave. NW 32 Ave. SW 8 St. SW 40 St. NW 97 Ave. r' 79 St. NW 103 St. METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) TYPE OF IMPROVEMENT Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes New 4-lane road New 2-lane road Widen to 4 lanes New 4-lane road Widen to 4 lanes New 2-lane road New 2-lane road Widen to 4 lanes Widen to 4 lanes New 4-lane road New 2-lane road Widen to 4 lanes New 4-lane road New 4-lane road Widen to 4 lanes New 2-lane road New 2-lane road Widen to 4 lanes New 2-lane road New 4-lane road New 2-lane road New 2-lane road Widen to 4 lanes Widen to 4 lanes New 4-lane road New 2-lane road Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes New 2-lane road Widen to 4 lanes Widen to 4 lanes Widen to 4 lanes New 4-lane road Widen to 4 lanes Widen to � lanes Widen to lanes Widen to - lanes New interchange Wider. tc ^ lanes I VI-53 Table 4 (Continued) Table 4 (Continued) FACILITY FROM TO TYPE OF IMPROVEMENT FACILITY FROM TO TYPE OF IMPROVEMENT Dolphin Exp. SR °57/krome Ave. NW SW 114 Ave. 16 St. krome SW 296 Ave. New Expressway 010 Feeds (Continued) St. Wider. to 4 lanes HEFT SW 77 NW 74 Sr. Partial Interchange SW 360 St. SW 207 Ave. SW 217 Ave. New 2-lane road SW Ave. 102 Ave. SW 216 St. Old Cutler Rd. New 4-lane road SW 197 Ave. SW 320 St. SW 344 St. New 2-lane road SW 104 St. SW SW 136 St. 147 Ave. SW SW 152 St. New 2-lane bridge g SW 216 sc. SW 77 Ave. Old Cutler Rd. New 4-lane road SW 104 St. SW 167 Ave. SW 167 177 Ave. Ave. Widen to 4 New 2-lane lanes road SW 216 St. Ext. Old Cutler Rd. HEFT Widen to 6 lanes NW 25 HEFT Widen 4 lanes SW 117 Ave. SW 152 St. SW 184 St. St. NW 107 Ave. to SW 117 Ave. SW 184 St. US 1 New 4-lane road NW 41 St. Palmetto Exp. NW 87 Ave. Widen to 6 lanes SW 120 St. SW 121 Ave. SW 111 Widen to 4 lanes NW 41 St. NW 87 Ave. HEFT Widen to 4 lanes SW I:7 Ave. SW 8 St. Ave. Widen to 4 lanes SW 184 St. Old Cutler Rd. Fraejo Road Widen to 4 lanes SW 127 Ave. SW 56 St. SW SW 56 72 St. Widen to 4 lanes NW 154 St. NW 97 Ave. HEFT New 2-lane road SW 127 Ave. SW 72 St. SW 88 St. St. New 4-lane Widen road SW SW 1=7 Ave. 147 Ave. SW SW 88 St. 42 St. SW 136 St. to 4 New 4-lane lanes road Source: Metro -Dade County Planning Department, 1988. SW 147 Ave. SW 56 St. SW 56 S[. New 4-lane road Metro -Dade Transportation Plan and Improvement Priorities, Long Range Element SV 147 Ave. SW 104 St. SW SW 88 120 St. St. Widen to 4 lanes to the Year 2005, November 1987 (Revised). SW 147 Ave. SW 152 St. Sid 184 St. Widen to 4 Widen to 4 lanes lanes SW/NW 157 Ave. SW 157 Ave. NW SW 7 St. 42 St. SW SW 26 56 St. St. New 2-lane New 2-lane road 2010 Traffic Circulation Needs SW SW 157 Ave. 1 157 Ave. SW SW 56 St. 88 SW 88 St. New 4-lane road road The Year 2010 improvements listed in Table 4 respond to long-range twenty NW St. NW St. 147 5W SW 104 St, New 4-lane 4- road year needs. Such improvements will address problems that are projected NW 74 St. Ave. Palmetto Exp. NW 104 87 Ave. New lane road to emerge sometime after 2000. Recommended Priority 4 projects listed in NW 74 ST NW 87 Ave. Widen to 6 lanes the 2005 Long Range Element form the basis for responding to traffic NW 87 Ave. NW Ave. 58 St. HEFT New 4-lane road problems likely to emerge during this time. Other projects listed will NW 97 Ave. Fountainbleau Blvd. US NW 27 74 St. New 4-lane road also provide those thoroughfares needed as growth occurs in the designat- NW 97 Ave. NW 154 New 4-lane road ed Urban Expansion Area show on the Land Use Plan map in the Land Use Nil 106 St. St. NW 186 St. New 2 lane road Element. NW 107 Ave. HEFT New 4-lane road NW NW 107 Ave. 107 Ave. NW NW 25 St. 58 NW 41 St. Widen to 4 lanes Future Traffic Circulation Map Series St. US 27 New 4-lane road NW SW 107 Ave. 167 Ave. NW 154 St. NW 170 St. New 2-lane road Pursuant to the requirements of 9J-5, a series of future traffic circula- SW 167 Ave. SW 42 St. SW 56 St. New 2-lane road tion maps have been prepared and will be adopted as part of the CDMP. SW 167 Ave. SW 56 St. 88 SW 88 St. New 2-lane road Figure 12, the Planned Year 2010 Roadway Network referenced earlier in SW 161 Ave. SW St. SW 104 St. New 2-lane road this section, depicts the resulting number of lanes for the Year 2010 in NW 37/42 Ave. SW NW 104 St. 42 Ave. SW 112 Palmetto St. Exp. New 2-lane Widen to 6 road lanes Dade County. This map represents the ultimate or target system, of roadways needed to serve the NW 170 St. NW 97 Ave. twenty year planning horizon of the CDMP. SW 42 St. SW 167 NW 107 Ave. New 2-lane road Figure 14, Function Classification - 2010 indicates the future veer SW 56 St SW Ave. 137 SW 177 Ave. New 2-lane road functional classification for State and County facilities on the planned SW 56 St. SW Ave. 152 SW 152 Ave. Widen to 4 lanes roadway network. Certain significant collector roads within municipal! - SW 56 St. SW Ave. 157 SW 157 Ave. New 4-lane road ties are also shown to provide network continuity. :'his classification SW 56 St. SW Ave. 167 SW 167 Ave. New 4-lane road scheme is similar to the 1987 Functional Classification map, and for the SL' 72 St. SW Ave. 154 SW 177 Ave. New 2-lane road most part the major arterial highways and expressways are not expected to SW 72 St. SW Ave. 167 SW 167 Ave. New 4-lane road change. :here are instances however, where new roadways have had to be SW 112 St. Ave. SW 177 Ave. New 2-lane road classified and certain existing roadways reclassified where rrowth is SW 167 Ave. SW 177 Ave. New 2-lane road planned and travel demand is expected to increase and thus function. differently. Figure 15 shows the limited access roadways for _'01C. major limited access facility is planned by the Year 2010. the extension cf SF.E36 to krome Avenue. It should be noted that the alienments 1 IMETRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1888) VI-54 c onM''Ai111M. smitten �1Now 0 Bill I, ]ww aaverrt .Y.r..D s ,fr f [ ■w Ro i ' t ROADWAY FUNCTIONAL CLASSIFICATION 2010 ru .. r �• o• i a frf 6TATE ROADWAY TSTIM t -tt nafµr J. f] fr �� 1 aaaa� ARTEIYL• s -1 • .L t COUNTY ROADWAY a ► o ` SYSTEM MY1. •n r w , ar _ f .f, i ' �, �• � a•,IOR aataRlau wprrariae ` - � COLL[CTOIIa rLar•onl wu•u D•r iOUACC MFTRC•ECOUIRT (r afoc,00 o. I •• ., I arw'ro• �. -i It NNING MO DEC111TYEN1 PLANNING ' 'fw ttt Ifr. ,• METRO.OADE COUNTY /UALIC WORAA OVAIITMENT .ourx 'Km sw mu I � t - 4 FIGURE 14Ll '•• X, METRO-DADE COUNTY PLANNING DEPT. L ,..r ¢.. - %-i wm arear .�44L_ I ri I j f eg I �• - - �. V ^ : _l -' ^,' • �� ~ .�• Cat. Ids •. it •. nn. • � ■ s • ( war..Yrnr n i,w av ;aaaw rtlM0 �� I fNtra,!ltta - YfwrraY I r.., uf,r a• fr . ����.� 'ate ^�i S. / al IfYST•a +�I ft A61 �� • _ �f1 It. 91 LIMITED _ _ ,_. I 'aw ""' ( ACCESS ROADWAY tOu•� ' _ FACILITIES-2010 °- ' MOMBUkMDACCESS RCAVWAYi NOr1A•Tf11O RTulloo0N or o; na•Da TIRIrwRO""M ' ' ,!. V i ttOROA TURr�Rtf •� •,aawa,wf xT�� I yaw frttr - �1 ` lMa LMZW MffafKNW•�„�i •'at tp f, I LM lit -{ aaafau l at i•v . � ` I .SI , S a.a irownriiil "I {I.: a_I—+ rM tr 1-_' ta OR 04 wafa V�rwo.-_i.Karr ow • I - i y. ,J Jt S' I y,� •n K w O QTMON 1e r•�a.ac.00 owz i : . • sirr I . ro 11 OMr1O1r7 fMriwf -` _ -1' •1 MM �. .. t l WKiLD N11WN CAU@Ma. �La• of ItrT INTERCHANGES WRN SURFACE �, j- • _ I )� STREETS ., .a,twcupo-y�..♦,w�a,. f�. j EOYRCC METNOOAM COIINYY R I .uw o• _ . • ]K fa 1 IIANNN,O OOARTMENT METrIGOAO/ COUNTY 1 w110. �,^:1 f • i. ' - J r' Y^ .vuc WOR" DOaRTMdT FIGURE 15 : MILES ''^ •y �In'llll A� METRO-DADE COUNTY oLANNING DEPT. METRO DADE COUNTY•COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) cl"";:5G VI-55 I I Ll 4 depicted for new roadways shown in the traffic circulation map series are general corridor alignments. Deviations may occur as deemed acceptable, and as approved in the site planning and platting process. Also, before any major highway or limited access roadway corridor is implemented, such projects will be subjected to detailed planning studies and review of specific alignments and design alternatives. CONCLUSIONS A major effort by the MPO to update the Year 2005 Long Range Element to the Year 2010 is currently underway and is expected to be adopted by late 1989. This update, using the latest projections of socioeconomic vari- ables for Dade County and a new standardized forecasting model stream developed by FDOT, should yield projections of future levels -of -service and the resulting need for new or expanded roadway and transit facilities to support planned development, and maintain the level of service stan- dards contained in the Traffic Circulation and Mass Transit Elements. This effort will also provide the necessary testing and evaluation of various improvement projects set forth in the Traffic Circulation and Mass Transit Elements, especially those proposed between 2000 and 2010 that were not part of the original 2005 Transportation Plan. The updated transportation plan will be consistent with the land use assumptions of the 2000 and 2010 CDMP, and will be guided by the goals, objectives and policies of the Traffic Circulation and Mass Transit Elements. It will be necessary, as soon as possible, after MPO adoption of the updated transportation plan, that the County initiate amendments to the Traffic Circulation and Mass Transit Elements, where necessary, to reflect the finding of the plan update. Until such time as the update is completed, the Traffic Circulation and Mass Transit Elements will serve as the County's framework for the future transportation system necessary to meet the County's anticipated growth and mobility needs. Given Dade County's complex and critical transportation needs, inter- governmental coordination is essential for ensuring that the programming and implementation of capacity improvements on the County and State highway system are accomplished in a timely, cost effective and coordi- nated manner. Dade County and the Florida Department of Transportation (FDOT) share in the responsibility of providing viable and efficient transportation opportunities. Working through the MPO, the County will continue to review all plans and programs prepared by FDOT to ensure that the resources allocated by FDOT are complemented by improvements pro- grammed by the County. Consistent with the goals, objectives and poli- cies of the CDMP, priority in the construction and reconstruction of facilities should be to serve the area within the Urban Development Boundary of the Land Use Plan map. Second in priority would be transpor- tation improvements that support the staged development of the Urban Expansion Area. The needs identified in the Traffic Circulation Element for 1994, 2000 and 2010 reflect such phasing of improvement priorities. In developing the Traffic Circulation Element, the County has considered the various plans of FDOT including the Florida Transportation Plan, 1986, the 1988 Five Year Transportation Plan, District VI and for informational purposes, The Strategic Transportation Plan, 1988. With regard to the preservation and protection of rights -of -way for future transportation improvements, Dade County has long recognized the need to protect such roadway corridors in the unincorporated areas of the County in advance of building encroachment. Article VIIT, Right -of -Way Plan and Minimum Width of Section 33-133, Zoning, of the Code of ;Metro- politan Dade County, Florida, establishes the minimum right-of-way widths METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) A VI-56 I 4 I q 4 R 4 4 W. ,j 91 for streets, roads and public ways for unincorporated Dade County includ- ing specific roads that are on the State highway system. The minimum right-of-way for most section and half -section lines, except where a different right-of-way has been established in the Code, is eighty (80) feet, and seventy (70) feet respectively. This well established right- of-way protection measure for existing as well as future corridors, will continue to be implemented and enhanced where necessary. The primary implementation constraint of any infrastructure related plan is the substantial capital outlay required to construct the improvements identified. In fact, traffic circulation improvements are probably the largest single capital expenditure for any local government, and Dade County is no exception. Rapid growth and the inability of government to keep pace with existing capacity deficiencies over the years, have caused a tremendous backlog of needed improvements as evidenced by the section in this element on "Existing System Deficiencies". The Year 2005 Metro Dade Transportation Plan in 1984 estimated total implementation costs in the twenty year period for highway improvements to be $770 million with $470 million needed for the State system, and $300 million needed for the County system. Transit improvement costs totalled $2.528 million. Total implementation costs of the Traffic Circulation Element, that to a large extent is based on the network envisioned in the 2005 Plan, will exceed the 1984 estimate due to an additional proposed expressway extension and rapid transit corridor additions. The primary source of funding for roadway improvements on the State highway system continue to be various Federal and State funds. The State is continuing to seek alternative forms of revenue sources other than the traditional ones of motor fuel taxes, revenue bonds from tolls, and motor vehicle license fees. For Dade County the primary source of funding roadway improvements on the County system has been the State Secondary Funds. A transportation impact fee is now under consideration by the County to require new development to pay for the cost of public facilities needed to serve the development. However, because this approach requires that the fee be related to the specific impact of development and be expended to benefit the development, other alternative financial resources must be found to resolve the existing capacity deficiencies. POLICY FRAMEWORK OF THE 2000/2010 COMPREHENSIVE DEVELOPMENT MASTER PLAN TRAFFIC CIRCULATION ELEMENT The previous chapters of this element have addressed pertinent physical, programming and other cultural issues relevant to this plan element. They have also outlined needs and reasonable approaches for solving the most pressing issues. In finalizing proposals for ultimate adoption as primary components of the 2000/2010 Comprehensive Development Master Plan, it is necessary to consider and reflect the established body of State, regional and County policy relevant to the element. This chapter summarizes the extensive body of existing policy which influences, to varying degrees, the range of approaches available to Dade County to satisfy its needs and the State mandates for this element. Three sets of policy directives are presented in this chapter for infor- mation purposes. These policy bodies were used to guide the formulation of adopted goals, objectives and policies contained in the Adopted Components of the Traffic Circulation Element. A fourth list in this Chapter contains the goals, objectives and policies from the previous CDMP. This material is retained and presented for the three following purposes: 1) background information used in formulating proposals for adoption as the 2000/2010 CDMP goals, objectives and policies; 2) formu- lation of future implementation work programs; and 3) reference in future small area and site planning. Accordingly, it is proposed that the previous CDMP goals, objectives and policies be retained as guiding principles as well as background information. Among the requirements established by State law, the CDMP must be consis- tent with the State Comprehensive Plan (Chapter 187, Florida Statutes) and the Comprehensive Regional Policy Plan for the South Florida Region. In addition, the State administrative rule which established minimum criteria for the contents of local comprehensive plans (Chapter 9J-5, Florida Administrative Code) adopted pursuant to the Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDRA; Chapter 163, Part II, Florida Statutes) list specific topics that must be addressed in the adopted goals, objectives and policies of each local comprehensive plan element. The first set of material in this chapter is a summary of those goals and policies of the State Comprehensive Plan that are most directly relevant and to the required content of the Traffic Circulation Element or which should be reflected and considered when formulating final plan proposals. The State Comprehensive Plan is a policy plan containing goals and policies addressing subjects ranging from social services for the elderly to protection of the natural environment. A primary objective of that plan is to establish common long-range direction for all State, regional and local governments so that they will not be working at cross purposes. Included in the legislative intent are provisions that the Traffic Circulation Element goals and policies are to be applied and construed reasonably, and as a whole. Goal statements from the State Comprehensive Plan, which are directly or peripherally relevant, are presented verba- tim, in capital letter. Relevant policy statements from the Traffic Circulation Element are capsulized and paraphrased in an effort to METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) of VI-57 L I 9 distill numerous similar and often repetitive points into a manageable, comprehensible summary. Headings are inserted to indicate general topics addressed by a series of policies. The numerical notations which follow each Goal statement or policy summary statement are included to enable staff and the reader to track the origins of the statements. These notations refer to the numbering system used in a document entitled "Policy Clusters with Agency Identifiers" which was prepared by the Executive Office of the Governor Office of Planning and Budgeting, December 4, 1985, as an administrative aid to State, regional and local planning agencies. This material is presented for background information only. The second set of material contained in this chapter is a similar summary of the policy direction established by the adopted Comprehensive Regional Policy Plan for South Florida. Regional Goal statements, which are directly relevant to the Traffic Circulation Element or which should be considered in formulating proposals for adoption, are presented verbatim, in capital letters. Regional policies which relate to the required contents of the Element are capsulized and paraphrased, again, in an effort to distill the hundreds of regional policies into a comprehensible summary of key points. The numerical notations which follow these statements refer to the numbers assigned to the statements in the Region- al Policy Plan. This summary of the goals and policies contained in the State and Regional comprehensive policy plans provides an accurate indication of the policy direction encouraged by those plans. Dade County planning staff has thoroughly studied those plans in their entire- ty and has made every effort to ensure that the proposals contained in the 2000/2010 CDMP are reasonably consistent, relevant to the circum- stances and conditions existing in Dade County. This material is pre- sented for background information only. The third list presented in this chapter is a list of the issues con- tained in the Administrative Rule which establishes minimum criteria for the contents of local comprehensive plans (Chapter 9J-5, Florida Adminis- trative Code) adopted pursuant to the Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDRA; Chapter 163, Part II, Florida Statutes). Because these issues have been specified in the minimum criteria rule, local plans are likely to be closely scrutinized for adequate attention to these issues. This material is presented for background information only. The final list contained in this chapter is a complete, verbatim listing of the previously adopted Goals, objectives and policies of the Compre- hensive Development Master Plan. This extensive body of work was gener- ated by the efforts of six citizen task forces empaneled to establish policy guidance for the original formulation of the CDMP. While a few of these policies are somewhat dated, the overwhelming majority remain vital and relevant today. Previously adopted Goals are capitalized, and supporting objectives and policies are printed in lower case. The letter and numeric notations which precede each statement refer to the major heading name, letter and numbering system used in the 1979 printing of the CDMP. This body of policy is retained in the 2000/2010 CDMP for three purposes. First it serves as an established basis for formulating the proposed set of goals, objectives and policies, as mandated by Chapter 163 and Rule 9J-5, contained in the "adopted components" of the CDMP. Continuity of policy has been emphasized in formulating the 2000/2010 goals, objectives and policies. The original CDMP goals, objectives and policies also contain an extensive inventory of potential implementation measures which should be developed during future years. This material should be drawn from when formulating subsequent implementation work programs and strate- gies. Finally, it contains much useful guidance for site planning which should also be considered and reflected in that level of planning. Accordingly, this material will be retained as guiding principles to be considered and reflected in subsequent planning and implementing activities. METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) F VI-58 State Compreheniive Plan Traffic Circulation Element Goals and Summar of Policies Inte rated Trans ortation Svstem 1. S�DOGTFUTURETATION IMPROVEMENTS D FLORIDAATION TFGRO AND SHALL THE MANAGEMENT HIGHWAY, AIR, MASS TRANSIT AND OTHER TRANS- SYSTEM THAT INTEGRATES PORTATION MODES. (19) transportation investments in major travel corridors to 2, Coordinate minimize adverse environmental impacts, provide system efficiency, in state transportation efficientinurbanents and emphasize development idorsd torect cont contribute trove (19.64.2 and 11) 3, promote a comprehensive transportation planning process and coordi- regional and local nate transportation improvements with state, plans. (19.64.3 and 13) coordination among various transportation modes to assist 4. Promote urban development and redevelopment efforts. (19.64.15) 5. improvements which encourage or subsidize Avoid transportation P high hazard areas or identified increased development in coastal environmentally sensitive areas. (19.64.12) Adequate Funding , bridges to minimize costly recontrans truc- 1. Effectively maintain roadsbase for orta- tion and enhance safety. Develop a revenue oa i iesof tthe spState tion consistent with the goals and p Comprehensive Plan. (19.64.6 and 7) 2. Allow flexibility in state and local participation in funding of public transit projects and encourage construction and use of toll facilities to meet transportation needs. (19.63.4) 3, Acquire advance righ ts -of -way in designated transportation corridors consistent with state, regional and local plans. (19.64.14) e and expand transportation services to increase mobility of Improv (4.I5.10} elderly persons. Air Ouality By 1. FLORIDA SHALL COMPLI WITH ALL NATIONAL ARE MOREUSTRINGENT HAN STANDARDS1985 1987, AND BY 1992 MEET STAND (11) STATE STANDARDS. Ensure that development and transportation systems maintain optimum air quality. (11.47.2) Energy Efficiency plan and design 1. Improve traffic flow efficiency or existing roads; energy efficient transportation systems, and increase the avail- ability of more efficient transportation modes. (12,49.3 and 4) Maximize Accessibility and Mobilit 1, Develop a transportation system that provides citizens and visitors markets and efficient access to all services, jobs, attractions. (19.63.9) METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) 11 VI-59 (63.1.10) i Regional Policy Plan with state, regional and Traffic Circulation Element applications Goals and Summary of Policies ^. Coordinate land development ermits to regionally significant local agencies for access P roadways. (63.1.11) invited access routes shall be provided only Reduce Traffic Con Congestion rehen- >vew interchanges along 1 goals and policies of the State Comp 1. BY 1995, REDUCE BY lOZ THE PORTION OF THE REGIONAL ROADWAY NETWORK 3' when consistent with the g ortation Plan, Comprehensive Regional OPERATING BELOW LEVEL OF SERVICE D IN 1987. (63.1) sive Plan, Florida Transp Comprehensive Plans. Policy Plan, and Local Government Comp (63.1.12) 2. Plan, develop, and maintain the regional roadway system to operate p principle of equitable cost at LOS "D" or better during peak hour; and within designated Special g governments to adopt the p P decisions, participation as a guide in local development approvalartier benefit - Transportation Areas operate at LOS "E" with no more than 20x of the 4. particEncouripation a loco g costs among private p regionally significant roadways below LOS "Elf. 63.1.1 and 2) including equitably allocating ing from or creating the need for transportation impr(63.1.13) 3. Coordinate adoption of local government level of service standards CoordinaWith Land Use and Environmental Plannin which meet or exceed minimum regional level of service standards. tion TRANSPORTATION 1. BEGINNING IT` 1987, NO NEW ROADWAY OR OVER IMPACT ENVIRONMENTALLY 4. Priority should be given to the adoption of design and serviceTIES WILL BE BUILT THROUGH, OR DETRIMENTALLY such as carpools, vanpools, PRO - incentives for high vehicle occupancy, d when improving existing SENSITIVE AREAS, WITHOUT MITIGATING SUCH IMPACTS TO THE CREATES and buses in new road construction an EXTENT POSSIBLE, NOR CREATE ACCESS TO AREAS NOT SERVED, OR PRO - roadways. Encourage higher urban area peak hour automobile occupan- GRAMMED TO BE SERVED, BY PUBLIC SERVICES. (64.1) cy rates through expanded ride -sharing efforts, and promote public transportation use. uide 63.1.4,5 and 49.1.1) 2. Transportation improvements should be used as a too to g development away from environmentally sensitive areas and towards esway 1n urbanized areas. more suitable urban development locations; and first priority 5, Increase the number of facilities that will allow for maximum improved accessibility should be given to presently developed areas utilization of bicycle and pedestrianY (63.1.6) of the Region. (64.1.1 and 3) 6, Optimize traffic flows and level of service thru the design of In undeveloped areas, transportation corridors analysis should techniques various traffic operationsparallel frontage reduceitraffic 3• roadway signagic and use p g consider the suitability of adjacent land for urbanization and the conflicts along regionally significant roads (63.1.7 and 8) timing of roadways for urban development. New roadways or transpor- tation facilities Tocess of builtbased regional a and lcoordinated ocalgovernment ect impacts, tation planning p 7. Improve roadways concurrent with or prior to project plans and capital improvement programs. (64.1.2 and 4) necessitating improvements. (63.1.9) ent implemented and 4. Local governments will adhere to adopted transportation mand 8. Methods to decrease traffic it use Pro in Region will be imp the extent feasible so that private intercounty mass n rely on programmed improvements at government decision makers ca include but are not limited to: a) incentives for mass transprograms to and car pooling; and b) if feasible, supporting the time of development approval. (64.1.5) transit. (47.1.6) 5. Promote private sector participation in transportation planning, and Integrated Trans ortation Planning ensure that public and private responsibilities for transportation (6».1.6) review process will consider regionally improvements are determined on equitable and fair share basis. �i 1. The DRI transportation r P significant roadways and certain local roads. 7' METRO DADE COUNTy,COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) ��� , • �{ VI-60 6. Adopt impact mitigation techniques in local land use plans. Local Government Comprehensive Planning and (64.1.8) Land Development Regulation Act (LGCPLDRA) Minimum Criteria Rule (Chapter 9J-5, F.A.C.) 7. Local governments should adopt or amend ordinances to protect or preserve transportation corridors and rights -of -way identified in local comprehensive plans or in state and regional plans. Also, Requirements for Traffic Circulation Goal, Objectives and Policies state and regional agencies should give priority in public facility improvements to local governments which adopt local right-of-way protection ordinances. A. The element shall contain one or more goal statements which estab- (64.1.7 and 9) lish the long-term end toward which traffic circulation programs and activities are ultimately directed. Special Transportation Needs of Elderly B. The element shall contain one or more specific objectives for each 1. BY 1990, ASSURE A COORDINATION OF SERVICE DELIVERY BETWEEN THE ELDERLY AND THE PUBLIC TRANSPORTATION SYSTEM. goal 163.3177(6)(b), statement which address the requirements of Paragraph Florida Statutes, and which: 1. Provide for a safe, convenient and efficient motorized and 2. Address special needs of the elderly in local comprehensive plans non -motorized transportation system; that: a) identifies existing available transportation alternatives 2. Coordinate the traffic circulation system with the future land b) addresses the elderly's need for alternative modes to uses shown on the future land use map or map series; maintain their independence and self-sufficiencies c) coordinate with affected service agency providers 3. Coordinate with the plans and programs of any appropriate metropolitan planning organization, any public transportation authority, any appropriate resource planning and management Employment Accessibility plan prepared pursuant to Chapter 380, Florida Statutes, and approved by the Governor and Cabinet, and the Florida Depart- 1. Residential development should provide adequate amounts of low and ment of Transportation's 5-Year Transportation Plan; and a moderate income housing units that are readily accessible to employ- 4. Provide for the protection of existing and future rights -of -way ment centers, with priority for development accessible by public from building encroachment. transportation facilities. (19.1.1) C. The which element shall contain one or more policies for each objective address implementation activities, for the: Air Quality 1. Establishment of level of service standards at peak hour for 1. TO IMPROVE AIR QUALITY IN THE REGION AND TO MEET ALL ATTAINMENT all roads within the local government's jurisdiction as provid- STANDARDS SET BY EPA BY 1990. ed by Subsection 9J-5.005(3) and Subparagraph 9J-5.015(3)(b)3. (47.1) of this Chapter; 2. Transportation facilities should operate at acceptable levels of 2. Control of the connections and access points of driveways and service to minimize air quality impacts. roads to roadways; (47.1.9) 3. Provision of safe and convenient on -site traffic flow, consid- ering needed motorized and non -motorized vehicle parking; 4. Establishment of measures for the acquisition and preservation of existing and future rights-of-wav; and 5. Consideration of bicycle and pedestrian ways in the planning of transportation facilities. I `# METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) 11 Ss- 3% VI-61 I Goals Obiectives and Policies of the TIM) Transportation facilities should be designed to complement adjacent develop- 1975-1979 Comprehensive Development Master Plan ment and also have a distinctively aesthetic identity of their own. Relevant to the Traffic Circulation Element T(N) Designate and preserve through advance acquisition of rights -of -way where necessary, transportation corridors as a means of achieving orderly rela- Transportation tionships between transportation and urban development. (TO PROVIDE ACCESS TO EMPLOYMENT AND THE FACILITIES AND SERVICES OF THE CONSERVA T(0) Major thoroughfares and junctions should not be located in a manner which TION AND MINIMUM TRAVEL TIMES AND COSTS, SAFETY, COMFORT AND CONVENIENCE would tend to sever or fragment land which could otherwise be developed into WHILE TRAVELING; AND PROVIDE FOR EFFICIENCY, ECONOMY AND A WELL-BALANCED, well-defined neighborhoods. INTEGRATED TRANSPORTATION SYSTEM WITHIN DADE COUNTY WITHOUT ➢ETRACTING FROM THE QUALITY OF LIFE OF THE COMMUNITY. T(P) The rapid transit and highway system should complement and facilitate local movements provided by local streets, bicycle paths. and pedestrian (T3) PROVIDE A SYSTEM OF TRANSPORTATION FACILITIES WHICH WILL ANTICIPATE THE NEED facilities. FOR THE MOVEMENT OF PEOPLE AND STORAGE OF GOODS AND VEHICLES. T(Q) Transportation planning should be coordinated with the development or (T4) COORDINATE AND INTEGRATE THE COUNTY TRANSPORTATION FACILITIES WITH SURROUND- redevelopment of adjacent land, particularly in the vicinity of mass transit ING ACTIVITIES SO THAT THESE FACILITIES CONTRIBUTE TO THE ENRICHMENT OF THE stations and expressway interchanges. PHYSICAL ENVIRONMENT OF DADE COUNTY. T(R) Transportation corridors should be designed for high quality visual (T5) TRANSPORTATION FACILITIES SHOULD BE PLANNED AND DESIGNED TO CONSERVE ENERGY experiences. AND OTHER NATURAL RESOURCES AND EXISTING MAN-MADE FACILITIES AND TO REDUCE THE TOTAL NEED FOR NEW PUBLIC INVESTMENT. T(S) Where appropriate, adequate buffers should be provided by government to protect adjacent residential development from the adverse effects of noise T(A) Provide rapid, safe, reliable, clean, convenient, low -fared (subsidized pollution. where necessary) public and private mass transportation systems that result in easy movement of people and goods between the proposed nodes and also T(T) Require arterial road dedications to allow for linear landscaped open space. between adjoining residential areas and the nodes. T(E) Utilize the transportation resources of the County as a tool in the solution Provision of Services of the County's most pressing social and economic problems, including the PS(A)2. Provide greater flexibility in public service facilities by enhancement of tourist areas. providing low cost transportation for the use of a more staggered -hour workday by business and govern - elderly and the handicapped and low income families, and the revitalization ment, thereby relieving pressure primarily upon transporta- of depressed areas. tion facilities at peak hours, as well as other facilities, including, but not limited to, energy use, retail services. T(F) Transportation planning and investment should provide for the efficient parking, public safety services, and related peak demand movement of goods including consideration of truck routes; intermodal services. terminals; use of modern distribution systems; incorporation of goods movement systems into design of major activities centers; elimination of PS(A)4. Plan and develop major public facilities, such as roads. conflicts between people movements and goods movements, and the conservation utilities, schools and parka together, rather than on a of energy. piecemeal basis. T(G) Adequate parking, as well as efficient interchange facilities for feeder PS(A)6. Allow development or redevelopment in new areas or in already buses and automobile passengers, should be provided at points where the populated areas only at such time as all development stan- highway system interfaces with the mass transit system. dards and requirements, including the provision for services, are accomplished. T(J) Encourage the separation of pedestrian and vehicular traffic. PS(B) Use the provision of public services as a tool for directing the optimal T(K) Create a system of interconnected bicycle paths throughout the County. distribution of people throughout the County. T(L) Encourage the development of service accessways. including allevs, wherever PS(B)I. Provide public services only to areas already developed or feasible and necessary, especially in areas generating substantial traffic conti¢uous thereto, unless environmentally undesirable_ far the de'_ivery of eoods and providing services. ob �f II METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) fl VI-62 PS(B)3. Give priority in the planning and programming of services to already developed areas where services are not sufficient, over undeveloped areas. Environmental Protection EP(G)4. Maintain a high quality of air and reduce energy consumption in Dade County by pursuing or supporting transportation programs such as rapid transit, express buses, taxis, multi- ple ridership in automobiles, and bikeways. EP(I)2. Require adequate arterial road dedications to allow for linear. landscaped open space adjacent to two-lane roads and for median as well as adjacent landscaped margins for four -lane roads. EP(I)3. Make extensive efforts to design highways in such a manner as to make them more compatible with the surrounding environment. EP(I)4. Stimulate aesthetically pleasing design for all forms of urban development and redevelopment through the construction of attractive public projects. EP(I)8. Establish design criteria for regulating the type, location. and quality of public and private outdoor signs, utilities and street furnishings. Development Pattern DPW Delineate areas to be developed and prepare a program for extending services to these areas on a staged basis, and establish urban design criteria for these areas. DP(A)1. Limit urban expansion to those areas most suitable for new development or redevelopment on the basis of accessibility, IR cost of energy, extension of services, terrain, and criteria directed toward preserving vital aspects of the County's natural and man-made environment. DP(A)2. The timing. location and construction of major public invest - It ments (schools, jetport, civic buildings, etc.) should be made only after thorough evaluation of their impact on and interdependency with residential patterns, other employment locations and related facilities. 19 DP(D) The character of neighborhoods. recognized as unique places of urban inter- est, should be preserved or improved. MIt DP(D)I. Conserve and protect existing sound residential areas. of DP(D)2. Protect distinct functional areas, communities and districts from intrusion and encroachment of incompatible uses. DP(D)3. Discourage Increasing densities where this would result in the need for expanded transportation facilities that would, in turn, adversely affect the area. DP(E)4. Increase the accessibility to public facilities, services and employment centers throughout the County. DPW The general configuration of Dade Councy's metropolitan growth should emphasize concentration around centers of activity rather than directionless sprawl. DP(H)4. Stimulate the development of the activity centers concept by providing convenient means of transportation to and from the centers. DP(H)5. Locate major urban centers where needed in a manner that permits optimum traffic dispersion without creating bottle- necks and hazardous driving conditions and where desired expansion can occur unobstructed by major barriers such as intersections of major thoroughfares. Government Regulation and Administration GR(A)4. The planning and programming of every development or redevel- opment shall include a clear set of priorities for services. established and agreed to by both the government and the developer/builder, to insure their timely and orderly provision. GR(A)6. All major commercial and industrial enterprises locating or expanding in Dade County may do so after acceptance of a plan of development and operation including such aspects as transportation needs. pollution potential, and labor force utilization. GR(A)7. Land owners or developers should contribute toward the total incremental costs of providing all community facilities made necessary by the development or redevelopment as determined during the plan review process. This shall be done in the form of dedicated lands, money in lieu of land, and impact fees. As an incentive for the provision of low and moderate income housing, these requirements may be waived or modified. GR(B) Insure the acquisition of land for public needs such as parks, schools, roadE, open space, and fire and police facilities. GR(B)1. Provide local government with the means of acquiring land in advance of development for the purpose of controlling the timing, location, type and scale of development or redevelopment. GR(F)5. Encourage coordinated regional (multi -county) planning for land use, transportation and natural resources. All plans METRO DADE COUNTY,COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-63 I prepared by the County should support and complement those prepared on a regional basis. GR(H)1. When the project or issue is multi -jurisdictional as opposed to local, then the planning and implementation guidelines should be established at the appropriate level which pertains to the impact of the project. GR(H)3. The degree and level of services for each geographical area of the County, should be reviewed periodically with the direct participation of local residents, to insure that their needs are being met. Minimum standards for the entire County should be established, allowing for flexibility if residents are willing and able to pay for a level of service higher than prescribed by the minimum standards. 1 I LIST OF SOURCES Code of Metropolitan Dade County. Florida, Department of Transportation. Dade County Functional Classifi- cation 1987. District VI Five Year Transportation Plan, FY 88 thru FY 92. 1987. Division of Planning and Programming. Florida Transportation Plan.• September, 1986. The Strategic Transportation Plan. 1988. UTPS Daily Service Volumes. 1979. Florida, State of. Florida Administrative Code. Chapter 9J-5. Florida Statutes. Part II, Chapter 163. 1987. Metropolitan Planning Organization (MPO). Metropolitan Dade County Comprehensive Bicycle Plan. August, 1986. Metro -Dade Transportation Plan and Improvement Priorities, Long Range Element (to the year 2005). Revised November 1987. Transportation Improvements Program, Fiscal years 1988-1992. June, 1987. Year 2005 Metro -Dade Transportation Plan, 1984 Update Volume 1. September, 1984. Transportation Research Board, Washington D.C. (1985). Highway Capacity Manual, Special Report 209. METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN,TRAFFIC CIRCULATION ELEMENT (APRIL 1988) t VI-64 I 1 1 I i 1 1 1 1 I I I I METRO-DADE COUNTY PLANNING DEPARTMENT Reginald R. Walters, Director Allan R. Bly, Assistant Director Metropolitan Planning Division Research Division Robert Usherson, Chief*** * Mark Woerner, Section Supervisor*** ** Jean Evoy, Principal Planner Pearl J. Lazarus, Principal Planner* Emilie Young, Principal Planner Stanley Karling, Senior Planner Dean Mims, Senior Planner Deborah Silver Senior Planner Frank McCune, Junior Planner* Susan Schreiber, Junior Planner Angela Afanador, Planning Technician Alex David, Planning Technician* Andrew Lewis -El, Planning Technician* Omar Velasco, Planning Technician Ross Wilcox, Planning Technician Neighborhood Planning Division Jack Goodin, Chief Howard Williams, Section Supervisor* John Cox, Principal Planner Aubyn Jones, Principal Planner Robert Myers, Principal Planner Patrick Moore, Senior Planner Angela Smith, Senior Planner Dr. Charles W. Blowers, Chief* Oliver Kerr, Section Supervisor Frank Baumann, Principal Planner Richard Welsh, Principal Planner Manuel Armada, Senior Planner Ileana Cea-Miranda, Senior Planner George Demas, Senior Planner Panos Efstathiou, Junior Planner Mort Gutterman, Junior Planner Marianne Pietersen, Junior Planner Development Planning Division Walter Geiger, Chief Bill Kuge, Section Supervisor Ray Collins, Principal Planner Earl Scofield, Principal Planner Greg Adkins, Senior Planner Thomas Spehar, Senior Planner Richard Fojo, Junior Planner Gary Greenan, Consultant Claudio Fuente, Graphics Supervisor* Amalia Trujillo, Graphics Technician II* Ralph Williams, Graphics Technician II* Eleanor Eriksen, Department Head Secretary II* Susan Root, Administrative Secretary II* Moreen Culp, Administrative Secretary I Judy Laatsch, Administrative Secretary I Gail Seay, Administrative Secretary I Yolanda Fuentes, Word Processing Operator II* Harold Hoffman, Administrative Officer Other Contributing Dade Countv Agencies Metro -Dade Metropolitan Planning Organization Metro -Dade Transit Agency Public Works Department ***Project Managers **Element Coordinator *Contributors to this Plan Element ID/3014/yf METRO DADE COUNTY.COMPREHENSIVE DEVELOPMENT MASTER PLAN.TRAFFIC CIRCULATION ELEMENT (APRIL 1988) VI-65 1 1 Ll I VII. Mass Transit Element System Ownership and Organizational Structure The most important consideration underlying any discussion of the mass transit system in the city of Miami is the unique structure of Metropolitan Dade County government, and the ways in which it defines the City of Miami's role with respect to transportation planning and implementation in general, and mass transit in particular. Under the Charter of Metropolitan Dade County, Metro -Dade is granted authority and responsibility for all transportation planning and implementation within the County. In this role the County has authority over any public transportation in the metropolitan area for which a user fee is charged. Indeed, the County's authority is so broad that municipalities in Dade County, of which Miami is the largest, are specifically precluded from establishing, maintaining and operating, or permitting any public transportation systems. Therefore, unlike other Florida municipalities, the City of Miami possesses no authority to plan, build, operate and maintain, or contract for, a public transit system. The diagram below illustrates the process used in Metropolitan Dade County for transportation planning and implementation, including mass transit. It indicates clearly the responsibility and authority of the Board of County Commissioners both in its role as County Commission, and as the Governing Board of the Metropolitan Planning Organization (MPO). The City of Miami, by contrast, is not represented in the process in any official capacity except as an non- voting member of the Transportation Plan Technical Advisory Committee (TPTAC) and voting membership on the Citizens Transportation Advisory Committee (CTAC). As the responsible public agency and greparer Qf the Transportation Plan element f the Qomprehensive Development Master TRANSPORTATION PLANNING COUNCIL Transportation Plan Committee UPWP Committee TIP Committee INTERGOVERNMENTAL POLICY COMMITTEE CITIZENS TRANSPORTATION ADVISORY COMMITTEE Develops and ecommends METROPOLITAN PLANNING ORGANIZATION BOARD Adopts Transportation Plan Unified Planning Work Program Transportation Improvement Program Other Functional Plans BOARD OF COUNTY COMMISSIONERS Adopts Comprehensive Development Master Plan Long Range Element of hansportabnn Plar AuthoriZes Transportation Protects Advises E: PLANNING ADVISORY BOARD Conducts Public Hearings PLAN DEVELOPMENT. ADOPTION. AND IMPLEMENTATION PROCESS Plan, and as owner and operator of the principal public transportation system in the County, Metropolitan Dade County (MDC) through its Metro -Dade Transit Agency (MDTA) also prepares the Transit component of the Transportation Plan and the short-term Transit Development Plan (TDP). To accomplish this, MDC collects and analyzes transit data, develops alternative sets of solutions to future public transportation problems, records the chosen alternatives in the Transit Plan, and provides for their implementation in the TDP. It also prepared the 1988 Mass Transit Element of the Comprehensive Plan, which is included in this chapter. Description of Existing Transit System The existing Metro -Dade transit system consists of the Metrobus bus system of approximately 500 vehicles, the 20.5 mile Metrorail rapid transit line, and the 1.9 mile Metromover -- an elevated downtown people mover loop. Mass Transit Routes and Service Areas, Terminals, and Rights -of -Way: The transit system elements within the City of Miami are shown on the map: "MDTA Transit System in the City of Miami", VII.I and for the county as a whole in the Dade County Mass Transit Element, Figure 5, page 25. This latter map also shows the Metrobus service area, terminals, and major transfer points. Major Trip Generators and Attractors: Major trip generators and attractors are shown on the map: "Major Traffic Generators and Attractors - 1987" in the Dade County Mass Transit Element, Figure 10, page 39. The major attractors in the City of Miami are the downtown Central Business District, VII-1 1 ! D H I the Civic Center area, and the Airport area. Both the downtown and Civic Center areas are served by Metrorail. Metrobus: Metrobus is a system of regularly scheduled bus service operating on 63 fixed routes with a fleet of up to 548 buses. It operates on both a grid and feeder -bus system, the latter servicing the Metrorail corridor and stations. Thirty- four of the 63 Metrobus routes operate within the City of Miami. (See Dade County Mass Transit Element, page 25-27). Metrorail: The existing portion of the Metrorail system is a 20.5 mile heavy rail rapid transit line with 20 stations, 10 of which are located within the City of Miami. It services two of the major employment centers in the City -- downtown and the Civic Center area -- and operates as a high - quality commuter railroad system. The so- called "south line" -- that is, the portion of Metrorail from the downtown Government Center Station to the Dadeland South terminus -- parallels South Dixie Highway along most of its length, and thereby provides an alternative to surface vehicle travel in that corridor. The "north" line -- extending from Government Center to Hialeah -- operates mainly above major streets, also providing the opportunity for relief of surface traffic congestion. (See Dade County Mass Transit Element, page 27). Metromover: The Metromover is a downtown people mover loop of 1.9 miles serving the core of the Central Business District. The elevated, rubber -tired, automated guideway system has nine stations serving the downtown core, one of which is the intermodal transfer station at Government Center. (See Dade County Mass Transit Element, page 27). Paratransit and Other Transit Services: A variety of other transit and paratransit services are operated by Metro -Dade County, including the Special Transportation Service (STS) for elderly and/or handicapped, the Florida Medicaid Transportation Program, the Zoo Bus to Metrozoo from the Dadeland North Metrorail station, the Education Express in South Dade, Share -a -Ride carpooling matching service, and the Kendall Area Transit (KAT), commuter feeder -bus service to the Dadeland North Metrorail station. Metrobus and Metrorail Park and Ride facilities are also operated by the county on a daily -use basis and for special events such as Orange Bowl games. The county has attempted to integrate bicycle and Metrorail linkage with a limited degree of success. Finally, the county regulates taxis, limousines, and jitneys in the metropolitan area. (See Dade County Mass Transit Element, pages 28-30). Analysis of Existing Services Practically all of the 500 square mile urbanized area of Dade County is covered by the service area of the Metro -Dade mass transit system. Coverage within the City of Miami is more than 95% of the city's land area and population. (See Dade County Mass Transit Element, page 31 and Figure 5, page 25). Major intermodal transfer points and terminals in relation to the total mass transit system are shown in the Dade County Mass Transit Element, Figure 5, page 31. While the only major transfer point shown in the City of Miami is in the downtown Government Center area, intermodal transfers are available at all Metrorail stations in the city. Metrobus service frequency is shown on Figure 6, page 33 of the Dade County Mass Transit Element for all Metrobus service. Within the City of Miami, scheduled headways for the 34 routes operating within the city are shown on Table 1. Much of the City of Miami falls within what MDTA calls the "core service area" where bus headways are normally 30 minutes or less, with about two- thirds of the city's area within the 15- minute or less service area. (See Dade County Mass Transit Element, page 32). The Metrorail schedule is generally 6- minute headways for peak -hour service, and 15 to 30 minute headways for off-peak. The automated Metromover normally operates on headways of 2-1/2 minutes or less. (See Dade County Mass Transit Element, page 32). Transit system ridership figures are shown in the Dade County Mass Transit Element, pages 34-37. Metrobus ridership on the 34 routes operating in the City of Miami is shown on Table 1. Overall transit ridership county -wide reflects a modal split of about 4 percent. Existing and Projected Population Characteristics Data on existing and projected populations characteristics including age distribution, household vehicle availability, transportation disability, and household income for the county -wide transit service area are shown in the Dade County Mass Transit Element, pages 38-41. For the City of Miami, the data are presented in the Social and Economic Profile section of this Data and Analysis volume of the comprehensive plan. System Revenue and Operating Costs Transit system revenue and operating costs are shown in the Dade County Mass Transit Element, pages 41-42. There is no methodology available to segregate the portions of these totals that are applicable to the City of Miami portion of the system's service area. Future Mass Transit System Miami occupies a key position in the Dade County metropolitan area's transportation systems. It is the largest and oldest municipality in Dade County; it contains the region's downtown center and several of its most important employment centers; it is the hub of the public transit system; and a large part of the region's vehicular travel passes through the city. Miami is also becoming a "fully - developed" city. This means that, in transportation terms, there has been a slowing of new trip generation associated with land development as less and less vacant land is available for development. VII-2 1 I I I I Despite the overall slowing of new trip growth associated with land development, there are new employment opportunities being developed in Miami that induce travel from other parts of the urban area. In particular, the Civic Center, Downtown, and Airport areas show considerable increases in trip generation. Hence, the total of trips generated in the city continues to increase as land is redeveloped at higher intensities and employment grows, but the rate of increase becomes smaller as the city matures. In addition, Miami's position within the expanding metropolitan area with its multiple growth centroids causes a substantial number of non -local trips to be made through the city. All these factors taken together result in an increasing number of trips being made in and through the city, while population holds relatively steady and new land development activity diminishes and is replaced by redevelopment. Of critical importance is the fact that the existing street system within the city is now fixed in place, and there is limited opportunity for significant increase in vehicular capacities of the system. The implications for transportation planning, then, are that an increasing number of person -trips must be accommodated in a street and highway system that has limited and distinctly finite expansion capability. Continuation of this trend will produce ever-increasing traffic congestion and deteriorating levels of service with no apparent solution -- or at least none that is sufficiently attractive to compete with private automobile travel. The critical issue in urban transportation is the movement of people -- person trips. In an automobile -oriented society such as Miami's, it is typical for the majority of trips to be made alone in a passenger car, and street and highway "capacities" are normally measured in those terms. However, it is misleading to state this fact as if it were the only travel possibility. The point of this reasoning is that every street and highway facility has two types of capacity: actual, which is measured in terms of the number of vehicles that can be accommodated assuming no change in average occupancy; and potential, which assumes increased average vehicle occupancies. The first measure reflects reality and extrapolates it for planning purposes; the second assumes change. Where mass transit service is available, vehicle occupancy rates and, consequently, highway capacity and its derivative Level of Service, become a matter of collective individual choices. This is not to suggest that these collective decisions are easily capable of change -- they most certainly are not -- but simply to emphasize that, within a reasonable range, actual and potential capacity differ as a matter of choice, not physical law. Viewed in this context, the vital role that can be played by mass transportation becomes clear. While it is customary to regard transportation "levels of service" as measures only of the vehicle -carrying capability of streets and highways, a more useful approach would also consider the person -trip capacity of the facility, recognizing that vehicle trips and person trips are not the same thing. It is true that the physical capacity of a street can be expressed in the number of vehicles of assumed average size(s) that can travel along it during a time interval, but the critical value to the transportation planner is the assumed average occupancy of each vehicle, because that number times the number of vehicles yields the person -trips carried on the facility. Obviously, the greater the average vehicle occupancy, the greater the person -trip capacity of the facility. A simple illustration of this point can be made if one were to assume that the typical peak -hour average occupancy of a private automobile, now about 1.4 persons, were to double to 2.8 -- still a modest load for the typical 4-passenger car -- the immediate effect of such a change in occupancy would result in a 50 percent reduction of the number of vehicles required to perform the same number of person trips, or a doubling of the trip -carrying capacity of the facility. Even more dramatic capacity increases are produced if buses with average occupancies of 50 persons each are included in the vehicle mix. A restatement of this discussion with special emphasis on private motor vehicles, roadway capacities, and level -of -service considerations is contained in the Traffic Circulation Element chapter which, together with this Mass Transit Element, comprises the transportation component of Miami's Comprehensive Neighborhood Plan. Underlying Assumptions The analysis of future needs contained in this element is consistent with the best knowledge and estimations presently available. It should be noted, however, that the underlying assumptions on which future service needs are calculated reflect a conservative position that assumes no significant change in public attitudes toward use of the private automobile during the planning period. It is hoped that increasing traffic congestion and its attendant cost, wasted time, and frustration might lead to greater use of alternative transportation modes. However, there is no convincing evidence that this critical threshold is yet in sight. Hence, for purposes of the Comprehensive Plan it is reluctantly assumed that the mass transit system will continue to operate on approximately the same scale, relative to the overall future transportation system, as at present. If subsequent events should prove this position too conservative, future plan updates will cheerfully accommodate the change. Future Mass Transit System Needs The twenty-year transit system plan described in the Dade County Mass Transit Element, pages 43-50 consists of tnese major elements: Expansion of the rapid transit system to complete its five corridors: Southwest to Cutler Ridge; West corridor including Miami International Airport connection; Northwest,; Northeast; and Miami Beach: and extension of the Metromover legs into the Omni and Brickell areas of the Central Business District. VII-3 Continued expansion of the Metrobus ' system emphasizing a multidestination system oriented to the rapid transit corridors. Improvement of intercity transportation services, particularly to the Broward and Palm Beach counties portions of the urbanized area. Near -term mass transit system needs are contained in the Metropolitan Dade County Transportation Improvement Program (TIP). ' Significant Metrobus improvements include a continuation of the fleet replacement program that was begun in 1987, maintenance facility improvements and various efficiency, service, and convenience improvements such as intermodal transfer facilities, passenger shelters, and route signs. The Metromover extensions to the Omni and Brickell areas of the Central Business District will also be completed during the time period, and will facilitate movement ' within the downtown area. In addition to being shown in the TIP, these needs are also contained in the Florida Department of Transportation 5-year Transportation Plan. A series of maps is presented in the Dade County Mass Transit Element, pages 45- 49, identifying the mass transit system as ' planned for 2000-2010. The Metrobus service area within the City of Miami, shown on Figure 11, page 45, is somewhat expanded to increase city coverage to about 98 percent of total land area and population. The rapid transit system, shown on Figure 12, page 47, is greatly expanded, including new ' West and Northeast lines in the City of Miami, and a rapid transit connection from downtown Miami to Miami Beach. The completed Metromover alignment is shown on ' Figure 13, page 49, and Major Traffic Generators and Attractors - 2000-2010 on Figure 14, page 50. I Conclusion The Metro -Dade Transit System, as presently operating and as planned, is generally responsive to the fundamental needs of the urban area, and somewhat more than adequate for the portion of that area contained within the City of Miami. It would be possible, and certainly desirable, to plan for greater levels of mass transit service if there were any reasonable expectation that such services would be used. However, the key to increased utilization depends upon the collective decision -making on travel choice discussed earlier, and there are no signs that the collective preference for private automobile transportation is weakening, despite the time, expense, and frustration produced by ever-increasing traffic congestion. It is perhaps the most fortunate characteristic of mass transit that it can provide the solution to the urban mobility dilemma. Its technology is known and tested, readily available, can be quickly deployed when needed and -- compared to the cost of facilities for, and operation of, private passenger vehicles -- it is very inexpensive. Its major drawback, and it is a crippling one, is that the overwhelming majority of Americans choose not to use it. No metropolitan area in the U.S. that experienced its major growth in the 20th century has succeeded in developing and maintaining much more than a minimal mass transit system whose principal users are those citizens so disadvantaged that they cannot use an automobile. No other aspect of urban life presents such a pervasive and seemingly insurmountable problem in the face of such an obvious and simple solution. The way out of this dilemma continues to elude us. VII-4 � M M M r M r M = = = M r = M Ave 67 _ 67 < � cn cn In z i i�62Ave l 6t C o+ 7.. Maynada J A J m � m z m � 'Z1. 1 � �_ Y• Y� � 1 1 1 � � • : ' i= 1 •! ft ! 1 i i +fit. i 1 � • . 1 � t• i�tt_ p t ! � It w,w '.1�� ~��� - r till �J t till: goo'': ' ' 4 t L '7o W '% . _ N r :C N z Ir _ T 10 NE 2Ave Z Q c Z NE m ro m z � J T ts ems- 16T 1r' I F Blvd 3 NE \! NE Si V Im 1 fMIAAMI COMPREHENSIVE NEIGHBORHOOD PLAN one mile CITY OF MIAMI PLANNING DEPARTMENT FREPARATI()N r)F THIS MAP 'NAS AIDED THROW ,H FINANCIAL AS'; STArJCF I1E( FijELI FROM ME STATE OF Ft_()IUpA UNDER THE LOCAL GOVERrIMENI Cmif,REHENSI�F PI ArTr1Ir1 'IA`;;ISIAN('.F PHf)r;RAM AUTHI)RIIFII RI CHAT' IFIT R,; IF, 71 A:!': IIf fI�MWA AND AII'.UNNIFHI'D H'r IHF F1OIJIDA DFPARI4IFNI OF ('OMPAIINII'i AFFAIR4 Table 1. MDTA Bus Routes in the City of Miami: Headways and Average Monthly Ridership. Route No. Peak Scheduled Off -Peak Headways Night in Minutes Sat. Sun./Hol. Average Monthly Ridership 9/86-8/87 2 15 15 30-60 15 30 96,895 3 20 30 30-60 30 40 135,435 6 60 60 60 60 -- 17,492 7 20-60 20-60 30-60 30-60 30-60 60,250 8 15 15 30-60 20 30 135,276 9 10-40 20-40 30-60 40 60 -- Incl. in 10 10 40 40 60 40 60 169,507 9 and 10 11 10 10 30 15-30 15-30 253,864 12 30 30 60 40 60 -- Inc. in 21 16 20 30 30 30 60 81,785 17 15-30 30-60 30-60 30 60 90,742 21 30-60 30-60 30-60 40 60 115,659 12 and 21 22 20-60 30-60 30-60 30-60 60 90,687 24 15-30 20-40 30-60 30 30 94,597 27 12-30 15-30 30-60 20-60 30-60 160,953 32 20 30 60 60 60 79,772 36 20-40 30-60 60 60 60 65,858 37 30 30 60 60 60 66,456 41 -- 60 -- -- -- 9,544 42 60 60 60 60 60 18,150 48 60 60 70 60 -- 16,196 54 20 60 60 60 60 57,890 62 10-20 15 30-60 30 30 120,417 77 12-60 20-60 30-60 20-60 30-60 142,948 95 5 -- -- -- -- 23,131 A 30 30 60 60 60 11,983 B 15-30 40 60 30 30 27,593 C 20 20 30-60 20 30 -- Incl. in M D 60 60 60 60 60 -- Incl. in S F 20 30 30 60 60 37,135 1 20 30 30-60 30 60 103,052 K 20 20 30 20 30 69,642 L 10-20 20-40 30-60 20-40 20-40 231,947 M 20 20 60 20 30 201,882 C and M 'SS- s .0f VII-6 EXPLANATORY NOTE IMASS TRANSIT ELEMENT Reproduced on the following pages is the data and analysis section of the Mass Transit Element for the Miami urbanized area as prepared by Metropolitan Dade Count;, the only local government empowered to provide transit service in the county_ The Mass Transit Element is in two parts: i o COMPONENTS TO BE ADOPTED, including Goals. Objectives and Policies. This part is included in Volume II of the Miami Comprehensive Neighborhood +Fi an o SUPPORT COMPONENTS, which contains data and analyses and is reproduced in this volume. t L I i P R O P O S E D MASS TRANSIT, ELEMENT YEAR 2000 AND 2010 COMPREHENSIVE DEVELOPMENT MASTER PLAN METRO•DADE COUNTY, FLORIDA A P R I L 1 9 8 8 !METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) METROPOLITAN DADE COUNTY TABLE OF CONTENTS Page BOARD OF COUNTY COMMISSIONERS Stephen P. Clark, Mayor SUPPORT COMPONENTS e Barry D. Schreiber Harvey Ruvin BACKGROUND AND INVENTORY .......................... ........ 23 23 Mass Transit Planning.. ...............•......•.••..... Jorge Valdes James F. Redford, Jr. Existing Transit System ..................................... 24 Barbara M. Carey Beverly Phillips Metrobus 24 Sherman S. Winn Clara Oesterle ...................................... 2727 Metrorail...................................... ........ Metromover.............................................. 28 Paratransit............................................ 29 Park and Ride Facilities ............................... Bicycle and Transit Integration ........................ 30 METROPOLITAN DADE COUNTY Taxis, Limousines, and Jitneys ......................... 30 PLANNING ADVISORY BOARD ANALYSIS OF EXISTING SERVICE ..................................... 31 Service Area Coverage.. ................... 31 Intermodal Transfer Points .................................. 31 Service Frequency ........................................... 32 Lester Goldstein, Chairman Ridership ................................................... 34 Julio Jo, Vice -Chairman Major Traffic Generators and Attractors..................... 34 General Robert A. Ballard Existing and Projected Population Characteristics........... 38 Leo Bellon System Revenue and Operating Costs .......................... 41 Carol Brannock Armando Cazo FUTURE MASS TRANSIT SYSTEM NEEDS ................................. 43 Scott Notowitz 1994 Mass Transit Needs ..................................... 44 Maria Victoria Prado 2000-2010 Mass Transit Needs .......................... 44 Ernest Sidney Future Traffic Generators and Attractors.................... 48 Reginald R. Walters, Executive Secretary CONCLUSIONS ........................................ 51 ....... ....... POLICY FRAMEWORK - MASS TRANSIT .................................. 53 State Comprehensive Plan .................................... 57 Regional Policy Plan .................................. Rule 9J-5 59 ................................................. 1975-79 CDMP 61 ................................................ 63 LIST OF SOURCES .................................................. 67 s METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-88- i ;; LIST OF FIGURES Figure 5 Mass Transit System - 1987 Metrobus, Metrorail S Metromover ........................... 6 Metrobus Service Frequency - 1987 .................. 7 Metrobus Average Weekday Patronage ................. 6 Metrorail Average Weekday Patronage ................ 9 Metromover Average Weekday Patronage ............... 10 Major Traffic Generators and Attractors - 1987 ..... 11 Future Mass Transit System 2000-2010 - Metrobus Service Area ............................ 12 Future Mass Transit System 2000-2010 - Rapid Transit Corridors ................................ 13 Future Mass Transit System 2000-2010 - Metromover Alignment ............................. 14 Major Traffic Generators and Attractors - 2000-2010...................................... Page 25 33 35 36 37 39 45 47 49 50 LIST OF TABLES Table 1 Metrobus Revenue Fleet Roster ...................... 2 Transit System Ridership Fiscal Year 1985-1986 and 1986-1987............ 3 Existing and Projected Age Distribution Within Transit Service Area 1985-2010.......... 4 Existing and Projected Vehicle Availability By Households Within Transit Service Area 1985-2010......................... 5 Existing and Projected Public Transportation Disability Population Within Transit Service Area 1985-2010......................... 6 Farebox Revenue & Operating Cost Summary Metro -Dade Transit System Fiscal Years 1985-86 and 1986-87............... METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. MASS TRANSIT ELEMENT (APRIL 1988) Page 27 S 8 - # .;*kr 34 38 40 41 42 VII-9 SUPPORT COMPONENTS OF THE MASS TRANSIT ELEMENT The following materials are included in the CDMP as support components. These materials are not adopted for implementation as the local compre- hensive plan, but are included to provide the reader with necessary background and perspective to enable a better understanding of the adopted components and their bases. These support components are, in many instances, a summarization of more extensive documentation utilized in the preparation of the Element. Where appropriate, references to other support documents are included. it I BACKGROUND AND I1,WENTORY While automobile use is expected to continue to be the principal means the Of travel in Dade County, mass transportation services, provided by both public and private operators, are effective in increasing the efficiency The Mass and capacity of the overall transportation system. Element emphasizes a combination of bus, rapid transit and paratransit Transit services to respond to high travel demand areas, especially those corri- dors where significant capacity cannot be added to highway facilities. This Element will provide an overview and analysis of the existing transit services provided in Dade County. A future mass transit system is recommended, complementary to the highway system presented in the Traffic Circulation Element, to meet the mobility needs of the metropoli- tan area and achieve a more balanced ground transportation system. Mass Transit Planning The responsibility for providing public mass transit service in Metropol- itan Dade County resides exclusively with Metro -Dade County as specified in Article 1, Section 1.01 A. 2., and 3., of the Metropolitan Dade County Home Rule Amendment and Charter. Under this authority, the Metro -Dade Transit Agency (MDTA) plans, manages and operates all public transporta- tion services in Dade County. Public transit was first provided countywide in 1962 through public acquisition of local transit carriers. In the mid-1960's, transpor- tation planning efforts were undertaken by Dade County developing major long-range proposals for five transportation elements: highways, mass transit, seaports, airports, and terminals. The proposals were based, in part, on the area's 1985 general land use Master Plan adopted in 1965. A series of public hearings in 1971 and 1972 on this proposed transporta- tion plan revealed neighborhood opposition to many of the proposed expressways. This opposition was validated in 1972 when the voters of Dade County approved, by a 2-1 margin, a $132.5 million Decade of Pro- gress bond issue to provide the local share for public transit improve- ments. In response, a re-examination of the highway and transit portions of the CDMP produced a new plan deleting many proposed expressways and incorporating additional arterial streets, buses, and heavy rail rapid transit. This revised transportation plan for the year 1985 was adopted into the CDMP in 1974. The 1974 plan recommended an aggressive program of bus improvements and grade separated transit facilities to be implemented to satisfactorily accommodate 1985 travel demands and provide a balanced public transpor- tation system consisting of four major elements: 1. A rapid transit system operating on an exclusive guideway with sta- tions conveniently located throughout the county. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) r VII-10 �iN-",I I A system of bus routes operating on expressway and arterial streets to serve areas of the county not directly served by rapid transit. A network of feeder bus routes completing the trunk line bus routes and Serving the rapid transit stations. Paratransit services at selected rapid transit terminal locations to provide circulation in the vicinity of these stations and link major traffic generating areas with rapid transit facilities. In m y 1978, the County Co=ission adopted the Transportation Plan for the year 2000. This plan included major fixed guideway transit improve- ments as well as substantial expansion of the bus network. in 1982 preparation of a major update of the 1978 Long Range Transporta- t-on Plan was initiated. This plan was adopted by the Metropolitan Planning Organization in 1985 as The Long Range Element of the 2005 Metro -Dade T_ranspertation Plan: "Improvement Priorities" (herein after referrec to as the Long Range Element) and as subsequently revised form time to time. The transit portion of the Long Range Element identifies the transit needs over the twenty year period. The adopted document is a svnthes-s of the detailed description of the technical analysis entitled Year 2005 Metro -Dade Transportation Plan: 1984 Update, Volume 1, (herein after referred to as the Transportation Plan). The Lcng Range Element identified rapid transit improvements in five corridors: 1) the southwest corridor to Cutler Ridge, 2) to the west with a connection to Miami International Airport, to the northwest, to the northeast, and to Miami Beach with implementation occurring in three major stages. Stage I represented the existing 20.5 mile portion of Metrorail. Stage II planned to serve the west and northeast areas, and the last three corridors, Miami Beach, extension of Stage I to Cutler Ridge, and e::tensior. of Stage I to the northwest, were identified as future stages tc the full system. The preparation of an update to the Long Range Element to the Year 2010 by the iTC is currently underway and is expected to be completed by late 1989. A discussion regarding the 2010 update is addressed later in this Element. Existing Transit System The existing Metro -Dade transit system is composed of three major ele- ments: a fleet of over 500 Metrobuses, a 20.5 mile fixed guideway Metro - rail, and a 1.9 mile downtown Metromover. In addition, specialized demand -responsive paratransit services are provided. Each type of service is addressed below. Figure 5 illustrates the service area coverage of the existing mass transit system in Dade County for Metrobus, Metrorail and Metromover. Metrobus The 2005 Long Range Element laid out the transit improvements considered necessary to meet the quantified mobility needs through the year 2005. The transit component of that Plan recognized the need to restructure �11 Nit; a t,r t .' 1 1 1 t sw.0,1 11. ,,.,, SOURCE METRppAOE COUNTY ij TRANSIT AGEI#CY. I METRPOAOE COUNTY \• OLA„NINO DEPARTMENT ..o.a a� MASS TRANSIT SYSTEM•1987 METROBUS, METRORAIL & METROMOVER METROBUS SERVICE AREA METRORAIL LINE METRORAIL STATION METRORAIL (MAJOR TRANSFER POINT I STATION METROSU5 TERMINAL OTHER MAJOR TRANSFER POINT FIGURE 5 METRO•DADE COUNTY PLANNING DEPT. IMETRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) u a 0 -is fl R 1, j ^lecrobus :rot: a downtown. oriented radii; service to a multi -destination grad system providing connections to the rapid transit stations. Network 186, adopted by the County Commission in i985 and implemented in June 196o respcnded to this need. Network '86 streamlined Metrobus routes into a gr c pat -ern to provide service to those areas of Dade Countnot •letrorai_ and i cerporated a seeder system to interface with served b^ .terror The concept cf Network. '86 involves two levels of transit service. A grid_iiice bus system providing local and feeder routes to serve a., carts o: Lade Ccurt^ and to provide bus service to those areas not served b;' !J!etrczail and to t:.e entire County when Metrorail is not operating. y busY_eeder system _ntegrated fully with "-etrorail to provide the necessary rai= support network. These t;:e service categories patrons choosing not to use serv4-ce wit-- Metrorail Of metrorai complement each other, allowing options to Yetrorai'_, but eliminating duPlicatJon of bus routes and encouraging transfer to Toda•, :Metrobus is a system of 63 regular'_v scheduled fixed routes using a feet c: =.:8 buses wnich connects most areas of Dade Count; operating as local, feeder and express bus service logging �'- million service miles annuall;. :n operation, local bus provides frequent service with small average distance between sto a tops. A feeder bus san expree s bus. 10Express stator. for rail service or a transfer point bus service provides limited stop or closed door service am uteut`hat busways or arterials. %letrobus Route l is an example provides all three types of service. In its local mode it has stops along the South Di.�tie Highway be Homestead and the Dadeland North and Dadeland South Fetrorail stations which it serves as a feeder bus. During peak hours it makes express trips to Miami ands twoIntrna ional t -zips Airport the rom Guail Roost Drive, two trips in the morn ngoi the trip. Route 95 afternoon using the Palmetto Expresswa;, for p art operates in the express mode in the HOV lanes ona it ort duri g morning Golden Glades on the north and Downtown and to the airp peak hours and afternoon peak hours. Also it runs Noas na od oander bSicylakeus h of Golden Glades to three communities, Carol City, Under its current schedule Metrobus puts 398 buses or. the street during the morning peak. (6:30 - 9AM) and 404 buses during the afternoon peak (.:e morning Metrobus operates out of three maintenance and garage facilities. They are referred to as "Coral Way" located a d S;;NortheastW 24 t and SW 72 Avenue; "Central" located on KW 3Z Avenue; located at NE '_ Avenue at '.Miami Gardens Drive. The 1988 Transportation Improvement Program (1IP) has scheduled fleet replacement o: 331 buses and fleet expansion by 60 buses over the next four years. Table 1 presents the current ;•etrobus fleet roster. The mean age of tLa entire fleet is appros�Wacel: :.76 years. TABLE 1 Metrobus Revenue Fleet Roster December 1987 Available Year Manufacturer Seating Amenities Number of Vehicles Capacities 87 1988 FLXIBLE 46 A/C ss 129 1987 FL.YIBLE 46 A/C ss 15 1985 NAT COACH 19 A/C Lift 258 45 A/C ss kneeling 1980 GMC 29 1978 FL.YIBLE 50 A/C ss Total Vehicles: 548 Average Age: 5.76 AC - Air Conditioned ss = Soft Seat Lift = Driver operated hydraulic lift for wheelchairs Kneeling - Release of air pressure at front door side of bus to reduce step height for elderly and handicapped passengers. Source: Metro -Dade Transit Agency, 1987 Metr°rail Metrorail is an elevated, electrically powered 20.5 mile heavy rail rigid transit system with 20 stations. Stage I of Metrorail was inaugurated in May 1984. The Metrorail fleet consists of a total of 136 vehicles, 68 of which are used during the peak hours. Maintenance facilities for Metrorail are located north of the Okeechobee Station at the William Lehman Operations and Maintenance Center. As illustrated in Figure 5, the Metrorail System runs along a south/northwest alignment radiating out of downtown Miami serving two of the most densely travelled corridors in the County. The south line connects the Dadeland area with downtown Miami providing relief to the highly congested South Dixie Highway. The Northwest line connects the Hialeah area with downtown Miami. Metromover Another component of the public transit system is the Metromover. Metromover, as shown in the insert of Figure 5. is an elevated, fully automated, electrically powered, rubber -tired peopiemover system consist- ing of a 1.9 mile loop providing primary transit distribution for the downtown Miami core area from 9 conveniently located Metromover stations. Metromover interfaces with Metrorail at the downtown Government Center METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-12 Station. A Metromover car arrives at a station every 90 seconds. During peak hours 10 vehicles out of the total of the 12 vehicle fleet are in operation.. Metromover was opened for service in April 1986. Pararransit Paratransit service is the fourth component of the Metro -Dade County transit system. Under this program. innovative services are available for at^acting riders in travel markets where traditional transit service is not feasible. Special Transportation Services (STS) of the MDTA provides a variety ci services including ridesharing, car or van pools, demand -responsive service for elderly and handicapped and other public transit services. The L'rban Mass Transportation Administration (UMTA) Section 504 regulations of the Rehabilitation Act of 1973, as amended requires agencies chat receive federal financial assistance to provide transportation to the general public must provide a service program for handicapped persons. The program must consist of accessible bus service, a special paratransit service, or a mixed system of accessible bus and paratransit services. The County uses the Special Transportation Service (STS) for achieving compliance with the Section 504 regulations. Special Transportation Service (STS). STS available to certified/ eligible elderly or handitapped, is a shared ride service in a car or a van, providing countywide curb -to -curb transportation for handicapped and mobility impaired persons who are unable to use Metrobus. This service is available either by reservation (24 hour advance) or subscription 365 days a year between. 6 ALM and midnight. There are currently 5,500 persons enrolled in the program. STS is provided by a private transportation company under contract to Dade County. Some of the vehicles used in the STS program are owned by the county and leased to the private contractor. Under that circumstance, the County pays a reduced cost per trip. Florida Medicaid Transnortation Pro¢ram. This service provides transportation for both ambulatory and wheelchair clients. In 1986, 150,000 people were served. Zoo Bus. This service provides weekend shuttle service operating between the Dadeland North Metrorail Station and the Metro Zoo from 10:15 AM to 5:45 PM. Education Express. This service provides transportation for the disadvantaged in South Dade County to vocational schools and universities on weekdays from 5:30 AM until 6:15 PM. During the 1986 school year, this service provided 14,000 rides to students. Share -A -Ride. This state supported program offers carpool/vanpool matching services. This program is a reactivation of a project begun in 1981. By the end of 1987, there were 1402 program participants. A telephone survey determined 7Z were actually carpooling. The marketing for this program is being conducted by personal contact with major employers and employment centers as well as roadside advertising with 38 signs strategically placed along congested corridors. Kendall Area Transit (KAT). The KAT is a high occupancy vehicle (HOV) demonstration project funded by FDOT utilizing express minibuses with coordinated park and ride facilities, to reduce traffic congestion along the Kendall Drive corridor and improve transit passenger capacity. It is operated by a private transportation provider through a contract with Dade County. The KAT provides peak hour shuttle bus service on 10 minute headways to the Dadeland North Metrorail Station via two different routes from the Kendall area. One route travels on SW 104 Street from the Hammocks Town Center and West Lakes Plaza with a Stop at SW 113 Place. The other route travels on Kendall Drive from SW 127 Avenue with two stops along the route. KA" service -is provided in the morning from 5:55 AM to 9:30 AM and in the afternoon from 3:30 PM to 7:50 PM by 10 minibuses and one full size bus. Ridership for the month of February 1988 was 13,900. The KAT was inaugurated July 13, 1987 and will continue as a demonstration project through 1988. Park and Ride Facilities The provision of par', :'.d ride lot facilities is one method of reducing the cost of provid:::g transit service, while expanding the level of service provided. In areas of low residential density, it is usually more efficient to provide park and ride facilities than the provide feeder or collector services with circuitous routing. MDTA currently provides two types of park and ride facilities. The first type includes parking lots for express bus service providing non-stop service from park and ride facilities to major employment centers or to the Metrorail system; and the second includes parking lots for local bus service, either at designated lots along the route or at bus stops that are convenient for the auto driver. Either type of facility can be used exclusively for transit riders or shared with others for joint or multiple use. At the present time there are 4 active park and ride facilities serving the north and south ends of the County. At the north end, the Golden Glades park and ride lot has been in existence since 1974 and has been a continuous success. The lot has 1350 spaces, with a short walk to a covered bus terminal and is used by approximately 800 people per day to get to the central business district, the Civic Center and the airport. Ac the south end, in 1987 the Kendall Area Transit (KAT) service to Dadeland North Metrorail station, initiated park and ride lots at the Hammocks town center with 156 spaces, West Lakes Plaza with 241 spaces, and 25 spaces at the south campus of Miami Dade Community College (MDCC). These three park and ride lots are used by approximately 330 persons per day. MDTA is currently in the process of preparing a park and ride facilities plan for the purpose of identifying potential locations for additional facilities to enhance bus ridership. Specific sites considered include those that would require acquisition and construction, as well as joint -use facilities. Park and ride facilities, either lots or garages, are provided at 1; of the 20 Metrorail stations. Parking spaces at these facilities total approximately 8,000. Construction of a 2,000 space garage at the Dade - land North station is programmed in the 1988 TIP for 1989, and an METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-13 expansion of an additional 200 spaces at the South Miami station parking garage is also being planned. Bicycle and Transit Integration Bicycle -transit integration refers to the linkage of bicycles with public e bus and rail system. Bicycle -transit integration was initiated in 1983 with the Metrorail Bike -on -Train program as a demonstration program funded by UMTA. This program permits bicyclists to board and ride Metrorail with their bicycles during off peak hours. The purpose of this project was to demonstrate the safe interface of bicycle travel with public trars:.t. The demonstration was successful and has been a perma- nent service offered by Metrorail since September 1986. As of September, 1987, 658 Bike -on -Train permits have been issued. Another phase of bicycle/transit integration is the Bike-n-Ride program. The purpose cf this program which provides cyclists with parking facili- ties at Metrorail stations is to encourage the use of bicycles as a transit link to either Metrorail or Metrobus. The cyclist has the choice of renting a secure bike locker or using a free bike rack. Currently there are 314 bicycle lockers available at various Metrorail stations. The revenue generated from the rental of lockers is used to promote further integration of bicycles with transit and the purchase of addi- tional bicycle lockers or bicycle racks as demand warrants. These two programs using bicycles as a transportation mode link to transit has proved to be popular with commuters. Taxis, Limousines, and Jitnevs Under the aegis of the County's Department of Consumer Services, private transportation companies are licensed and regulated to provide taxi, limousine, and jitney service in the public interest. Currently there are 1617 licenses operating out of a maximum of 1824 permitted by Dade County Ordinance No. 31-82 which allows 1 license for each 1,000 popula- tion. Limousines account for 108 licenses of the 1617 now in use, the balance are taxis. Jitneys provide an ancillary transit service in 15 passenger vehicles on a semi -fixed routes between fixed terminals. Operating under Dade County Code 31-101, the private sector passenger motor carrier industry can provide transportation services at competitive prices in those areas that will not adversely affect the existing public transit service, as desig- nated in the current Transportation Plan. In particular, Certificates of Transportation are not authorized in those corridors where public transit service presently exists at headway frequencies of thirty (30) minutes or less. A Certificate of Transportation issued by the County specifies and describes the exact transportation service to be provided by the private carrier. ANALYSIS OF EXISTING SERVICE The requirement for Mass transit analyses by mode as required by 9J-5.008(2)(a) F.A.C. is more complex in the case of Dade County than in a community that has a single mode transit system. As indicated earlier, Dade County provides three major forms of mass transit consist- ing of Metrobus, Metrorail, and Metromover, as well as a paratransit services providing for a variety of specialized needs. Any analysis of service levels, ridership, trip generators and general demographics in Dade County, must be viewed from the perspective of an integrated multi - modal transit system with four components, inasmuch as the efficiency of one is dependent upon and integrated with another by plan and design. Those areas of analysis in which it is possible to separate data by mode, such as ridership numbers, will be shown separately. However, it is the combined affect of all the modes that relates more effectively to Dade County transit than any single component or mode. Service Area and Facilities Nearly all of urbanized Dade County, approximately 500 square miles, is covered by the service area of the Metro -Dade mass transit system. Figure 5 graphically depicts the extent of service area coverage. Based on the most recent estimates of the 1985 population, approximately 1,505,099. or 85:: of the County's total population (:,771,000) is con- tained within the Metrobus transit service area. The service area shown in Figure 5 represents one -quarter mile distance on either side of the 63 Metrobus routes. One quarter mile is the industry standard for maximum walking distance (approximately five minutes) to a bus stop. Beyond this distance the propensity for people willing to use transit drops off. Thus transit ridership is a function of population density and socioeco- nomic conditions. The greater the density, or the lower the household income and automobile availability, the higher the potential for transit ridership which in turn triggers better transit service, e.g., shorter headways. Areas without sufficient population densit_; do not make it economically viable to support a transit route. Therefore, certain outlying fringe low density residential areas in Dade County do not have sufficient potential ridership to justify transit service. Intermodal Transfer Points The concept of intermodal integrated public transit is demonstrated in various sections of Dade County. A trip from home to work could begin with a car to a park and ride lot for boarding either Metrorail or an express bus, completing the trip to a downtown office with the Metromover. The same trip could have begun with a bicycle to a Metrorail station, or on foot to a feeder bus to a Metrorail station. Access to transit can be achieved by foot, bicycle, or auto with easy transfer between modes. Figure 5 shows the major transfer points and terminals in relation to the total mass transit system. There are eight major bus to bus transfer points, two of which are referred to as the Downtown Bus Terminal and the Coral Gables Bus Terminal. In addition, there are eight major bus to rail station transfer points. These major transfer points are described as follows. IMETRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 19881 VII-14 Located in downtown Miami, the Downtown Metrobus Terminal is one and one half blocks from the Government Center station of Metrorail. Transfer from this point to Metrorail, Metromover, or buses that go to points not reached by Metrora« can be achieved here. There are 12 Metrobus routes converging at this terminal. At the Corai Gables Metrobus Terminal, located in the City of Coral Gables, 8 Metrobus routes can be boarded at this location. Two major destinations, Mdami International Airport and Miami Beach can be reached from this terminal that cannot be reached by Metrorail. Other major bus to bus transfer points include the following locations: Lincoln Road Mal'_ on Miami Beach, 163 Street Mall, Omni Inter- national Mall, Midway Mall and Aventura *".all. The Golden Glades park and ride facility, where several Metrobus routes arrive and depart, also serves as a major transfer point. Figure 5 also shows those Metrorail stations that serve as major bus to rail transfer points. These include: Dadeland South, Dadeland North, South Miami, Douglas Road, Allapattah, Northside, Hialeah. and Okeechobee iService Freauencv Service frequency is defined as the number of buses per hour. Headway is the time interval between transit vehicle arrivals at a particular point. Headways are usually expressed in terms of minutes between vehicle arrivals and are characterized as occurring between peak or off-peak time periods. The weekday morning peak is 6:30 to 9:00 A.M. and afternoon peak is 4:00 to 6:30 P.M. This section briefly describes service fre- quency for Metrobus, Metrorail and Metromover. The weekday peak hour service frequency provided by Metrobus is shown in Figure 6, and is classified into three broad categories. These are broken down into peak headways of 15 minutes or less, 16-30 minutes and headways greater than 30 minutes. This indicates that the core service area defined as NW/NE 79 Street on the north, NW/SW 27 Avenue on the west, Coral Way on the south, Biscayne Bay on the east for the mainland and south of 97 Street on Miami Beach is significantly served by buses arriving at least every 15 minutes or less. The core service area is the most densely populated and dependent on transit service. The rest of the urbanized area is served at a frequency of at least every 30 minutes, while the outlying fringe areas are generally served at frequency of 30-60 minutes. The Metrorail weekday schedule is divided Monday through Thursday and a Friday schedule. The 6-9 A.M. peak and 3-6 P.M. peak have 6 minute headways, and evenings, 6-8 P.M. has 15 minute headways and a 30 minute headway from 8-9 P.M. The Friday schedule is the same except evening service which runs until it P.M. with a 30 minute headway. Metromover. an automatic system, moves through a station every 2} minutes or less. IMETRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN. MASS TRANSIT ELEMENT (APRIL 1988) Ridership Figures 1, 8, and 9 graphically display average weekday ridership for Metrobus, Metrorail and Metromover. In Figure 7, Metrobus shows a constant ridership level of approximately 200,000 passengers per day from September 1985 to August 1987. It is significant to note that during the two years represented, Metrobus underwent drastic service changes with a smaller decrease in ridership chan anticipated. The intent of the service change, referred to earlier as Network '86, was to provide interface with the two new fixed systems, Metrorail and Metromover and to streamline the route network. ■j Ridership, shown in Figure 8, indicates a gradual increase in Metrorail ridership to a level of 35.000 passengers per average weekday average in v CO 1987. This number, coupled with the constant of Metrobus ridership could " be interpreted to demonstrate an overall increase in transit use. Z p Metromover ridership shown in Figure 9 appears to have established a a v basic ridership of approximately 12.000 per average weekday. Table 2 ¢ a shows total system ridership by mode for fiscal years 1985-86 and R O 1986-87. As stated earlier, this table shows a stable Metrobus ridership N with an increase of less than one percent. Metrorail, however, shows a X m 36 percent increase in ridership. Metromover ridership for FY 85/86 �7 represents only five months of operation, or 247.790 riders per month m W compared with 273.236 per month for FY 86/87. This represents an average cc3 ridership increase of 11 percent for Metromover. v W L ¢ to Table 2 Q m W p Transit System Ridership ¢ _ Fiscal Years 1985-1986 and 1986-1987 Zo o = Q = O Fiscal Year Metrobus Metrorail Metromover Total wIT. v 1985-1986 60,346,521 7,643.682 1,238,951 69,229,154 1986-1987 60.541,110 10,403,774 3.278,835 74,223,719 Source. Metro -Dade Transit Agency, 1987 { Major Traffic Generators and Attractors / A mass transit system should be designed to provide access to vital land uses, activity centers or trip generators. Any identifiable unit of land which is either a source (production end) or a receiver (attraction end) of either a person or vehicle trip may be termed a traffic generator. Traffic generators can range from a single family residence generating about 10 trips a day to a major industrial or commercial area generating thousands of person trips per day. The following types of major traffic generators were selected to be reported here: major regional shopping W O 2 H O O O O O O p O p O O O 0. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN. MASS TRANSIT ELEMENT IAPRIL 1988) Ls, •one znr Nnr AWN Kau RUN 833 d8/T 03a nON =0 1a3S and znr Nnr. A UN Batt HUM t VII-16 F .i 100r e01" ea0ft lemma 1101010 10100 limm son spa low sowk In" I WO F r FIGURE e NETRORML AVERAGE WEEKDAY PATRONAGE (FROM MONTII OF SEPT. ' 85 TO AUG. ' 87) PASSEMGRRfI PER DAY 50.066 Mi lrOaA l 1. C r•� I v a v J CD 40,000 30,000 20,000 10,000 It7 0 °z A �S a ti a o zz A ti s a s 5' ti 0 a * Averages do not include holidays and weekends. **Bayside Marketplace opening April 8, 1987. FIGURE 8 NETRONOVER AVERAGE WEEKDAY PATRONAGE (FROM MONTH OF MAY 106 TO AUG. , 87) PASSENGERS PER DAY 20.000. 16,000 12,000 0000 4000 0 4 z A 0 a o z R N 9 z A ti �S a94 N z a N x � s ' � I a Averages do not include holidays 8 weekends. Free Fare in effoot 4/19-6/15 6 12/6-12/24/96 ***Rauside Marketplace opening April 8, 1987. METROMOUER centers, the seaport, government centers, major hospital and medical complexes, major attractions and cultural facilities, colleges and universities, and other major employment centers that include the Miami CBD, Miami International Airport, Opa-locks Airport, Homestead Air Force Base and significant concentrations of industrial centers. Figure 10 shoes the location and type of these selected traffic generators through- out Dade County. A comparison of the location of these major traffic I� generators with the transit service area (Figure 5) shows that many of ■ these generators are currently served by the transit system. Existing and Projected Population Characteristics The focus of this section is on examining various population characteris- tics that may impact the provision of public transit services today and in the future. Projections for each characteristic are provided to the year 2010 and relate to the area within the existing transit service area (Figure 5). t Age Distribution The existing and projected age distribution among the population within the transit service area shown in Table 3 indicates that approximately 17 percent of this population is elderly. It can be assumed that the elderly as a group have a greater propensity to use transit. This is the case particularly in Miami Beach where there is a high concentration of elderly and concomitantly, high transit ridership on Metrobus. Table 3 also shows that the total population within the transit service area for 1985 was 1.5 million, or approximately 85 percent of the total Countywide population, and by the year 2010 over 80 percent are still projected to be within the service area. Table 3 QQ ■ ■ Existing And Projected Age Distribution Within Transit Service Area 1985-2010 Age 1985 1990 1995 2000 2010 Under 5 105,585 111,397 116,279 121,134 113,891 5 - 19 267,263 282.138 310,252 348,582 403,112 20 - 24 240,195 22,939 193.862 182.765 169,888 25 - 64 630.182 678.082 727,575 760,420 878,865 Over 65 261.875 277.682 292.017 295,457 327,439 SERVICE AREA POPULATION 1.505,099 1,572,237 1,639,985 1,708,357 1.898,196 (TOTAL COUNTY POPULATION) 1,770,769 1,880,000 1,991,000 2,102,000 2,331,000 Source: Metro -Dade Planning Department, 1987 METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-18 Household Vehicle Availability Those persons without an auto, usually not by choice, must either depend on others for meeting their travel needs or use public transportation. Most do not have autos due to ill health, age, handicap or low income. Table 4 indicates the number of autos available for use to households within the transit service area. These figures show that in 1985 over 110,000 households, or 20 percent of the total households in the transit service area, did not have an auto available for use. This population is considered transit dependent, i.e. someone who does not have an automo- bile available to make a trip. A household can have an auto available and still include transit dependents. Those persons having other means of transportation available to them but choose to use public transit are defined as choice riders. As can be seen in Table 4, this trend of vehicle availability per household is expected to continue. TABLE 4 Existing And Projected Private Vehicle Availability -By Households Within Transit Service Area 1985-2010 Households 1985 1990 1995 2000 2010 With no vehicles 110,604 117,152 120,604 124,415 133,461 With 1 vehicle 235,750 251,799 263,144 276,006 308,023 With 2 vehicles 164,202 172,527 181,256 191,310 217,199 With 3 or more vehicles 62.596 65,770 69,097 72.930 82,800 Total Households 573.152 607,248 634,101 664,662 741,423 Source: Metro -Dade Planning Department, 1987 Public Transportation Disability Limited information exists that is reliable for addressing the special transportation needs of the community, especially the handicapped. The 1980 Census 201 sample did ask one question directly related to the handicapped. The 1980 Census questionnaire reads: Does this person have "a physical, mental or other health condition which has lasted for six months or more and which limits or prevents a person from using public transportation?" The figures shown in Table 5 represent a projection of those persons with a public transportation disability between the ages of 16 and 64 and over 65, based on the 1980 Census data. The table shows an average annual increase of approximately one percent for both age groups to the year 2010. Table 5 Existing And Projected Public Transportation Disability Population Within Transit Service Area 1985-2010 Age 1985 1990 1995 2000 2010 16 - 64 21,071 22,011 22.960 23,916 26,574 65+ 39.133 40,878 42,640 44,417 49.353 Source: Metro -Dade Planning Department Household Income The information presented in this section concerning income is summarized from a more detailed discussion in the Housing Element of households by income group, i.e. very low, low, moderate etc., countywide for 1980, 2000 and 2010. In 1980. very low income households comprised 25 percent or 154,810 of all households in Dade County. They are projected to decrease as a proportion of all households over time to 23 percent and 21 percent in the years 2000 and 2010 respectively, while upper -middle and high income households are projected to increase from 31 percent to 33 percent and 34 percent. The distribution shifts from lower to higher income levels over time because areas with higher incomes are projected to grow faster. System Rcvenue and Operatine Costs Table 7 reflects the Metro -Dade transit system's revenue and operating costs for fiscal years 1985-86 and 1986-87. Operating cost includes those recurring costs such as salaries and wages, maintenance, energy, taxes, insurance, and supplies. Revenue shown on this table includes receipts from Metrobus, Metrorail, Metromover, and charter bus service. The percentage shown for farebox recovery is the total revenue received from farebox, faregate, and charter service divided by operating cost. The difference represents subsidy. The subsidy for operating the Metro - Dade transit system is made up from the County's general fund gas tax, federal operating assistance and other miscellaneous sources. The uncertainty of the continuation of federal operating assistance has been a source of concern for several years and has made the case for a dedic- ated source of funds to support transit a high priority issue. To this end, a Transit Financial Study is currently being prepared to develop effective and permanent approaches to the question of financing public transportation in Dade County. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-19 I — Table 6 f Farebox Revenue And Operating Cost Summary Metro -Dade Transit System Fiscal Years 1985-86 and 1986-87 Fiscal Farebox Operating Farebox 6 Year Revenue Cost Recovery FY 1985-86 $34,437,299 $ 98,975,330 34.7% FY 1986-87 $35.479,066 $ 98,812.157 35.9% Source: Metro -Dade Transit Agency FUTURE MASS TRANSIT SYSTEM NEEDS This chapter presents, first. a brief overview of the various transit improvements considered necessary to meet quantified mobility needs of Dade County as identified in the MPO's 2005 Long Range Element; and second, presents those- mass transit improvements recommended as part Of the Mass Transit Element for 1994 and 2000-2010. The twenty year transit system described in the Long Range Element was developed by evaluating transit improvement found to be effective in reducing peak period travel demand. Highway improvements were then evaluated and included to meet the travel demand not met by the transit improvements. The recommended transit improvements, as adopted by the MPO, emphasized rapid transit improvements, with no particular type of rapid transit mode identified, operating on separate rights -of -way over the twenty year time frame. Specifically, the Long Range Element identified five rapid transit improvement corridors: 1) the southwest corridor to Cutler Ridge. 2) to the west, with a connection to the Miami International Airport. 3) to the northwest. 4) to the northeast, and 5) to Miami Beach. The current Metrorail line as depicted earlier in Figure 5 serves as the first of three stages for the twenty year development of the rapid transit system. This line serves the inner areas of southwest corridor and the northwest corridor. The second stage is proposed to serve the west corridor (airport vicinity and area west to the Palmetto Express- way), and the northeast corridor (US 1 and I-95 corridor). The continu- ance of the southwest corridor to Cutler Ridge. Miami Beach corridor and the extension of northwest corridor along NW 27 Avenue were identified as future long term stages to the full system envisioned. The 2005 plan recognized that bus transit would continue to be important in meeting mobility needs in conjunction with the development of a full-scale rapid transit system. The orientation of the bus system shifted to a mul tides tinat ion system providing connections to the rapid transit stations and other enhanced services within the community. Specific longer range bus service changes, however were not detailed. The Long Range Element also identified an intercity transportation line intended to serve the three county area of Dade, Broward and Palm Beach as well as the proposed high speed rail corridor connecting Miami, Orlando, Tampa. The final component of the identified long range element transit needs was the Stage II extension of Metromover in downtown Miami to the north to serve the Omni area, and to the south to serve the Brickell area. These extensions were planned to improve circulation within the greater downtown area and provide improved access to and from Metrorail to destinations in the downtown area. Future Mass Transit Needs As with the Traffic Circulation Element, the adopted MPO 2005 Long Range Element of the Metro -Dade Transportation Plan, and the recommendations METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. MASS TRANSIT ELEMENT (APRIL 1988) VII-20 I contained therein, has served as the basis for determining future condi- tions and needs for the Mass Transit Element. In addition, the 2005 Plan represents the most recent and best available overall evaluation of future transit needs. The Mass Transit Element does, however, identify additional exclusive rapid transit opportunities in critical travel corridors. These opportunities as well as other specific mass transit improvements, by mode, are presented below for the 1994 and 2000-2010 time frames. 1994 Mass Transit Needs In the near term, 1989 to 1994, mass transit service projects are drawn from the 1988 Metropolitan Dade Counry Transportation Improvement Program (Tip). The significant Metrobus improvements needed during this time frame includes: a major Metrobus fleet replacement program which began in 1987, maintenance facility improvements and various efficiency, service, and convenience improvements such as intermodal transfer facili- ties, passenger shelters, and route signs. During this time frame it is anticipated that construction of the north and south legs of the downtown Metromover will commence. The north leg :ill extend to the Omni area and the south leg to the Brickell area. No extensions to Metrora_l are planned during this period. The Capital Improvements Element contains a complete listing and description of mass transit projects for this time frame. 2000-2010 Mass Transit Needs This section describes the long term potential expansions to the Metrobus service area, and identifies future rapid transit corridors. In addi- tion, a series of future mass transit maps have been prepared to identi- fy, by mode, the general areas to be served by the various components which make up the entire future mass transit system. Metrobus Figure 11 illustrates the potential expansion of Metrobus service cover- age for the years 2000 and 2010. The planning and expansion of bus transit service is based on many different criteria or factors, i.e., cost, frequency, accessibility, etc., but most importantly it is estimat- ed demand or ridership with sufficient population density that determines f� potential. The future service area coverage for 2000 and 2010 was developed using guidelines for route spacing, and calculating combined projected resident and employment population densities per square mile by igeographic districts for 2000 and 2010. The guidelines were compared to 1 the combined population employment values and areas with projected future deficient coverage were identified. Each area was then analyzed to determine those arterials where service could be placed to meet the service coverage guidelines. The potential route expansions identified are consistent with expected development patterns for the years 2000 and 2010 as described in the Land Use Element. It can also be expected that future bus transit will continue to operate primarily as a feeder to Metrorail, and to other rapid transit corridors as they are developed in the long term. �l METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-21 S1-; ;g': Exclusive Rapid Transit Corridors Future rapid transit corridor improvements are shown in Figure 12. It is anticipated that service in most of these corridors would occur towards the longer 2010 term of the planning horizon, while others may occur sometime after 2000. The use of the te= rapid transit in describing these corridors refers to any heavy rail, light rail or express buses operating on exclusive rights -of -way. As indicated previously, the future ccrridors identified here are essentially the same five corridors in the adopted Long Range Element except one additional corridor has been added and two of the original five are recommended for further extension. The corridors are briefly described as follows: The corridor to the west originates in downtown Miami at the Metrorail Government Center station and continues west to serve the Miami Airport and areas west to the Palmetto Expressway. The potential for ridership in this car-idor is based on employment opportunities and large labor force plus the highest residential density in the County. The northeast corridor extends from downtown Miami northeast to approxi- mately \E 192 street, running in the area between I-95 and US 1. The population in this corridor is heterogeneous composed of several differ- ent minerit': groups in the southern part of the corridor and a high concentration of elderly in the northern half. To the northwest the corridor begins at the Martin Luther King, Jr. Plaza Metrorail station on NW 27 Avenue and continues along the NW 27 Avenue corridor to the vicinity of the Broward County line serving the north campus of Miami -Dade Community College and a major activity center area near the County line. This represents an extension to the current adopted 2005 Long Range Element and the 1979 CDMP Land Use Plan map which showed the corridor extending to approximately NW 151 Street. The Miami Beach corridor makes its connection from downtown Miami, then easterly along the MacArthur Causeway across Biscayne Boulevard to Miami Beach, and would effectively connect the Miami Beach Convention Center and the South Beach area to downtown Miami. This corridor would serve a very high population density area comprised of elderly residents and seasonal tourists. The southwest corridor extends from the current southern terminus of Metrorail, the Dadeland South station, to the Cutler Ridge area in the vicinity of the South Dade Government Center and Cutler Ridge Mall. In the long term it is recommended that the corridor extend further south to the Homesread/Florida City area using the FEC right-of-way. The final rapid transit corridor, not part of the current 2005 Long Range Element transit plan, extends along the Kendall Drive corridor from the Dadeland North Metrorail station to the West Kendall area. This corridor would serve as a much needed feeder system for the high growth Kendall area to Metrorail, and relieve extremely congested roadway conditions forecast in the corridcr. All alignments depicted for the various rapid U .1 _ IL 'I al s' `� �•� `�5 i j LJ {` FUTURE MASS TRANSIT SYSTEM 2000-2010 RAPID TRANSIT CORRIDORS t=10MEXISTING METRORAIL uuu■ EXISTING INTERCITY TRANSPORTATION ( --m PROPOSED RAPID =, TRANSIT CORRIDOR rasa:: rnwoa.w nuwra,r.nw. �. �' R.n.u.ownoro4x..wawnn - 3 +ora s�xos arreHrmr„s,wm •� , +.n++oa.aacouwrr r+.wwn.o ovawnpr N FIGURE 12-- - i c^N•_:.ti MILKS METRO-OADE COUNTY PLANNING DI METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT IAPRIL 19681 VII-22 Sty)" t . D'r transit corridors are general corridor alignments. Deviations may occur as these corriaors are subjected to detailed planning, design and engi- neering studies. Figure iZ also shows the continuation of the Intercity Transportation line, as part of a regional transit system linking Dade County will Broward and Palm Beach Counties. A tri-county commuter rail project with a three year long, 48 mile reconstruction of I-95 provides an alternative to travelling on I-95 during the construction. Tri-Rail will operate under the direction of the Tri-County Commuter Rail Organization, a regional policy body comprised of elected officials from Dade, Broward and Palm Beach Counties. It is hoped that during the ensuing three years, commuters will be attracted in sufficient numbers to warrant its continuation. It is also possible that the CSX right-of-way corridor will be used for the Miami connection of the proposed Florida High -Speed Rail line to Orlando and Tampa. Portions of the system are projected to be in service by 1997. Depending on service levels and technology choice high speed rail travel could produce daily ridership as high as 20,000 by the year 2000. The Florida High Speed Rail Transportation Commission is currently in the process of reviewing proposals submitted for the development and operation of the line. Potential transit stations for the line may include the Miami International Airport and downtown Miami. Figure 13 shows the complete future Metromover system including the north and south leg extensions, known as the Omni and Brickell legs respective- ly, to the existing loop. The 1.4 mile Omni leg will connect to the existing loop at NE 5 Street and extend north along NE 2 Avenue terminat- ing at NE 15 Street and Miami Place. Six stations are proposed for this leg. The 1.1 mile Brickell leg connects to the existing loop between Miami Avenue and SE 1 Street just north of I-95, interfaces with Metro - rail at SW 1 Avenue, and terminates at Brickell Avenue. Six stations are also proposed for this leg. In addition, another station is planned within the existing loop concurrent with development proposals in the vicinity of SE 3 Street and SE 3 Avenue. Future Traffic Generators And Attractors Figure 14 shows the location of those future major traffic generators and attractors anticipated by the years 2000 and 2010 based on the urban development pattern identified on the 2000-2010 Land Use Plan map. Comparison of Figure 14 with the 2000-2010 Metrobus service area and rapid transit corridors indicates that many of the future generators will be served by mass transit. As these generators develop over time, transit service will be assessed for implementation as warranted. 4NS1T SYSTEM LUUU-LUIU METROMOVER ALIGNMENT EXISTING PHASE 1 ALIGNMENT IN MAINTENANCE FACILITY EXISTING PHASE I STATION METRORAIU STAGE 1) m PHASE 11 ALIGNMENT ALIGNMENT Mo„ PHASE II STATION u.o,o,r w-eff roto .na,.wcz Anna wai n.e.un a FIGURE 13 Q f—�hri�c METRO -[JADE COUNTY PLANNING DEPT. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. MASS TRANSIT ELEMENT (APRIL 1988) VII-23 ter- j ' EI V �_7 MAJOR TRAFFIC GENERATORS { AND ATTRACTORS•2000.2MO Cor EACIXL FORT AN r�lJ\ r / � noruxrEMr eEwTEaa ' HOSMALWMEDIGL COMPERE! ® 5HOrrino CENTERS COLLEOE W"WEIISTIE3 ♦TTMCTIOmwCULTURAL FACILTIES . OTNEA IMPLOTMENT CENTS M �""O" sorl,cc rnrowoa caumv p.NNa,S OQ.EIMU.r ,1 FIGURE 140/ CONCLUSIONS As indicated earlier in this Element, the MPO which coordinates all transportation planning for Metro -Dade County has initiated a major effort to update the Year 2005 Long Range Transportation Plan to the year 2010. This planning effort is expected to result in an adopted plan by late 1989. New travel demand forecasts should result in specific recom- mendations for highway and transit facilities and provide the opportunity to test and evaluate recommended projects in the Traffic Circulation and Mass Transit Elements that were not part of the original 2005 Transporta- tion Plan. The updated transportation plan will be consistent with the land use assumptions of the 2000 and 2010 CDMP and will be guided by the goals, objectives and policies of the Traffic Circulation and Mass Transit Elements. It is anticipated the future mass transit system in this Element will be adjusted during future plan amendment cycles to reflect the findings of the update in keeping with the goals, objectives and policies of the CDMP. Until such time as the update is completed the Mass Transit and the Traffic Circulation Elements will serve as the framework for the future transportation system. Short term and long term financial solutions are needed in order to implement the kind of mass transit system envisioned in this Element, especially with its emphasis on rapid transit corridors. The 2005 Long Range Element estimated total implementation costs of the five rapid transit corridor improvements to be SZ,5Z8 million. A recent estimate by the Florida Department of Transportation Needs Plan List For 89-98 and Fiscal Year 99-08 in the Strategic Transportation Plan, placed the cost of construction of four of the rapid transit corridors identified in 2005 Plan, and the Kendall Light Rail Transit project at approximately $3,400 million. As with virtually every other public transit system in the United States today operating costs for Metro -Dade County's existing system exceeds its fare box revenues requiring substantial local subsidies. Providing a dedicated source of local revenues to support present and future opera- tions of the system is a priority. The current ongoing Transit Financial Study was undertaken to develop effective and permanent approaches to financing public transportation through the year 2005. Specific funding strategies for both the short and long term will be recommended as a result of the study. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER MASS TRANSIT ELEMENT tAPRIL 1988) VII-24 I E POLICY FRAMEWORK OF THE 2000/2010 COMPREHENSIVE DEVELOPMENT MASTER PLAN MASS TRANSIT ELEMENT The previous chapter of this element have addressed pertinent physical, programming and other cultural issues relevant to this plan element. They have also outlined needs and reasonable approaches for solving the most pressing issues. In finalizing proposals for ultimate adoption as primary components of the 2000/2010 Comprehensive Development Master Plan, it is necessary to consider and reflect the established body of State, regional and County policy relevant to the element. This chapter summarizes the extensive body of existing policy which influences, to varying degrees, the range of approaches available to Dade County to satisfy its needs and the State mandates for this element. Three sets of policy directives are presented in this chapter for infor- mation purposes. These policy bodies were used to guide the formulation of adopted goals, objectives and policies contained in the Adopted Components of the Mass Transit Element. A fourth list in this Chapter contains the goals, objectives and policies from the previous CDMP. This material is retained and presented for the three following purposes: 1) background information used in formulating proposals for adoption as the 2000/2010 CDMP goals, objectives and policies; 2) formulation of future implementation work programs; and 3) reference in future small area and site planning. Accordingly, it is proposed that the previous CDMP goals, objectives and policies be retained as guiding principles as well as background information. Among the requirements established by State law, the CDMP must be consis- tent with the State Comprehensive Plan (Chapter 187, Florida Statutes) and the Comprehensive Regional Policy Plan for the South Florida Region. In addition, the State administrative rule which established minimum criteria for the contents of local comprehensive plans (Chapter 9J-5, Florida Administrative Code) adopted pursuant to the Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDRA; Chapter 163, Part I:, Florida Statutes) list specific topics that must be addressed in the adopted goals, objectives and policies of each local comprehensive plan element. The first set of material in this chapter is a summary of those goals and policies of the State Comprehensive Plan that are most directly relevant to the required content of the Mass Transit Element or which should be reflected and considered when formulating final plan proposals. The State Comprehensive Plan is a policy plan containing goals and policies addressing subjects ranging from social services for the elderly to protection of the natural environment. A primary objective of that plan is to establish common long-range direction for all State, regional and local governments so that they will not be working at cross purposes. Included in the legislative intent are provisions that the Plans, goals and policies are to be applied and construed reasonably, and as a whole. Goal statements from the State Comprehensive Plan, which are directly or peripherally relevant, are presented verbatim, in capital letter. Relevant policy statements from that Plan are capsulized and paraphrased in an effort to distill numerous similar and often repetitive points into a manageable, comprehensible summary. Headings are inserted to indicate general topics addressed by a series of policies. The numerical nota- tions which follow each Goal statement or polic;7 summary statement are included to enable staff and the reader to track the origins of the statements. These notations refer to the numbering system used in a document entitled "Policy Clusters with Agency Identifiers" which was prepared by the Executive Office of the Governor Office of Planning and Budgeting. December 4, 1985, as an administrative aid to State, regional and local planning agencies. This material is presented for background information only. The second set of material contained in this chapter is a similar summary of the policy direction established by the adopted Comprehensive Regional Policy Plan for South Florida. Regional Goal statements, which are directly relevant to the Mass Transit Element or which should be consid- ered in formulating proposals for adoption, are presented verbatim, in capital letters. Regional policies which relate to the required contents of the Element are capsulized and paraphrased, again, in an effort to distill the hundreds of regional policies into a comprehensible summary of key points. The numerical notations which follow these statements refer to the numbers assigned to the statements in the Regional Policy Plan. This summary of the goals and policies contained in the State and Regional comprehensive policy plans provides an accurate indication of the policy direction encouraged by those plans. Dade County planning staff has thoroughly studied those plans in their entirety and has made every effort to ensure that the proposals contained in the 2000/2010 CDMP are reasonably consistent, relevant to the circumstances and conditions existing in Dade County. This material is presented for background information only. The third list presented in this chapter is a list of the issues con- tained in the Administrative Rule which establishes minimum criteria for the contents of local comprehensive plans (Chapter 9J-5, Florida Adminis- trative Code) adopted pursuant to the Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDRA; Chapter 163, Part II, Florida Statutes). Because these issues have been specified in the minimum criteria rule, local plans are likely to be closely scrutinized for adequate attention to these issues. This material is presented for background information only. The final list contained in this chapter is a complete, verbatim listing of the previously adopted Goals, objectives and policies of the Compre- hensive Development Master Plan. This extensive body of work was gener- ated by the efforts of six citizen task forces empaneled to establish policy guidance for the original formulation of the CDMP. While a few of these policies are somewhat dated, the overwhelming majority remain vital and relevant today. Previously adopted Goals are capitalized, and supporting objectives and policies are printed in lower case. The letter and numeric notations which precede each statement refer to the major heading name, letter and numbering system used in the 1979 printing of the CDMP. This body of policy is retained in the 2000/2010 CDMP for three purposes. First it serves as an established basis for formulating the proposed set METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-25 �'i•;-- ; ; i of goals, objectives and policies, as mandated by Chapter 163 and Rule 9J-5, contained in the "adopted components" of the 2000/2010 CDMP. Continuity of policy has been emphasized in formulating the 2000/2010 goals, objectives and policies. The original CDMP goals, objectives and policies also contain an extensive inventory of potential implementation measures which should be developed during future years. This material should be drawn from when formulating subsequent implementation work programs and strategies. Finally, it contains much useful guidance for site planning which should also be considered and reflected in that level of planning. Accordingly, this material will be retained as guiding principles to be considered and reflected in subsequent planning and implementing activities. - State Comprehensive Plan Mass Transit Element Goals and Summary of Policies Integrated Transportation Svstem 1. FLORIDA DIRECT FUTURE TRANSPORTATION IMPROVEMENTS TO AID MANAGEMENT OF GROWTH AND SHALL HAVE A STATE TRANSPORTATION SYSTEM THAT HIGH WAY, AIR, MASS TRANSIT, AND OTHER TRANSPORTATION MODES. (19) 2. By 1995 establish a high-speed rail system linking Tampa, Orlando and Miami. (19.63.1) 3. In lieu of expanding the highway system, where appropriate, encourage age the construction and utilization of a public transit system, including but not limited to. a high speed rail system. (19.63.8) 4. Develop a transportation system that provides timely and efficient access to all services, jobs, markets and attractions for Florida's citizens and visitors. (19.63.9) 5. Coordinate transportation investments in major travel corridors to enhance system efficiency, minimize adverse environmental impacts, and coordinate improvements with state, regional and local plans. (19.64.2 and 13) 6. Emphasize state transportation investments in major travel corridor and direct state transportation investments to contribute to efficient urban development. (19.64.11) 7. Promote effective coordination among various modes of transportation in urban areas to assist urban development and redevelopment efforts. (19.64.15) 8. Promote public and private employee ride -sharing programs. 19.64.10) Adequate Funding 1. Allow flexibility in state and local funding participation of public transit projects. (19.6.4) 2. Acquire advance rights -of -way in designated transportation corridors consistent with state, regional and local plans. (19.64.14) Mobilitv of.Elderly 1. Improve and expand transportation services to increase mobility of elderly persons. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) (4.15.10 VII-26 S8i. if Regional Policy Plan Mass Transit Element Goals and Summary of Policies Maximize Transit Usage 1. By 1995, TRANSIT'S SHARE OF THE TOTAL PERSONS TRIPS IN THE REGION WILL BE INCREASED BY 50Z DURING PEAK HOUR AND 30Z DURING OFF -PEAR HOURS. 2. The Region's mass transit system should be designed and expanded to function as an alternative to the automobile. Give priority to public transportation and an increase in the availability of transportation modes. (63.2.1 and 4) 3. Make information and fare structures more easily understood and usable by the public. (63.2.3) 4. Adopt policy regarding parking requirements and rates in high density areas to complement automobile and transit modes. (63.2.5) 5. Assist the State of Florida in acquiring needed rights -of -way consis- tent with the adopted and approved Florida High Speed Rail alignment. Accessibility for Transportation Disadvantaged 1. BY 1995, THE TRANSPORTATION DISADVANTAGED IN THE REGION WILL HAVE ACCESS TO THE SAME LEVEL OF PUBLIC TRANSIT SERVICES AS AVAILABLE TO THE GENERAL PUBLIC. (63.3) 2. Provide regular and/or specialized public transit services to those areas of the Region which have a concentration of poor, elderly, handicapped and other disadvantaged groups who have limited transpor- tation options. Provide public transit routes and schedules adequate to meet the needs of the commuting poor and elderly. Low and moderate income housing development should be accessible by public transportation. (63.3.1, 73.1.1, 73.1.5, 19.1.1) 3. BY 1995, ASSURE COORDINATION OF SERVICE DELIVERY BETWEEN TEE ELDERLY AND THE PUBLIC TRANSPORTATION SYSTEM. (15.1) 4. Address the special transportation needs of the elderly in local comprehensive plans. It should: a) inventory and analyze existing transportation alternatives available to the elderly; b) include a policy that recognizes and address the elderly's need for alternative transportation modes in order to maintain their independence and self-sufficiency; and c) be developed in consultation with affected clients of service agencies. (15.1.1) 5. Paratransit services (taxis, limousines. and jitneys) for the trans- portation disadvantaged should be used to make larger capacity equip- ment available to the general public. Local plans should explicitly include the objectives of lowering public and private costs of accessibility. (63.3.2 and 3) 6. Coordinate transit service delivery for transportation disadvantaged between the transportation disadvantaged groups and the public transit system provider. (63.3.4) Linkages to Activity Centers 1. BY 1995, ALL REGIONAL ACTIVITY CENTERS WILL BE LINKED TO PUBLIC TRANSPORTATION SYSTEMS. (63.4) 2. Consider policies which facilitate the provision of transit and paratransit services, and ensure availability of the transit system to the majority of the transit system to the majority of population. Connections between existing networks should also provide prompt inter city and inter -activity center serviez. (63.4.1, 3) 3. Transit routes and information should facilitate and encourage tourist mass transit ridership connecting terminals with popular tourist destinations. (63.4.2) METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-27 Local Government Comprehensive Plannine and Land Development Regulation Act (LGCPLDRA) Minimum Criteria Rule (Chapter 9J-5. F.A.C) Requirements for Mass Transit Goals. Objectives and Policies A. The element shall contain one or more goal statements which establish the long-term end toward which mass transit programs and activities are ultimately directed. E. The element shall contain one or more specific objectives for each goal statement which address the requirements of Paragraph 163.3177(7)(a), Florida Statutes, and which: 1. Address the provision of efficient mass transit and paratransit services based upon existing and proposed major trip generators and attractors, safe and convenient mass transit terminals, and accom- modation of the special needs of the service population; 2. Coordinate with any mass transit plans for transportation disadvan- taged people, with the appropriate metropolitan planning organiza- tion, or public transportation authority, the Florida Department of Transportation 5-Year Transportation Plan; and 3. Provide for the protection of existing and future mass transit rights -of -way and exclusive mass transit corridors. C. The element shall contain one or more policies for each objective which address implementation activities for the: 1. establishment of any locally desired level of service standards for mass transit systems which the local government maintains or improves; and 2. Establishment of measures for the acquisition and preservation of existing and future mass transit rights -of -way and exclusive mass transit corridors. Goals Obiectives and Policies of the 1975-L979 Comprehensive Development Master Plan Relevant to the Mass Transit Element Transportation (T) (TI) PROVIDE ACCESS TO EMPLOYMENT AND THE FACILITIES AND SERVICES OF THE ENTIRE NITY. VARIETY- ONSRVA- TIIONOPAND MINIMUMROLITAN AREA; TRAVEL TIMES PLAN FOR IAND COSTS, LITY. OPPORSAAFETY, COMFORT AND GCOCNVE]IEENCE WHILE TRAVELING; AND PROVIDE FOR EFFICIENCY. ECONOMY AND A WELL-BALANCED, INTEGRATED TRANSPORTATION SYSTEM WITHIN DADE COUNT! WITHOUT DETRACTING FROM THE QUALITY OF LIFE OF THE COMMUNITY. IVEN (T2) POSITIVERTOOLS TO SUPPORT TRANSPORTATION IMPROVEIETHESHOULD BE VIABILITYG OF THE TOP CO PRIORITY PUBLIC UNT` AND TEE REGION. (T3) PROVIDE A SYSTEM OF TRANSPORTATION FACILITIES WHICH WILL ANTICIPATE THE NEED FOR THE MOVEMENT OF PEOPLE AND STORAGE OF GOODS AND VEHICLES. (T4) COORDINATE AND INTEGRATE THE COUNTY TRANSPORTATION FACILITIES WITH SURROUND- ING ACTIVITIES So THAT THESE FACILITIES CONTRIBUTE TO THE ENRICHMENT OF THE PHYSICAL ENVIRONMENT OF DADE COUNT". (T5) TRANSPORTATION FACILITIES SHOULD BE PLANNED AND DESIGNED TO CONSERVE ENERGY AND OTHER NATURAL RESOURCES AND EXISTING MAN-MADE FACILITIES AND TO REDUCE THE TOTAL NEED FOR NEW PUBLIC INVESTMENT. (T6) DEVELOPMENT WITHIN A REASONABLE RADIUS OF RAPID TRANSIT TERMINALS SHOULD BE CONSIDERED AS HAVING COUNTYWIDE IMPACT AND MANAGED CONSISTENT WITH OVERALL COUNTYWIDE GOALS. T(A) Provide rapid, safe, reliable, clean, convenient, low -fared (subsidized where necessary) public and private mass transportation systems that result in easy movement of people and goods between the proposed nodes and also between adjoining residential areas and the nodes. T(B) Transit facilities and services should support the shaping and staging of development, redevelopment, and intensification of the central business districts. tourist areas, diversified and specialized activity centers, and their contiguous residential areas. T(C) Provide rapid transit terminals in major activity centers and provide mass transit facilities to the tributary areas. T(D) Develop and assure a public and private internal movement system adequate to support an activity center prior to committing major transportation improve- ments needed to serve the center. T(E) Utilize the transportation resources of the County as a tool in the solution of the County's most pressing social and economic problems, including the enhancement of tourist areas, providing low cost transportation for the METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-28 ■ elderly and the handicapped and low income families. and the revitalizacioa of depressed areas. and investment should provide for the efficient T(F) Transportation Piaaaiag consideration of truck routes; intermodal eIDeor of goods including incorporation of goods use of modern distribution systems; lion of terminals; of major activities centers; elimina movement systems ieu°le design and goods movements, and the conservation conflicts between People of energy- efficient interchange facilities for feeder T(G) Adequand ate parking, as well as provided at points where the buses automobile terfaces witpassengers. should be p stem. h rho mass tr highway system inansit System' s. T(g) Locate transit stations on or near the intersection ofaarterial agarages. Incorporate transportation terminals. transfer points* p T(I) of the major centers. local distribution systems into the design lent adjacent develop- T) Transportation facilities should be designed to comp aesthetic identity of their own. meat and also have a distinct�vcly lent and facilitate local hi hway system shouldbicycle paths, and pedestrian T(P) The rapid transidecr by g local streets, movements p facilities- nt or Transportation planning should ba coordinated with the development Tramp ring lead. particularly in the vicinity of mass transit T(Q) nt of adjacent radevelopme stations and expressway interchanges. ro rlate, adequate buffers should be provided by govestsmeat to 2(S) e protect aTrotappropriates protect residential development from the adverse effects of noise pollution. Eger Conservation (EC) DEVELOP THE MOST EFFECTIVE, EFFICIENT. AND ECONOMIC USES OF (EC) A PROMOTE A� IS METROPOLITAN DADS COUNTY. r AyI, FORKS OF F3�� [f provision of Services (PS) EBVICE5. INCLUDING COORDINATED WITH INSURE TEAT APPROPRIATE S (PS) DEVELOPMENT AND �. REDEVELOPMENT. AND ARE AVAILABLE c services and insure that they d rove production and distribution of public growth patterns, an PS (A) JaP such a manner as to guide are provided is insure that equitable treatment is afforded to all- at PS(A)1• consistent with citizen choice and pavtici- Provide urban services at the most efficient scale o P tion and delivery provision of such services to pation. and encourage the p to political max-4-4 a total benefits, without regard boundaries. in public service facilities by workday by buaiaess and govera- PS(A)Z. Provide greater flexibility upon tranaporta- use of a more staggered -hour relieving presaur�pw�r a y other facilities. msat. thereby sag hours. retail services, tion facilities at p to. energy+ use' eak deed including. but not limited rvices, and related P parking, public safety services. d service investments through PS(A)3. Evaluate major public capital an decision rigorous application -ms�g tools of such anslysis. cost/benefit and cost/effectiveness and develop major public facilitieon a s. such as roads. Parks together. rather than utilities, schools and P PS(A)4• Plan piecemeal basis. Us* the provision of public se cle es as a tool for directing throughout Caunty PS(B) distribution of people the optimal proved or Provide public services only to areas already develop PS(B)l- environmentally undesirable - contiguous thereto, unless PS(E)3• Give priority in the planservviceess g of services to ning and re not sufficient. already developed areas where are over undeveloped areas. Environmental Protection atible with the exlst- Ep(A) Encourage development and redevelopment which is camp ing natural eavi,roamant. Of air and reduce energy consumption EP(G)4• Maintain a high quality supporting transporraLi°n in Dade County by pursuing or supp Programs such as rapid transit, express buses, taxis, multi- ple ridership in automobiles, and bikeways. Ep(I) Establish an environment which is aesthetically pleasing. DP(A)1. Limit urban expansion to those areas most suitable for new development or redevelopment on the basis of accessibility - development cost of energy, extension of services, terrain. and directed tovard preserving+n vital aspects of the County's natural and m DP(D)3. Discourage increasing densities where this would result is the need for expanded transportationfacilities that would. in turn, adversely affect the area. Dp(E)4. Increase the accessibility to public facilities. services and employment centers throughout the CauntY. DP(F)Z. Use transportation projects as a constructive tool in the rebuilding of the obsolete and substandard parts of the urban METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT tAPR1L 19881 VII-29 a environment by giving priority in locating mass transit stations to areas with concentrations of low and moderate income persons and areas with low car ownership. ( DP(H) The general configuration of Dade County's metropolitan growth should emphssize concentration around centers of activity rather than directionless sprawl. i DP(H)4. Stimulate the development of the activity centers concept by providing convenient means of transportation to and from the centers. Economic and Social Needs ES(A)3. Encourage cooperation between Metropolitan Dade County mad large employers to provide adequate transportation to all levels of employees. especially low income personnel. to -1-4-4ae the cost of travel and to conserve energy resources. EC(A)1. Provide for those land use types and densities within the rapid transit corridors and within designated activity center areas which will permit the most efficient use of public transportation. GR(A)7. Land owners or developers should contribute toward the total incremental costs of providing all community facilities made necessary by the development or redevelopment as determined during the plan review process. This shall be done in the form of dedicated lands. money in lieu of land. and impact fees. As an incentive for the provision of low and moderate income housing. thus requirements may be waived or modified. GR(8)1. Provide local goverment with the means of acquiring land in advance of development for the purpose of controlling the tiering, location. type and scale of development or redevelopment. GR(F)5. Encourage coordinated regional (multi -county) planning for land use, transportation and natural resources. All plans prepared by the County should support and complement those prepared on a regional basis. GR(H)3. The degree and level of services for each geographical area of the County. should be reviewed periodically with the direct participation of local residents, to insure that their needs are being met. M4-4-- standards for the entire County should be established, allowing for flexibility if residents are willing and able to pay for a level of service higher than prescribed by the minimum standards. ID13015/yf LIST OF SOURCES Florida Department of Transportation. The Strategic Transportation Plan. 1988. Florida, State of. Florida Administrative Code. Chapter 9J-5, Florida Statutes. Part II, Chapter 163. 1987. Metro -Dade Transit Agency. Planning and Development Division. A Program for Mass Transportation Services for Handicapped Persons. June 1987. Metro -Dade Transportation Administration. Mass Transit Expansion Study. System Planning/Staging Analysis. January 1984. Metropolitan Dade County: 1985 Transportation Dis- advantaged Development Plan. 1984. Metropolitan Dade County. The Home Rule Amendment and Charter. Amended through November 4, 1986. Metropolitan Planning Organization (MPO). Metro -Dade Transportation Plan and Improvement Priorities, Long Range Element (to the year 2005). Revised November 1987. Transportation Improvements Program, Fiscal years 1988-1992. June, 1987. Year 2005 Metro -Dade Transportation Plan, 1984 Update Volume 1. September, 1984. US Bureau of the Census. Census of Population and Housing. Summary Tape File 3. 1980. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, MASS TRANSIT ELEMENT (APRIL 1988) VII-30 VIII. Ports, Aviation and Related Facilities Background Port of Miami 1. General description and ownership operator The Port of Miami was created under authority of the Charter of Dade County. It is owned by Metropolitan Dade County and operated by the Metropolitan -Dade County Seaport Department, created in 1960 by Executive Order of the County Manager, under the management of a Port Director. The Port Director reports to the County Manager, who is appointed by the 9-member Board of County Commissioners. The Port of Miami is a "non -operating port" -- that is, it manages and provides the facilities for private entities to operate all shipping activities, and does not itself provide the manpower required to handle those activities. The Port of Miami's history dates back to the 1840's, and at various times during it has been operated by Henry Flagler, the City of Miami, the United States Navy and, most recently, Metropolitan Dade County. In 1960-61, a joint agreement between the City of Miami and Metropolitan Dade County transferred operation of the then -existing seaport on Biscayne Boulevard (along with a small overflow operation on nearby Watson Island) to Metro -Dade County, and provided that construction of the new Port on Dodge Island would be the responsibility of the County rather than the City. Another provision of the joint agreement was that, once the Port at Dodge Island could handle all the existing cargo and passenger traffic, the Biscayne Boulevard Port properties would revert to the City of Miami. This latter step was accomplished in the early 1970's and the former Port is now the City's Bicentennial Park. 2. Location and qeneral surface transport access points The Port of Miami is connected to the mainland by a two-lane road, Port Boulevard, with a low-level bascule bridge that opens for water traffic. Port Boulevard splits as it approaches Biscayne Boulevard, where it connects with the downtown street system. Access to the two expressways serving the area -- I-95 and I-395, is by one-way pairs of surface streets. Additional Port of Miami access is by a track of the Florida East Coast Railway, also used by the Seaboard Coast Line Railroad. This track, which is used exclusively for Port cargo, approaches the Port on a right-of-way lying between N.E. 6th and 7th Streets, then crosses Biscayne Boulevard and runs along the south side of a City -owned tract of land known as the "FEC property". It then traverses the Intracoastal Waterway on a low-level bascule bridge which remains open to water traffic at all times except when train movement over it is required. The railroad track is used only at night. Port of Miami River 1. General description of transportation artivitiPc The Port of Miami River consists of about fourteen independent shipping terminals located along the Miami River, which have been formally designated as the Port of Miami River to meet U.S. Coast Guard regulations governing the pumpout of bilge water. Hence, the Port of Miami River is not an operating entity or an ownership, but rather is an association of shippers. (See Dade County Port and Aviation Element, page 75). 2. Location of terminal and/or transport activities The approximately 14 shipping terminals that together comprise the Port of Miami River are located along the navigable portion of the Miami River; that is, from its mouth to the permanent salinity dam located east of LeJeune Road (N.W. 42 Avenue). (See Dade County Port and Aviation Element, page 75). Miami International Airport 1. General description and ownership operator Miami International Airport (MIA) is owned and operated by Metropolitan Dade County through its Aviation Department. It is classified as an Air Carrier Airport, and is located adjacent to the Miami City Limits about nine miles west of the central business district. MIA was originally developed in 1928 by Pan American Airlines, and was expanded for military use during World War II. Dade County took over operation of the airport at the war's end in 1945. The Dade County Aviation Department also owns and operates the other five civil aviation facilities in Dade County. None of these has a direct or significant impact on the City of Miami. (See Dade County Port & Aviation Element, page 29). 2 Location and qeneral surface transport access points Miami International Airport is bounded on the west by S.R. 826, Palmetto Expressway; on the south by S.R. 836, Dolphin Expressway; on the east by N.W. 42 Avenue, LeJeune Road; and on the north by N.W. 36 Street. The main passenger entrance is from LeJeune Road, with cargo and other service access around the airport perimeter. (See Dade County Port and Aviation Element, pages 29-30). Existing and Anticipated Future Conditions Port of Miami 1. Ingress and egress for surface and other transport Traffic conditions in the area around the Port entrance/exit were generally described in the Application for Development Approval of a Development of Regional Impact for (ADA-DRI) prepared in 1979 for the Port's expansion program: This area has traffic characteristics similar to other major urban areas; that is, the street network operates efficiently for 20 to 21 hours of the day. Extensive vehicular demands during the morning, and particularly the evening rush hours, far exceed available capacities. During the three- to four-hour peak period, the level of service { generally is "D" to "E" instead of the desired "C". Since that time the traffic situation has deteriorated due to increased development and employment in the downtown area in general, and to the Bayside Marketplace project opened in the spring of 1987, on the bayfront immediately south of Port Boulevard. Existing average daily traffic volumes are shown on the map VIII.I. Under the Downtown Areawide Development of Regional Impact (Downtown DRI), the downtown Miami area is designated a "Special Transportation Area" (STA) which establishes the minimum peak -hour level of service on downtown streets as LOS "E", with the two Interstate highways remaining at "D" minimum. Traffic projections through the year 2005-07 show compliance with these standards in the vicinity of the Port (see Traffic Circulation Element). Traffic projections notwithstanding, vehicular traffic generated by the Port of Miami will need to be monitored regularly, as it may grow more rapidly than the projections assume. 2. Adjacent land uses. Existing land use in the vicinity of the Port of Miami is shown on the map VIII.5. Waterfront land on either side of the Port Bridge is devoted primarily to recreational uses, and is shown as the same in the future land use plan. Specific uses on the bay side of Biscayne Boulevard near the Port entrance are: Bicentennial Park/FEC Tract: These two tracts of land totaling almost 60 acres are presently used as largely passive park land and for the once -yearly Grand Prix auto race. The Miami Downtown Plan proposes unification of these two sites around the existing deep -water slip, and development of cultural, recreational, and entertainment facilities along the bayfront. Bayside Marketplace: To the south of the Port Boulevard is the Bayside Festival Marketplace. Opened in April of 19879 it contains 230,000 square feet of specialty retail shops and restaurants. The Bayside complex includes the renovated Miamarina with slips for about 200 boats. Bayfront Park: Immediately south of Bayside Marketplace is Bayfront Park, now nearing completion of a redesign plan by Isamu Noguchi. The redevelopment includes fountains, an amphitheater, and a laser light tower. In the recently -approved Downtown Waterfront Master Plan, the City of Miami Planning Department proposed integration of these uses into a framework of activities and attractions between the bayfront and Biscayne Boulevard. The boulevard itself is proposed to be rebuilt according to a paving and landscaping design by the artist Roberto Burle Marx, to provide a unifying design statement appropriate to the waterfront. The balance of existing and future land uses in the vicinity of the Port of Miami are those of the central business district of the metropolitan area, as addressed in the Land Use and other elements of the Comprehensive Neighborhood Plan. 3. Important natural resources adjacent to Port. The Port of Miami is located in the Biscayne Bay Aquatic Preserve Management Area (APMA), which is discussed at length in the Natural Resources Conservation Element, in the section Inventory and Analysis of Natural Water Resources. 4. Current facility capacity, activity, and historica trends. Since its creation in its present form and management in 1960, the Port of Miami's growth has been steady, and the Port has continued the expansion program outlined in its 1979 Master Development Plan. An update of that plan has been completed, and is currently (July, 1988) under review by the County and other local agencies. A summary of the Plan shows that historically, facility capacity has managed to keep pace with demand while that demand has increased very rapidly. In its dual role as the largest cruise passenger port in the world, and the leading container cargo port of the southeast United States, the Port is a significant activity on the local scene. A record 2.6 million cruise passengers passed through the Port's ten terminals in 1987, and 2.4 million tons of cargo were handled by its cargo handling facilities. The combined local economic benefit of these operations is estimated by the Port to be over $3 billion. As it exists today, the Port consists Of two islands -- Dodge and Lummus -- in northern Biscayne Bay, connected to the Miami mainland by a vehicular bridge. The Port's total land area is approximately 600 acres, much of which has been developed VIII-2 through environmentally controlled fill operations. The 1988 Master Development Plan for the Port is the third in a series of planning documents prepared over the last two decades to assist the Port in keeping pace with cargo and passenger demand. Information reported in this Element is condensed and summarized from the Master Development Plan, which should be consulted if greater detail is desired. 5. Future demand and activity. In connection with the 1988 update of the Master Development Plan for the Port of Miami, new projections of cruise passenger volumes and general cargo tonnage have been developed to support estimates of type, size and construction scheduling of the facilities necessary to accommodate the anticipated growth. Based on the projections and forecasts contained in the Plan, a 20-year growth rate of 7 percent per annum for cruise passengers is anticipated. At this rate, the Port will have about 5.5 million revenue passengers by 1996, 8.1 million by 2002, and 10.8 million by 2007. Tonnages of general cargo are also projected to continue increasing, at rates that vary according to the type of cargo, e.g. general cargo, lift-on/lift-off and roll-on/roll-off. Overall cargo shipments are projected to increase to 3.8 million tons by 1996, 4.8 million tons by 2002, and 5.7 million tons by 2007. It is further projected that almost all of the Port's general cargo will be shipped in containers by 2007. 6. Facility requirements and anticipated impacts, with particular emphasis on transportation. The additional facilities required by 2007 to accommodate the projected cruise passenger volumes and cargo tonnages are shown in the Port of Miami Summary of Facility Requirements table in the Coastal Management Element. In summary, the additional facilities requirements are: For Dodge Island: 11,050 linear feet of cruise ship berth 2,700 linear feet of berth designated as multi -use for cruise ships, general cargo and roll-on/roll-off container ships; 700 linear feet of berth dedicated to general cargo and roll-on/roll-off service 250 linear feet of berth dedicated to general cargo, including produce 19 passenger terminal buildings Multi -story Port administration center Multi -story cruise line operations center Heliport station. By 2007, Dodge Island will be utilized to its maximum, but projected demand for cruise passenger facilities will exceed the capacity unless greater berth utilization is attained through increasing weekday sailings of cruise ships. For Lummus Island, the additional facilities by 2007 are: 5,860 linear feet of deep -draft container ship berths capable of docking from six to eight container ships at one time Nine container cranes Approximately 36 acres of apron and operations area, and 140 acres of container storage area Over 10,000 linear feet of railroad track, including 4,500 linear feet to marshalling yard A 1,500 linear -foot deep -draft, th ated to generals cargo rand roll-on/roll- off cargo cargo A truck scale plaza Two transit sheds with the dual functions of stuffing and stripping. By 2007, Lummus Island will also be utilized to its optimum. The most significant impact of this development will be on the transportation system. The increased number of cruise passengers through 2007 will affect both surface and air transportation requirements. Completion of the high-level bridge now under construction connecting the Port to the mainland will facilitate Port access, but will not eliminate the need for further improvements to increase the efficiency of the local expressway, surface street, and rapid transit systems. 7. Probable Cost and Financing. Estimated construction costs, revenue and expenses are shown in Tables 20 and 21 in the Port of Miami Executive Summary. In general, it is expected that Seaport Revenue Bonds will be issued in sufficient amounts to provide the majority of funds for Port expansion. Funding from sources other than these bonds will be needed for the proposed projects that are the primary responsibility of other governmental agencies. It is anticipated that surplus revenue will also be generated and will be used in conjunction with proceeds from the Seaport Revenue Bonds to fund the various projects. Port of Miami River 1. Ingress and egress for surface and other transport. Surface streets and one railroad line provide access to the cargo terminals comprising the Port of Miami River. Immediate access is by N.W. North River VIII-3 i 0 n r h I 0 Ld J H I I I�J I I U Drive and N.W. South River Drive, which flank the river over most of its navigable length. These roadways run diagonally across the predominant grid street pattern, which links them to major thoroughfares and th- expressway system. (See Dade County Port and Aviation Element page 79). 2 Existing and proposed adjacent land uses. Existing land use in the vicinity of the Port of Miami River is shown on the map VIII.4.5. Predominant uses in the vicinity are marine -related commercial and industrial uses. However, a significant amount of land is utilized for non -marine uses, such as auto -rental storage and maintenance, scrap metal yards, and various light industrial and commercial activities. (see Dade County Port and Aviation Element, page 79). Future land use in the area should continue to support the viability of shipping and related marine uses along the navigable portion of the Miami River. 3. Environmental conditions. Environmental conditions along the Miami River and in its vicinity are described in the Natural Resources Conservation Element. 4. Current facilities capacity. The unique structure of the Port of Miami River does not lend itself to a formal assessment of facilities capacities and needs. In general, the 14 shipping terminals along the navigable waterway operate as vigorously independent, competing businesses rather than as an organized entity. While there are undoubtedly improvements that could be made in the efficiency of operations and utilization of land and water facilities, improvements take place only as individual shipping terminal owners and operators make decisions that bring them about. (See Dade County Port and Aviation Element, pages 81-82). 5. Future conditions. There appears to be adequate capacity for existing and near -term expansion; and the amount of vacant and under-utilized land in the vicinity suggests ample opportunity for future expansions as economic conditions permit. Surface street access and expressway linkages are adequate to support increased activities, particularly if truck movements are scheduled for off-peak hours. The Miami River Plan prepared by the Planning Department in 1987 suggests a variety of measures to improve waterfront utilization and amenity, but retains its essential function as a commercial port. (See Miami River Plan and Dade County Port and Aviation Element, pages 81-82). Miami International Airport 1. Ingress and egress for surface and other transport Surface ingress and egress is shown on map VIII.6 together with average daily traffic volumes on the major thoroughfares serving MIA. All boundary roadways -- the Palmetto and Dolphin Expressways, LeJeune Road, and N.W. 36 Street -- normally experience moderate to severe traffic congestion, particularly during the p.m. peak hour. The Florida East Coast Railway and the CSX (Seaboard) provide railroad freight service to MIA. (See Dade County Port and Aviation Element pages 31-32). 2. Existing and proposed adjacent land uses. Existing land use in the City of Miami adjacent to Miami International Airport is shown on the series of three maps VIII.2.3. Industrial uses near the airport include many that are aviation -related. Auto rental storage and maintenance yards are located east and south of the airport entrance. The City of Miami's Melreese Golf Course and Grapeland Heights Park site is adjacent to LeJeune Road and SR. 836 expressway. Older residential neighborhoods lie to the east. 3. Environmental impact Adverse noise, air and water quality impacts arise from Miami International Airport. Noise levels in excess of 65 Ldn affect large areas of Miami east of MIA. Groundwater contamination has occurred at the airport as the result of fuel spills, leaks from underground transmission lines and waste disposal practices by industrial tenants. Air quality problems are largely confined to emissions from ground vehicular traffic in the terminal vicinity. (See Dade County Port and Aviation Element pages 32-33 and the Natural Resources Conservation Element, section on Hazardous Wastes). 4. Current facility capacity and activity. Miami International Airport encloses 3,232 acres of land. The airfield has three runways, 9L-27R, 9R-27L, and 12-30. The terminal contains 1 million square feet of terminal space and 1,237,850 of concourse area. The terminal has gates for 60 widebody and 36 narrowbody aircraft. Nonterminal buildings such as hangers and maintenance buildings, warehousing, training, and cargo facilities amount to slightly over 6 million square feet. Overall air carrier passenger emplanements at MIA nearly doubled from 1970 to 1984 -- from 5.3 million to 9.6 million. Total aircraft operations, on the other hand, have remained relatively constant with 217,127 recorded for 1984, although the mix of general aviation, air carrier, and commuter operations has changed during that time. Cargo and mail operations followed a historic growth pattern similar to passenger emplanements, more than doubling from 1970 to 1984. Facility capacity is measured in two ways: 1) the ratio of annual operations demand to annual service volume (ASV), and 2) aircraft delays. The demand to ASV ratio at MIA approaches 1.0 at the 15 million emplanement level, which is estimated to occur in 1997, without runway capacity improvements or operations peak -spreading. Aircraft delay VIII-4 is largely a function of demand capacity ratios -- when the ratio exceeds 1.0, aircraft delay times rise sharply. (See Dade County Port and Aviation Element, pages 45-49). 5. future conditions. Future growth of Miami International Airport is detailed in forecast summaries presented in the Dade County Port & Aviation Element, Table 2 on page 46. The effect of MIA growth on the City of Miami will be most evident in terms of ground transportation accessibility. In fact, this problem is identified as among the most critical components of airport growth, and presents the most difficult obstacles to meeting future needs. Existing roadway systems serving the airport vicinity are already at or above capacity during peak hours; off-peak demands are increasing; and there is little that can reasonably be done to increase capacities (see Traffic .Circulation element). Planned extensions of the county's rapid transit system, improvements in the operations frequency and coverage of the bus system, extension of the Tri-County Commuter Rail System to MIA, and various transportation system management techniques offer alternatives that can at least hold traffic congestion at workable levels. 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The Port and Aviation Element is in two parts: Components to be adopted: includes goals, objectives and policies. This part is not included in this volume of the Miami Comprehensive Neighborhood Plan. ' Support components: contains data and analyses and is reproduced on the following pages. p P O P 0 5 E D PORT AND AVIATION ELEMENT YEAR 2000 A ND 2010 COMPREHENSIVE DEVELOPMENT MASTER PLAN METRO•DADE COUNTY, FLORIDA A P R I L METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-12 0 1, I 0 a L I 1 I F METROPOLITAN DADE COUNTY BOARD OF COUNTY COMMISSIONERS Stephen P. Clark, Mayor Barry D. Schreiber Harvey Ruvin Jorge Valdes James F. Redford, Jr. Barbara M. Carey Beverly Phillips Sherman S. Winn Clara Oesterle METROPOLITAN DADE COUNTY PLANNING ADVISORY BOARD Lester Goldstein, Chairman Julio Jo, Vice -Chairman General Robert A. Ballard Leo Bellon Carol Brannock Armando Cazo Scott Notowitz Maria Victoria Prado Ernest Sidney Reginald R. Walters, Executive Secretary TABLE OF CONTENTS Page PREFACE................................................................. i LISTOF FIGURES......................................................... v LISTOF TABLES.......................................................... vi Aviation Subelement INTRODUCTION............................................................ 1 SUPPORT COMPONENTS Existing Aviation Facilities .......................................... 29 Aviation Demand Forecast .............................................. 45 Aviation Facilities Capacity and Requirements ......................... 51 Proposed Aviation Strategy ............................................ 55 Port of Miami River Subelement SUPPORT COMPONENTS Port Background and Analysis .......................................... 75 Future Port Conditions ................................................ 81 LISTOF SOURCES......................................................... 83 Port of Miami River and Aviation Policy Framework Introduction............................................................ 85 State Comprehensive Plan ................................................ 88 Regional Policy Plan .................................................... 90 Florida Administrative Code Rule 9J5.................................... 91 1975-1979 Comprehensive Development Master Plan ......................... 93 Port of Miami Subelement (Excerpted from Metro -Dade Coastal Management Element) THE PORT OF MIAMI MASTER PLAN EXECUTIVE SUMMARY Scope of This Plan ...................................................... 231 Port of Miami Goals ..................................................... 231 Growth Projections...................................................... 232 Facility Requirements ................................. Probable Impact .............................................. 235 ........... Probable Cost and Financing ......................... METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-13 LIST OF FIGURES Figure Aviation Subelement 1. Major Aviation Facilities ................................ 2. Minor Aviation Facilities ................................ 10. Opa-locka West Airport Physical Layout ................... 11. Opa-locka Airport Physical Layout ........................ 12. Tamiami Airport Physical Layout .......................... 13. Homestead General Aviation Airport Physical Layout ................................................. 14. Dade -Collier Training and Transition Airport Physical Layout ........................................ 15. ilajor Aviation Facility Improvements ..................... Port Subelement 1. Future Land Uses ......................................... 2. Miami River Length, Width and Depth ...................... 3. Shipping Terminals of the Miami River .................... 4. Pots of Call ............................................ 5. Existing Land Uses ....................................... Page 2 3 34 36 38 40 42 58 73 76 77 78 80 LIST OF TABLES Aviation Subelement Table 1. Airport Runway Facilities ................................ 2. Historical and Forecast Air Carrier Activity for Planning Activity Levels ........................... 3. General Aviation Based Aircraft Operations ............... 4. Historical and Forecast General Aviation Activity for Planning Activity Levels .................. 5. Airport Capacity and Generalized Future Requirements ...................................... 6. Air Carrier Alternatives ................................. 7. General Aviation Alternatives ............................ !METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) Page 31 46 48 50 52 56 60 VIII-14 INTRODUCTIOti The Dade County aviation system consists of the following facilities owned and operated by Dade County: Miami International Airport -- the major air carrier facility for the region; Homestead General, Opa-locka, upa-iocka Nest, and Tamiami General Aviation Airports and the Dade - Collier 'gaining and Transition Airport. Homestead Air Force Base is also located in Dade County and shares airspace with the Dade County - owned airports. These major aviation facilities are shown on Figure 1. S' Mincr, usually privately owned airstrips, gliderports, heliports and helistops, seaplane bases and STOL aircraft ports are shown on Figure _. They generally do not have a significant role in the County aviation system and therefore are not given further consideration in this element. This element addresses aviation system goals, measurable airport objec- tives, existing airport facilities, future facility demands and aviation and lard use issues. These considerations are followed by policies addressing implementation. J I r J A I Overall Aviation System Responsibilities The Aviation Department is a component of Metro -Dade County government. In addition to being responsible for the operation of the public air- ports, the department prepares and implements plans for both long and short term facilities improvements. These facilities include on -airport access roadways, terminal buildings, aircraft gates and aprons, runways, taxiways and associated navigational aids. The Dade County Aviation Department revenues are generated through air- port operations and from State and federal grants. The principal sources of revenues are facility rentals, various aviation fees, conces- sions, services to tenants and miscellaneous activities. Capital im- provements funding is generated through the sale of revenue bonds and federal and State grants. In 1986, the total operating revenues of the Aviation Department were $168,342,000 of which approximately 97 percent were derived from Miami international Airport. The revenue categories are comprised of commer- cial operations, aviation fees, land and building rentals. In 1985 State and federal grants in the amount of $13 million were received by the Department. The Aviation Department utilizes no County General Fund support. Rather, it reimburses the General Fund for the administrative services provided by the Office of the County Manager and other County departments. Aviation Svstem Planning Responsibilities Aviation facilities and growth management planning and coordination have been under way since the inception of the County system. The Aviation Department and its predecessor, the Port Authority, have continually prepared and updated airport master plans for the new and improved facilities for the existing and future aviation needs of the County and „low�w V W a N W d WATER CONSERVATION. AREA t Z ; EVERGLADES NATIONAL --------- PARK i C40 - HOMEf�'fE l IL FLORIDA BAY l c T 0 HIALEAH, W t W v 2 Q'� W U 0 U BISCAYNE - NATIONAL PARK Y' tit MAJOR AVIATION FACILITIES 0 MIAMI INTERNATIONAL AIRPORT OPA-LOCKA WEST AIRPORT © OPA-LOCKA AIRPORT TAMIAMI AIRPORT HOMESTEAD GENERAL AVIATION AIRPORT ODADE-COLLIER TRAINING 3 TRANSITION AIRPORT HOMESTEAD AIR FORCE BASE - I - FIGURE 1 ME_,RC40ACE CCUNrY PLANNING DEP` METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-15 Far'f V �.,. --. i --- - MINOR AVIATION FACILITIES-1987 GENERAL AVIATION AIRPORT © GLIDERPORT - IHELIPORTIHELISTOP M SEAPLANE BASE ® STOLPORT �. _ - FIGURE 2 7 -- ]DEPT. - METRO-DADE COUNTY PLANNING South Florida region. Surface transportation plans prepared by other County agencies and the State of Florida rourdre ointegrate transportatione systems needs of Dade s airports with the County's g dated Correspondingly, the Planning Department has prepared and up compre- hensive plans for the development of the County which have sought to provide for airport -community compatibility. Recently the need for a review of the area's long range aviation needs and the implications of meeting these needs led to the updating of the Dade County Aviation System Plan. The purposes of Dade Aviation System Plan update were to: 1. Determine the 20 year aviation demand that needs to be met within Dade County and the 30 year demand for any new air carrier airport site. 2. Identify the most operationally, economically, and envi- ronmentally feasible alternative for meeting the demand. 3. Determine the long-term role of each aviation facility and a related program of major improvements. G. Identify actions needed to protect and enhance the avia- tion system and its component facilities in meeting their roles. The preparation of the system plan was guided by the Metro -Dade Office of County Manager and Aviation, Planning and Environmental Regulation Departments. The airport consulting firm of KPMG Peat Marwick was responsible for preparation of most of the study components. The plan was coordinated with parallel State and four -county regional aviation systems plan update studies. The Dade Aviation System Plan was initiated in 1985 and completed in 1988. The Dade Aviation System Plan provided the basis of this Aviation Plan Element. Only the highlights of the system plan have been included in this document. The full set of publications of the larger planning effort are listed in Appendix A. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-16 SUPPORT COMPONENTS OF THE AVIATION SCBELEMENT I ' The following materials are included in the CDMP as support components. These materials are not adopted for implementation as the local comprehensive plan, but are included to provide the reader with necessary background and perspective to enable a better understanding of the adopted components and their bases. These support components are, in r: many instances, a summarization of more extensive documentation utilized in the of this Subelement. Where appropriate, references to preparation other support documents are included. EXISTING AVIATION FACILITIES There are six public civil aviation airports in Dade County and one U.S. Air Force Base (see Figure 1). A brief description of each follows. Miami International Airport Miami International Airport, classified as an air carrier airport, is a 3,232 acre facility located approximately nine miles west of downtown Miami. Figure 9 depicts the physical layout of the Airport. It was originally developed in 1928 by Pan American World Airways and later expanded for military use during World War II. Dade County assumed res- ponsibility for operations of Miami International Airport in 1945. Airfield The airfield has three runways, 9L-27R, 9R-27L and 12-30, as depicted in the airport layout and described on Table 1. Parallel runways 9L-27R and 9R-27L are separated by a distance of 5,100 feet. The runways are well equipped with exits onto taxiways which provide access to cargo areas and to terminal buildings. An extensive system of lighting and navigational aids are provided. The Aviation Department maintains clear airport approaches in accordance with Federal Aviation Administration (FAA) standards. The limited ob- structions that affect runway approach and departure paths are not con- sidered to pose significant problems. Structures As of 1985, Miami International Airport contained 1,000,000 square feet of terminal space and 1,237,850 square feet of concourse area. The ter- minal can accommodate 60 widebody aircraft gates and 36 narrowbody air- craft gates. Five adjacent parking garages contain a total of 6,769 spaces. Nonterminal buildings vary in age and condition. These buildings house offices; hangar and aircraft maintenance facilities; utility, security, and cargo facilities; warehouse, manufacturing, airline training and miscellaneous spaces. These nonterminal areas amount to 6,030,955 square feet. The facilities are continuously being remodeled, repaired, and expanded. Ground Transportation Several roads provide ground access to and within the Airport facilities. Northwest 20 Street (Central Boulevard) connects the passenger terminal to NW 42 Avenue and NW 37 Avenue. Perimeter Road connects the tenant facilities in the terminal area to NW 72 Avenue. Northwest 36 Street provides access to the northwest cargo area and the maintenance facili- ties. Northwest 25 Street and NW 16 Street connect the west side cargo area to NW 72 Avenue. These roadways in turn provide access to the Air- port Expressway on the north, Dolphin Expressway on the south, and Pal - METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) MIS - 5 I 00 9 ITI M O v D v m n O c z n O v x ITI x II z ITI v M M O r. m z D m S -0 r D Z O M D z v C O Z m r In C In Z D .D r t0 CO GO NW M ST n ,r i. r - --1 76FI99 II'AIRLINE OrMCr. MAINTENANCEAND ^(HANGAR FACILITIESnITIES r l( l.. --( —7 YEo Cr RUNwi1rTL7►P 19.5� ciEARzp E AIR( IMF OFFICE ,p MAINTENANCE. AND \.. - J. •��,. NANOAR FACILITIES 1 ri I 1' I I I II Iq I1�L/JIII {` PAr-MA CENTRAL ShY __rJIGOt ( rl? TERYIIrRrAL I; —, Y - -5 NW is ST i h 1 CLEAR I _.- -= ffiH�lI1ELlIL._ ZONE 5R tS9 DOLPHIN EXPRESSWAY i AIN MIAMI INTERNATIONAL AIRPORT PHYSICAL LAYOUT-1987 AIRPORT BOUNDARY H INGRESSIEGRESS CLEAR ZONE T FIGURE 9 Nam_ METRO-DADE COUNTY PLANNING DEPT. Table I Airport Runway Facilities Airport aunver Condit toe• Aircraft Wt./Wheel Confla. Single Dust Dual Tandu. Navigational Controlling 06attuctloa Deslanatlon L I Y _- Lilhtln■ Aide Type Height Distance Clearance Scope NIA !L - 10.500 I too cod 130,000 210,000 420w0o0 2Il rn1, CIL Sn,TD2 ILS,ASI, INAV,SVI ilp.d 17 1.015 SO: 17.000 1 ISO Good 170.000 210.000 A20,000 MIAL,CL,NALSI IIS.ASI,RNAV /ulldlat 21 Is 50:1 „« • " WILL,HALSI,CL ILS.ASI Road IA 1.)1) 50:1 • 12 - 1,600 I ISO • 100»000 too 000 IOOw000 NIILL,HALSI,CL ILS, ASa.NDI lallroad 20 930 50:1 « J0 « VIAL. IIS.ASl, VOI Road 16 52D )6:1 HIRL,HAL! VOR Tree 21 2Do SO:1 Opa-lochs 9 - 30,000 160 Good NA NA NA Peat 2I + • • • « - - Tress 20 650 21:1 " loss- 30,000 k 60 Good 22.000 NA NA " tress 10 200 SOt:I « " Trees 10 Zoo 501;1 Opawlocha 9271 1,0o2+i ISO Good 96M000 I55,000 290.000 YIIL,HALSR,VAST ILS,VOR.ANAV 2,Ilding 70 I.{00 A2:1 " 9C - 3010 1100 Talr 70.000 NA NA NIRL,VAS1 - Tress SO 2,OD0 76:, " 27C • • • • • - - role 29 280 16" " 91 - ).50) 1 100 Good 77,DO0 61.000 HA - - Tress 11 2,000 1.:1 + 2)L • • + « « HIRL,VASI - ro►a 25 2,400 60:1 • 12 - 2.340 1 75 Good )0, 000 NA NA HIRL - Tress SR 2.400 )R:I • 70 « « « - - pals 24 600 4J:1 • I/L - 4,715 2 100 talr 70,000 YA NA - - - - SOt:I » 76l « « « • « Hlll - Trees 72 I.A00 1/:1 " gal - 7,299 I too Good 77.000 61,000 NA « - Trees SS 1.200 31:1 " 76L " « « « HIAL - - - - S0.:1 - Trees 2/ 1.250 77:1 Tamisal 91. - 3,002.1 ISO Good 65,000 110, ODD 195,000 HIRL SOt:I " 9A - 6,999 I ISO Go:d 65M000 IIOw000 195wOD0 • 21L " HIAL,MALSR,VASI ILS,NDC pole ){ ),200 41:1 " 13 - 6.001 1 ISO Good 65,000 III), 000 195.000 XIAL - Trees 65 2,600 40:1 " 71 MIPL SO.,1 role 35 1,600 40:1 Homestead 9 - 7.000 1 15 Good 20,000 NA NA General 27 n . « « « HIRL - - - - 50.:1 Id - 4,000 1 100 Good 40.000 65.000 110,000 " SOt:I HIRL 50.:1 50.0 Training 9 - 10.500 k ISO Good 110,000 200,000 400.000 A Tione. 27 " " " ^ YIIL,HIAL ICS,NOC - 50•:1 1 IIRL - - - - 50-:1 Noma stssd S - 11,200 1 300 NA NA NA NA Ara 2l • « « NA NA NA XA NA NA 1914. IAA It List" I"A ++��y CL - Cantullna Llthts N111 - High lateaalty Aunva7 Lights HALS - Hadluo lntsnslty Approach Lighting System \� MAL$a -Had gum Inunelty App[each Light System W/Au""; Al lgnmant Indicator Lights NIAL - Nadtua Intensity Nuovay Llghta 5fl. - Segwoctd rloshlet Llghta - CAT I .-p TD2 - Touchdove Soon Lights • VAST - Visual Approach Slope Indicators Nav1U[lon■l_Alda ASt ILS - Altport lurvellLncs Cedar - Inatruean[ Landlnt lyeua NDI - Non-dlractlpnsl lascon RNAV - Area Navigation Appraech tVR - luovq Yleaal aaoga VOI - Yary Ylgh Icaquemcy Ooeldlcactioosl lento E I I I r. I J I metto Expressway on the west. Currently, bus service is provided to both the passenger terminal anc the facilities along %W 36 Street. urounc access routes to the Airport are adversely affected by congestion. Air travelers and employees working at the passenger terminal building who travel from areas east of the Airport experience the fewest delays during morning hours. Most roadways providing access from the east had stable traffic flow. however, extreme congestion on h'W 42 Avenue, the major link to the ,W _C Street terminal, created delays from all direc- tions to the Airport terminal. Access to the terminal and to the W, 36 Street area from the north, south, and west are also affected by severe congestion, on \'W 36 Street, the Dolphin Expressway, C.S. Route 27, NW 72 Avenue, Flagler Street, XW 67 Avenue, and the Palmetto Expressway. Existing Land Use Miami International Airport is surrounded by jurisdictions: Miami, Miami Springs, Virginia Gardens, and unincorporated Dade County. The urban areas surrounding the Airport are developed, with the exception of large vacant tracts cf land west of the Palmetto Expressway. The unincorporated area extending west of the Airport to the Florida Turnpike and north of State Route 836 are being rapidly developed iin industrial, office, and commercial uses. Some residential development is occurring at and adjacent to the Doral Country Club northwest of the Airport. The City of Miami Springs, north of the Airport, is primarily a single- family residential community built around a large golf course. The City has a small commercial center, and a strip of commercial development along hV 36 Street. To the east, industrial activities are located between the airport and NW 20 Street, concentrated between LeJeune Road (NW 42 Avenue) and NW 32 Avenue north of NW 20 Street. The City of Miami Mel Reese Golf Course is adjacent to LeJeune Road. The remaining areas are totally developed older neighborhoods consisting primarily of single-family residences, duplexes, and some mobile home parks. South of the Airport, a narrow band of hotels, offices and commercial development is being built parallel to SR 836. Predominantly single- family residential neighborhoods extend south of NW 7 Street. Airport Impacts Adverse noise, air and water quality conditions are associated with Miami International Airport. A major part of central Miami is impacted by airport noise. The 65+ Ldn (Day/Night Average Sound Level) area, which is generally considered as unsuited for residential development without major noise attenuation construction features, encompasses a triangle that reaches to Biscayne Bay on the east, SW 17 Avenue and 12 Street on the south and the Homestead Extension of Florida's Turnpike (West 12 Avenue) on the west. With continued federally -mandated aircraft design and construction the noise level should be lessened even though airport operations are forecast to increase. A noise abatement program is in operation at the airport. Applicable to all jet and four -engine propeller driven aircraft, this informal runway use program involves maintaining an approach altitude of 3,000 feet to within 10 flight -miles of the runway and, for visual approaches, main- taining a straight -in approach for the last five miles. Approximately the same procedures are used for departures. From late night to early morning the north runway is generally used, the crosswind runway is not normally used, and intersection (non -end of runway) departures are not permitted. Groundwater contamination has occurred at the Airport as a result of fuel spills, leaks from underground transmission lines and waste disposal practices by industrial tenants. A program of recovery and monitoring well operation is alleviating this problem. Airport air quality problems are associated with ground vehicular traffic in the vicinity of the terminal. The "canyon -like" configuration of the lower drive causes stagnation of air pollutants from automobile exhausts. An interim program for reducing this pollution problem is currently in operation and improvements designed to correct this condition have been programmed. Opa-locka West Airport Opa-locka West Airport, located 14 miles northwest of downtown Miami, is approximately 420 acres in area. Figure 10 depicts the physical layout of Opa-locka West Airport. This airport, classified as a basic utility airport, was opened in 1970 to relieve operational congestion at Opa- locka Airport is being used for take off and landing practice. Airfield. The two runways (see Table 1) are at right angles to each other. There are no taxiways at Opa-locka West except for turn -around loops at the end of each runway. There is an aircraft parking area of approximately 1,000 square feet at the mid -point of Runway 9-27. Opa-locka West airport is not equipped with any type of approach aids and the runways are not lit. There is no air traffic control tower at the airport. The Aviation Department maintains clear airport approaches in accordance with FAA regulations. The closest obstructions to both runways are pre- dominantly trees and pose no significant flight path problems. Structures There are no buildings on Opa-iocka West Airport. Ground Transportation Access to the Airport is provided via the Homestead Extension of the Florida Turnpike (HEFT), Krome Avenue, I-75, and C.S. Route 27. The Turnpike Extension connects the airport area to east Broward County and south and west Dade County. Krome Avenue provides access from Homestead METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-19�" + ; E a 0 I I IL and West Dade to the airport area. I-75 provides access to the area from west Broad County. U.S. Route 27 connects the area to west Broward and Hialeah. The roadway network network in the airport area is uncongested. Surrounding Land Use Because the remoteness and wetlands character of the area, little devel- opment has occurred in the vicinity of Opa-locka West. Rock mining operations and associated lakes are located east of the airport in both Dade and Broward Counties. Limited agricultural activities, consisting mostly of pasturing, are also found in the area. Airport Impacts No water or air quality concerns are associated with Opa-locka West. Although not specifically delineated, in all probability the 65+ Ldn noise level associated with the limited, daytime only aircraft operations at the facility are confined to the site. Opa-Locka Airport Opa-locks Airport, approximately 1,810 acres in area, is located in the City of Opa-Locka, 12 miles north of central Miami. Opa-locka is classified as a reliever airport to Miami International Airport and general utility airport. Figure 11 depicts the physical layout of the airport. The federal government owns six acres of Opa-Locka, located approximately in the center which is currently used by the U.S. Coast Guard. Opa-locka Airport is a former U.S. Marine Corps Air Station that was acquired by Dade County in the mid-1960's. An FAA -operated control tower on Opa-locka operates daily from 7 a.m. to 11 p.m. Air ield The airfield has six runways (Table 1). Parallel runways 9L-27R, 9C-27C, and 9R-27L are separated by distances of 2,500 feet and 2,400 feet, respectively. There are 700 feet separating parallel runways 18L-36R and 18R-36L. These runways are supported with adequate taxiways and aprons. The Aviation Department maintains clear airport approaches in accord with FAA regulations. The closest runway obstructions are mainly poles, trees and a building which are not considered to pose a significant problem. Structures There are approximately 976,000 square feet of building space at the airport. These buildings vary in condition from good to poor and include offices, commercial space and miscellaneous spaces. Ground Transportation Access to the facilities at the airport is provided via NW 135 Street, NW 42 Avenue, and the Douglas Road Extension. A bus route provides public transportation to the airport from North Miami, North Miami Beach, Hialeah, Miami International Airport, Coral Cables, and South Miami. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-20 O Z -z z �...,,� z z — r a r LL f F: Roadways in the vicinity of the airport are free of congestion except for roadway connectors north and west of the airport. Portions of .4 zkvav Street, NW 103 Street, NW 57 Avenue, NW 37 Avenue, and Gratigny are congested. Surrounding Land Use The Opa-locka Airport is in a highly urbanized location. East of the airport is the center of the City of Opa-locks. Much of the Citv consists of single family and duplex residences; however, a concentration of multifamily structures is located immediately east of NW 37 Avenue. South of the airport, several industrial parks have been developed. Along NW 135 Street near the airport, the area is primarily industrial and commercial. A large recreational area, the Amelia Earhart Regional Park, has recently been developed by Dade County south of the Airport. There are numerous vacant tracts throughout the area. Airport Impacts There are no significant water and air quality concerns with Opa-locka Airport. Although not specifically delineated, the 65+ Ldn noise levels associated with the airport probably are confined to the airport side or adjacent industrial areas. The existing noise levels are considerably less than when the facility was operating at higher levels of activity in the recent past. Tamiami Airport Tamiami Airport, opened in 1967, encompasses 1,380 acres and is located west of the Kendall community and is 15 miles southwest of downtown Miami. Tamiami is classified as a reliever airport to Miami Internation- al Airport and a transport airport. Figure 12 depicts its physical lay- out. There is an FAA -operated air traffic control tower on Tamiami which operates daily from 7 a.m. to 11 p.m. Airfield The parallel runways 9L-27R and 9R-27L are separated by 3,500 feet (Table 2). Each of the runways has a full-length parallel taxiway which pro- vides access to the apron and fixed base operator areas of Tamiami Air- port. The runways are equipped with lighting and navigational aids. The Aviation Department maintains clear airport approaches in accordance with FAA standards. The closest runway obstructions include poles and trees which are not considered to pose a significant problem. Aerobatic and agricultural aircraft activities occur in the immediate vicinity of Tamiami Airport. Also, considerable helicopter training activity takes place or directly adjacent to the airport on the north side of runway 9L-27R and the south side of runway 9R-27L during daylight hours. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-21 I i I I a ilk Structures There are 324,269 square feet of hangars. office space. F,U\ 1«st0m:S facilities and miscellaneous buildings. All buildings are in good excellent condition. Ground Transportation Ground access to Tamiami Airport is provided via SW 137 Avenue and SW 128 Street. At present there is no access by public transportation. The principal limited access roadway serving the area is the Homestead Exten- sion of Florida's Turnpike. Although these roads are not congested, many in the vicinity show significant congestion. Surrounding Land Use Much of the land surrounding Tamiami Airport is still undeveloped, but distinct patterns of development are evident. To the north and east, industrial and office development is emerging and to the south is resi- dential developed. The land use and the zoning pattern around the air- port provides for use compatibility. Airport Impacts There are no significant air or water quality concerns related to Tamiami Airport. Directly east of the airport is the Dade County Pineland Park, one of the remaining undisturbed stands of coastal ride pinelands sup- porting a high number of rare and endangered plant species. The 65 Ldn noise contour is confined to the airport side except on the east and where it extends into an industrial area. Homestead General Aviation Airport Homestead General Aviation Airport, opened in the mid-1960's, is located 28 miles southwest of central Miami and is approximately 960 acres in area. Figure 13 depicts the physical layout of this airport. There is no air traffic control tower at this airport. Airfield The two airfield runways are at right angles to each other (Table 1). Each runway is paralleled by a full-length taxiway which provides access to a 480,000 square foot apron area located approximately midfield. There are no runway approach obstructions. Structures Fixed Base Operator facilities, hangers, and airport office and mainte- nance operations occupy 62,375 square feet of building space. All of the buildings are in sound condition. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-22 I I I I I I I a I IL W a y Q t y ,o Q =Z Cc cc W =Z O_m 7 O p ¢ <CL CIO Y _ :7 j Q J ZV (� w W 0 N ¢ 0 L Uj N W Uj 0 x _ a G N s _ �,w i L" ur Cagy► IQ Ms1 GWOr OMr1JA01 �= I U- �w i 'CD It' 2 " •ao� fcsi ♦iwwnr M k 31"1 Ground Transportation Road access to the airport is provided from SW 217 Avenue, which connects to, SW 296 and SW 320 Streets, to Krome Avenue and U.S. Route 1, and the Homestead Extension of Florida's Turnpike eight miles to the east. No public transit service is available. Surrounding Land Use This airport is surrounded by agricultural activities such as row crops, orchards, and nurseries. Interspersed among these agricultural uses are single-family homes, and some agriculturally related businesses. Airport Impacts The noise impacts of the existing aviation activities on the surrounding area are insignificant. Likewise, no significant air and water quality problems are evident. Training and Transition Airport The Dade -Collier Training and Transition Airport (Training and Transi- tion), opened in 1968 as an alternative facility to Miami International Airport for commercial airline flight training, is located 36 miles west of central Miami and is approximately 24,560 acres in area. Figure 14 depicts the physical layout of this airport. The Training and Transition Airport is classified as a transport airport. There is no air traffic control tower at this location. Airf ie ld The single runway is adequately equipped with navigation aids and remotely controlled lights that are adequate for its training function, Surrounding Land Uses The site is in a remote location in the Everglades wetlands. :such of the area is within the boundaries of the Big Cypress National Preserve, Few residences with Indian Villages are in the vicinity of the site. Airport Impacts The aircraft noise has no identified adverse affect on surrounding areas. Standard air quality techniques do not permit measurement of air quality for the training activities at this facility. However, there are assumed to be no air quality concerns. Water quality and biological impact issues regarding the original siting of the facility led to efforts to relocate it to a less environmentally sensitive area. The update of the Aviation System Plan was the latest study of the overall need for and generally suitable location for such a replacement facility. In the meantime the Airport continues to operate in an environmentally sensitive location but without identified addi- tional adverse impacts. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) .;fir VIII-23 I Il E I I I a I I I El Homestead Air Force Base Homestead Air Force Base, covering 3,345 acres, was established during World War II, deactivated following severe hurricane damage in 1945 and reactivated in 1954 as a Strategic Air Command jet bomber base. Current- ly the facility is home of the Tactical Air Commands 31st Tactical Fight- er king. In this capacity the base operates in dual tactical fighter and combat crew training roles. Other military aviation activities also are based at the facility. Airfield The single runway is provided with light-.ng and navigational aids ade- quate for its mission (Table 1). Structures Seven hangars have a capacity of 40 aircraft. Another 360 buildings contain 3,070,000 square feet of space. 1,615 units of housing are also located on the Base. Ground Transportation Roadway access to the Base is provided via SW 268 and 288 Streets and SW 127 Avenue. The nearby Homestead Extension of Florida's Turnpike pro- vides nearby expressway access. No significant roadway congestion exists in the area. Public transit service is available to the Base. Surrounding Land Uses Homestead Air Force Base is located on the edge of urban development. Much of the adjacent land is in agriculture activities; principally row crops, and landscape plant nurseries. Low density housing developments are located adjacent to the Base on the west and north and in the vicini- ty on the southwest. There is continual pressure to provide housing and other development in proximity to the Base. Airport Impacts The aircraft traffic pattern at Homestead Air Force Base is routed to avoid developed existing and future areas as much as possible. However, the latest Air Force Air Installation Compatible Use Zone (AICUZ) analy- sis indicates that aircraft noise significantly impacts on an area of existing and and area of proposed development in the vicinity cf Home- stead Air Force Base. The newly developed residential area to the north of the base lies within the 65+ Ldn area and the planned industrial area of the Villages of Homestead Lakes to the southwest would be within the 75+ Ldn area. Development in both of these impact areas requires noise attenuation construction in order for the proposed uses to be compatible. The Base Commander has expressed concern that further residential devel- opment in the vicinity would lead to possible complaints and hazard risks from residents that could in turn lead to disruptions and curtailment of the Base's defense mission, as has occurred in several other Air Force facilities. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-24 I I C L I I f There is no evidence of water quality problems associated with the Air Base. Air quality problems also have not been identified. FORECAST OF AVIATION SYSTEM DEMANDS Forecasts of future air carrier and general aviation demands were made to provide the basis for determining the ability of the Dade County aviation system to meet long term needs. Rather than forecasting future aviation activity by year, planning activity levels were used to establish future approximate requirements for airport facilities. The activity levels were selected to correspond to major milestone levels of air carrier enplanements or general aviation operations that can be expected in the future and the estimated year in which they might occur. Air Carrier Demands Historic Overall air carrier passenger enplanements at Miami International Airport nearly doubled from 1970 to 1984; increasing from 5.3 million to 9.6 million. Downturns in the generally upward trend occurred in 1975 and in 1979 due to economic recessions, deregulation and sharply increased fuel costs. The highest level in this interval was 1980 when 10.2 million enplanements occurred. International passenger enplanements reached their highest level -- 4.0 million -- in 1981. Commuter airline passengers have increased significantly as these small airlines expanded to serve communities formerly served by major airlines prior to deregu- lation. The mix of enplanements for 1984 is shown on Table 2. Air carrier operations at Miami International Airport have held more constant than have enplanements; 253,813 in 1970 to 217,127 in 1984. Commuter operations have more than doubled during the interval. General aviation operations have remained relatively constant also, but this category is inclusive of a wider range of aircraft types not typically associated with the classificaiton. Overall, the level of total opera- tions have been virtually constant. The mix of operations for 1984 is shown on Table 2. Cargo and mail operations at Miami International Airport have followed a historic growth pattern similar to that of passenger activities. Overall the tonnage handled has more than doubled from 1970 to 1984. Forecast Considerations Future airline passenger traffic at Miami International Airport will be affected by such factors as growth in population and the economy of the Hiami air trade area, national and foreign economic conditions, air fares, the availability of aviation fuel, the operation of the air traffic control system, Airport capacity, airline service and total air traffic in the U.S. Forecasts of domestic enplanements were developed using future projections of population and employment that corresponded to those used in the other Dade County comprehensive plan elements and using FAA forecasts of U.S. enplanements, modified by forecasts at other Florida airports and assumptions that 1) airline service would increase over time with the Airport's rising importance as a transfer hub and 2) airline fares would remain proportionate to prices of other jobs and services. Forecasts of commuter enplanements were based generally on METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-25 I I i ri u I I 3 I I Table 2 Historical AND FORECAST AIR CARRIER ACTIVITY FOR PLANNING ACTIVITY LEVELS Miami International Airport Planning Activity Level (annual passenger enplanements and estimated years of occurrence) 9.6 million 12 million 15 million 20 million 25 million High Forecast (1984*) 1987 1992 2001 2009 Middle Forecast 1990 1997 2006 2015 Low Forecast 1995 2002 2013 2025 PASSENGER Aircraft opera- tions Air carrier 217,127 260.000 312.000 393,000 471.000 Air taxi 61.262 51.000 53,000 62.000 63,000 General aviation 73,623 78,000 91.000 113,000 132,000 Military 573 1.000 11000 1.000 1.000 Total 352.585 390.000 457.000 569,000 667,000 Enplanements Domestic major 5.886.320 7,340,000 9.120.000 11.650,000 14.100,000 Commuter 299,215 340,000 390,000 450.000 500.000 International 3,405,865 4.320.000 5,490.000 71900.000 10,400,000 Total 9.591,400 12,000.000 15.000.000 20,000.000 25,000.000 CARGO & MAIL All -cargo 18,590 22.000 27.000 34.000 43.000 aircraft operations Enplaned Pounds (1,000) Domestic 176.119 219.000 273,000 516,000 international 407.560 517.000 675,000 1,768.000 Total 573.679 736.000 948.000 2,284,000 Deplaned Pounds (i,000) demand analyses of past activity. Forecasts of international enplanement were based on the increasing importance of Dade's economic activities related to international travel and the judgement of economists that Latin American trade will generally increase and that European air travel will remain a small part of the total international activity at the airport. High, low and mid -range forecasts were developed with the last selected for the final activity level forecast. Future Forecasts The forecasts were prepared for each of four future air carrier activity levels of aircraft operations and enplanements, as shown on Table 2. These forecasts show that over the activity levels the annual increase of enplanements will decrease from 3.7 percent to 2.7 percent. The international proportion of activity is shown to increase from 36 percent to 42 percent. Cargo and mail forecasts are also included on Table 2. General Aviation Demands Historic The fundamental ingredient of general aviation activity in Dade County are the based aircraft; the number of planes located at Dade general aviation airports. The number of these based aircraft estimated by FAA has remained relatively constant from 1978 to 1984, ranging from 1,343 to 1,577. The mix of the aircraft at each airport, excluding Miami International, from 1985 is shown on Table 3. Total aircraft operations at Dade's general aviation declined sharply in recent years. In 1978, there were 1.1 422 tions; in 1984, .7 million. The operations per based 1.244 nearly halved over this interval. The mix of operations at 1,666 airports in 1984 is shown on Table 3. Domestic 171.177 214.00G Z65,000 339,000 410,000 international 375,325 476.000 605.000 870,000 1.146.000 Total 546.502 690,000 870.000 1.209,000 1.556,000 Sources; jade Countv Aviation Svstem Plan Historical: Dade County Aviation Department records. Forecast: Peat Marwick, February 1986. /_6 Forecast Considerations airports has million opera - aircraft were each of these The primary basics for forecasting general aviation activity in Dade County were based aircraft and operations per aircraft. The aircraft forecast projected the population per based aircraft in Dade County and in the multi -state FAA Southern Region. Utilizing this ratio and the Dade County comprehensive plan population projections, the number of aircraft forecast to be based in the County were estimated. Future operations of general aviation aircraft were forecast based on estimates of the level of activity per aircraft. Because of the higher cost of ownership it was assumed each available aircraft would be used more intensively. Based on this assumption, operations per aircraft were forecast to increase from 441 in 1984 to 600 in 2015. Overall, it is anticipated that more attention will be directed to providing aircraft services to a developing domestic and international markets, thereby increasing the proportion of operations that are non -local. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-26 Table 3 General Aviation Based Aircraft And Operations Dade County Less Miami International Airport Homestead Opa-locks Training 6 General Opa-locks West Tamiami Transition Total Based Aircraft (1985) Single Engine Piston 120 188 - 427 - 735 Multienglne 83 221 - 269 - 573 Turbojet - 7 - 6 - 13 Helicopter 2 20 - 26 - 48 Seaplane - - - - - - Military - 12 - - - - Total 205 448 - 728 - 1.381 Operations (1984) Civil Itinerant Air Carrier - - - - 10,994 10,994 Air Taxi - 1.164 - 14 - 1,178 General Aviation 35.600- 89,686 25.000 111.221 5.194 266.701 Total 35,600 90.850 25.000 111.235 16.188 278,873 Local Total 76.000 64,602 75,000 196,236 - 411,838 Military Total 1.700 10.145 100 392 2.490 14,827 Total 113,300 165,597 100.100 307,863 18.678 705,538 Sources: Dade County Aviation System Plan; Peat Marwick. February 1986. Historical data for based aircraft are presented for Homestead General Aviation. Opa-locks .and Tamiami Airports. There are no aircraft based at Opa-locka West or Training and Transition Airports. Future Forecasts The forecasts for each of four future levels of general aviation based aircraft and total operations are shown on Table 4. The number of single -engine piston aircraft is forecast to increase at an annual rate of .74 percent, the turbo jet aircraft at 3.35 percent and the helicop- ters by 3.0 percent. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-27 1 Table 4 Historical And Forecast General Aviation Activity For Planning Activity Levels Dade County Planning Activity Level (annual operations and estimated year of occurrence) 686,860 875,000 1,100,000 1.350,000 1.500,000 High Forecast (1984*) 1988 1993 2001 2009 Middle Forecast 1990 1997 2006 2015 Low Forecast 1993 2001 2010 2018 1� a Based Aircraft Single -engine 1.009 piston Multiengine 382 Turboject 88 Helicopter and 78 other Total 1,557 Operations per based aircraft 441 Operations Local 415,381 Itinerant 271,479 Total 686.860 * Actual 1,070 1,160 470 560 120 160 90 120 1,750 2,000 500 50 507,500 616,000 367.500 484,000 875.000 1,100.000 1,330 740 220 170 2,460 600 715.500 634,500 1.350,000 AVIATION SYSTEM CAPACITY AND REQUIREMENTS As part of the system plan effort each of Dade's airports were evaluated in general terms of its capacity based on current and under construction facilities. Also, the facilities necessary to meet the forecast demand at each activity level were estimated. Only the Training and Transition Airport and the Homestead Air Force Base were excluded from the analysis. Since the forecast activity levels are subject to change due to different considerations or refined techniques, so are the requirements. Capacity The two major measures of capacity of the Dade County aviation system 1,250 airports are 1) the ratio of the annual operations demand to annual service volume, and 2) aircraft delays. 800 250 Annual Demand to Service Volume Ratio 200 A comparison of existing and forecast levels of annual aircraft opera- 2,500 tions demand and the airports annual capacity or annual service volume (ASV) provides a primary measurement of facility capacity. These ratios 600 for Miami International Airport and for the general aviation airports (less the Training and Transition Airport) are shown on Table 5. As this ratio approaches or exceeds 1.0 the facility rapidly becomes congested, as measured in aircraft delay time. 765,000 735,000 1,500,000 Sources: Dade County Aviation System Plan; Peat Marwick, February 1986 The demand to ASV rats: at Miami International Airport approaches 1.0 at the 15 million enplanement level (estimated to occur in 1997) without runway capacity improvements on operations peak spreading activities. The combined demand to ASV ratio at Dade's general aviation airports approaches 1.0 at the 1.5 million operations level (circa Z015). How- ever, individually Tamiami Airport is projected to exceed this ratio with 489,000 operation in 1997. Aircraft Delays Annual aircraft delay, expressed in minutes per aircraft operation, pro- vides the most definitive measure of an airport's ability to accommodate aircraft operations (Table 2). As noted previously, when the demand to capacity ratios exceeds 1.0, aircraft delay times rise rapidly. By applying the estimated per minute cost of aircraft operations ($29.50 for Miami International Airport and $3.00 for general aviation airports) to the delay times, the annual operating costs of aircraft delay can readily be determined. Requirements The several components of Miami International Airport were evaluated in terms of the magnitude of requirements to meet the forecast demand at each activity level. A similar analysis was made for the required run- ways and buildings for general aviation airports. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-28 I Table 5 Airport Capacity And Generalised Future Requirements Dade County Aviation System Plan Planning activity level (annual passenger enplanements) Existing (1984) Airport 9,591.400 12 million 15 million ZO million 25 million MIMI INTERNATIONAL AIRPORT Capacity Aircraft Operations Annual demand 352.585 390.000 457,000 569.000 667.000 Annual service volume (ASV) 464.000 458.000 454.000 458.000 458,000 Ratio of demand to ASVa 0.8 0.9 1.0 1.2 1.5 M Aircraft delay (minutes per operation) .5 1.8 2.1 6.9 Requirements Runways (additional) 0 0-1 0-1 0-2 0-2 Terminal Gates Ill 119 135 159 176 Terminal Space (1,000 sq. ft.) 2.237 2.700 3.100 4.100 4,900 Curbside Length (1.000 feet) Parking Spaces (1.000's) 7.6 11.6 7.3 11.8 10.2 13.7 13.4 17.2 16.5 21.9 Roadway entrance lanes 4 4 5 7 8 Planning activity level (annual passenger euplanaments) Existing (1984) 686.860 875.000 1.100.000 1.350.000 1,500,000 GENERAL AVIATION AIRPORTS Capacity Aircraft operations Annual demand 686.860 875.000 1.100.000 1.350.000 1.500.000 Annual service volume (ASV)c 1.555.000 1.555,000 1.555,000 1,555,000 1,555,000 ' Ratio of demand to ASV` 0.4 0.6 0.7 0.9 , 1.0 Aircraft delay (minutes per operation) 0.3 0.5 0.7 1.5 2.3 Requirements Runways (additional) 0 0 0 0-1 0-2 Building Space (Acres) 31 35 40 50 50 s. Ratio of total annual demand to annual service volume. b. Each general aviation airport's allocation of annual demand is proportional to its annual service volume. The general aviation airports considered In this table are Homestead General Aviation. Opa-locks, Opa-locks West, and Tamiaml. c. The annual service volume of Homestead General Aviation and Opa-locks West airports may increase over time as these airports accommodate more activity. Source: Dade County Aviation System Plan; Peat Marwick, .tune 1986. I I Miami International Airport The requirements for runways, terminal gates, terminal building area, curbside length, parking spaces and roadway entrance lanes were evaluated for each activity level (see Table 5). The need for additional runways was based principally on their affordability from delay cost savings rather than from measured finite capacity limits. Future gate require- ments were based on peak hour needs and changing aircraft sizes. The terminal building space needs were based on FAA standards adjusted for the unique requirements for the Airport's international hub role. The ground transportation interfaces of the terminal building were found to be among the more critical components for meeting the future needs of the Airport. Within the basic, crescent shape of the terminal building it will be increasingly difficult to provide adequate arrival and depar- ture area curbside space for private and public automobiles, vans and busses. Although fewer design constraints exist with respect to additional public and employee parking, future demands would need to be met in increasingly more remote locations. Finally, the ability to effectively and efficiently provide for the doubling of entrance and exit roadways capacity connecting the terminal to the surrounding off -airport roadway network represents one of the most difficult obstacles to meeting the future needs of the Airport. Of equal, if not greater concern is the ability of the surrounding roadway system to provide adequate capacity for the estimated 250 percent increase in vehicles that would be seeking to exit the airport at peak hours at the 25 million emplanement level. General Aviation Airports It is estimated that to meet demand at the highest activity level up to two additional general aviation r-.:nways will be required in addition to current airport operational capacity. As was the case for Miami Inter- national Airport, the number of additional runways was determined on the basis of delay cost savings. Also, at the highest activity level it was estimated that building sites for Fixed Base Operators. hangar facilities and office space would increase from the present level of 35 acres to 50 acres. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-29�i- I PROPOSED AVIATION SYSTEM STRATEGY ••r �rrr9r}• Analysis was made of alternatives for meeting the forecast demand for air carrier and general aviation activities in Dade County leading to the establishment of an aviation system strategy. Because of the greater significance of air carrier activity, it was evaluated first and general • aviation activities were considered in keeping with the air carrier 'r•,°•f 4 strategy. Air Carrier rrvr, Aircraft delays at Miami International Airport are forecast to increase substantially between the 20 million and 25 million emplanement activity �+r level without major improvements in the system. Over this interval, toJ1,?a estimated to occur between 2006 and 2015. the annual average delays are °O 3 projected to increase by 4.8 minutes to reach 6.9 minutes if the go capacities of the air field or terminal gates are not significantly increased. Also, the off -airport roadway system is anticipated to become extremely congested with the addition of the 25 increase in °rr,,, ;, r�r°o percent peak hour airport traffic projected to occur with the activity level increase. These aircraft delays and ground transportation concerns caused Dade •�.�r'4g County, through the updating of the aviation system plan, to evaluate a s+ry range of alternatives for meeting its long-term air carrier aviation needs. The approaches analyzed and selected are described in the follow- ing sections. °o* •ro Alternatives Evaluated .o m •a•° Nine air carrier alternatives were identified as representative of the °; a �r'�f, range of possible actions needed to provide sufficient capacity to accommodate the 25 million emplanement activity level. These alterna- tives involved, singly or in combination, Miami International Airport, ►�. j all existing general aviation airports (except the Training and Transi- tion facility), Homestead Air Force Base and a new close in and a new distant airport (see Table 6). a Six major considerations derived from the system goal and objectives were 1 used to evaluate the alternatives. These considerations were: • Capital costs including land acquisition, (� • Aircraft delays in terms of annual costs, • Air space interactions and conflicts, all • Proximity to demand or potential air passengers within Dade and the region, • Natural environment suitability with respect to biological and water quality impacts, • Community compatibility in terms of aircraft noise impacts and a range of other developmental concerns, and • Economic impacts related to development potential and resident employment. • Flexibility to meet future demand and technology. • 9 Y Y O O O e O V t] L L L - L . • \ � a S S S = = 9 v v > J = S = • = i a tt 10, u .°. •°. c0. wu W W • C • C . G • G O O Q O v o Q _., :.Lr. a as s s S A-3 .°� o ]o J J 3 u a6 ¢ 9 o p = • S c Q Y O a ■ • u a 2 Y L O ! L L y 0 1 Q . O J O M ] t• Y i 00° Y O y G O O • O • C O y • d • O u w O O y• L • G .. Y • � O 6 � � p y Gr .i ; j C • � • • .Gi ° M Y p D C • r i• • O a L, ..°ti � X o o • �\ y • r m ] ] V u O O L �� .-•. w O O • W•` • Y G •> O >. y 0 • u O � O w �— Y]• �i.i :] : u 7 • •v • co u ceo .. • .. O r .�. wi .+ •• v a v C 2C u O C• G G G O• •] C C C • ,•, Y � O 0, C O C. G MOM. K O. • y O u o v.. r U L Y W V W • W O• vo .�. u W O • < • a Y � < O ti u • � Q .y Y • O u • • r .. ti :i w .Ow i O • .•.I Y " • w • • p D. O • j G O • Q O C • C ] ... >" � u l y• C • �± _ Q a i < < < < < U < \ O G • r C 31 ) y i G METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-30 Selected Strategy Based or, the alternatives analysis the following actions were selected for meeting the air carrier facility needs of Dade County. Peak Operations Reduction - As traffic increases at Miami International Airport and aircraft delays become a matter of major concern, through use of incentives and user fees airlines and other uses should be encouraged to 1) reschedule certain activity to off-peak hours, 2) use larger aircraft to reduce operations, and 3) delay introduction of additional flights thereby increasing load factors. Consider Additional General Aviation Runway at Miami International Air- port - Studies should be made of the potential for extending the air carrier capacity of existing runways at Miami International Airport through the construction of a general aviation runway at the northeast portion of the existing site. Identify Site For Future New .fir Carrier Airport - Studies should be made to determine the best location within northwest Dade east of the Water Conservation Area, north of the Okeechobee Canal and west of the Homestead Extension of Florida's Turnpike, or in southwest Broward for a potential future supplemental airport to serve domestic air carrier needs beyond the 20 million enplanement activity level at Miami International Airport (see Figure 15). Considerations used in the selection of the site should include 1) relationship to multi -county demand, 2) ability to accommodate two or more arrival and departure streams, 3) noise impacts and mitigation actions, and 4) environmental impacts and mitigation. A full environmental impact statement should be prepared as part of the process. Land Bank Identified Supplemental Site - These actions should be taken with respect to the potential supplemental airport identified in the above described study: 1) the site should be acquired, together with necessary buffer area, 2) the access corridor should be protected, 3) an air space reservation should be obtained from FAA, and 4) appropriate changes should be made to the Land Use Element of the Comprehensive Plan and to zoning designates to make surrounding development compatible with the airport. Other Actions - These additional actions should be taken: 1) continue coordination with FAA on airport and air space planning for Miami International Airport and a future supplemental airport, and 2) the supplemental airport options should be reviewed again when the annual level of air carrier activity reaches approximately 450,000 operations or 15 million enplanements. Three of the existing general aviation airports in Dade County -- Opa-locka, Tamiami, and Homestead General -- are considered to be avail- able to meet long term future needs. The Training and Transition Airport is considered to be too remote to meet such needs and ultimately t I e , y WATER CONSERVATION AREA z z J w U iI nrr nua o ' m GO O EVERGLADES / NATIONAL -----------� , HO PARR 9_ I , FLORIDA SAY l TTT_ _[~, s� W a * G S y • f J �'y _. N ti 0 LA-6-----e+ BISCAYNE NATIONAL PARR _ r ........ m+MAJOR AVIATION FACILITIES' STRATEGY IMPROVEMENTS OMIAMI INTERNATIONAL AIRPORT ADD GENERAL AVIATION RUNWAY =IGNEW SITE-LANDBANK FOR e- AIRCARRIER AIRPORT OTAMIAMI AIRPORT -EXTEND RUNWAY O HOMESTEAD GENERAL -ADD RUNWAY AND CONTROL TOWER I _ FIGURE 15 Y , ti ETR60ADE CCUNTY PLANNING CEP METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-31 t� I 0 a West wouldunavailable becauof its lof potentially to thekal cation the p op proposed supplemental air carrierprairport facility. At the forecast 1.5 million operations level, projected to occur in 2015, ''rf it is estimated the three airports will be operating below the combined 'r�„00° annual service volume capacity. However, operations at Opa-locka and '3 Homestead General Airport would be approaching the annual service volumes �lrr9r and operations at Tamiami Airport would exceed its annual service volume. �OJ Aircraft delays are forecast to increase dramatically as the annual �'rr r�'�•e�o�r, service volume capacity of the facilities is approached or exceeded. In the absence of mitigating operational changes or capacity improvements, it is estimated that at the 1.5 million operations level, delays at the three major general aviation airports will average 5.2 minutes. po.� 404$ Alternatives Evaluated Six general aviation alternatives were selected as encompassing a range I•,��o,J of possible actions for providing adequate capacity to accommodate the 1.5 million operations activity level. These alternatives included improvements at Opa-locks, Tamiami and Homestead General Airports and the •,,O provision of a new general aviation airport (see Table 7). The same J4r• eight factors which were used to evaluate the air carrier alternatives ° were used to determine the suitability of the general aviation > . ''OJ alternatives. r •� Selected Strategy ;; The alternatives analysis led to the following proposed actions for �' c meeting the general aviation facility needs of the County. M F �+ M Establish The Roles of the Primary General Aviation Airports - Provide > the following roles for the general aviation airports: G - Opa-locka Airport - A general aviation transport airport serving as a reliever to Miami International C Airport and for the business jets center for North Dade County. w - Tamiami Airport - A general aviation transport air- Q port serving as a reliever to Miami International Airport and the corporate business jets center for South Dade County. - Homestead General Airport - A general aviation trans- port airport serving the local needs of South Dade and North Monroe overflow training activity from Tamiami and occasional business jets. >At �L L r ■ O r 9 > S > S Y Y Y 1+ Y Y Y � y � y L S S 90 a C S = y s v r CO � • V y S S Y O 0 9 0 o v V C9 C1 O " O O d10, Y . u .�. o Y • O 2 O Z y Y ° C O •= I _a =�I L Y y Y x . • • S S Y Y i v • u � . Y y .. ■ Y ■ O 2• r Y y � ■ C Y • ] a O L p .. y O•. p ti N■ v • Y• V • O. Cco a L O■ U .. W y Y C S 6.■° •• y u■- Pf . C u w p ■ 4 .i Y• 1 O C ° y y E y• y 7. C Y U a. 7 v .•i • �. S O• • y u nL, • ° • • • i a ... ■ •_ 7 U O y ,°, 7 ,°, y C p o o ru . 7 • V] > t y • C Y „•% ■ O V .. O U O u L Y C U C'.. C u e• Y s u y O y ■ Y r Y Y Y C. y O Y O Y O• C y y V — O U Y C U■ C C■•] C■ V't d. C C On 7 .n W . YC7 <In • Y C • y Y 3 • � • o no e S • .. ■ ■ ■ • ■ • r W i o u me . ti , y O• co C Y O. y• Y C � C1 METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) Sk ram' 0 �. VIII-32 i [1 11 I beveio•,: N.: Air Carrier or Air Cargc Facilities at General Aviation Airport:. Fat' -line:, ti . accommodate air passenger or air cargo activity should be prov,uec at Miami International Airport and the proposed new supple- -,-,! airport. "FV. Onerat_ior_s at pa-iocka - Depending on the site and cols! �fcr4:..oz: r.: ;ale ne4 supplemer_tai air carrier airport facility, inatat�ozs mEv nc- p.acec on instrument operations at Opa-locka Airport. 5u�stazt fncrea"f- .n instrument operations at Opa-locka should not be encouragec unless adecuatF procedures can be developed which are eowpat L_E with the airport. Extend Runwav at Tamiami Airport - In the role of this airport as a rrllever to Miami International and a business jet center for South Dade the south runway should be extended tc F,900'. Construct a Vew Runway at Homestead General Airport - This new 5,300' runwav would provide additional capacity to enhance the expanding general aviation role of this airport. This runway should be developed so as to not adversely impact environmentally sensitive !ands to the west of Canal L31N. Construct air Traffic Control Tower at Homestead General Aviation Airport - This improvement would provide increased capacity and safety at the airport and enhance its future role. lomplete Airport.' -and Jse Compatibility Studies - Prepare Airport Noise Control ana `,amparibi iry Planning (FAIL Part 150) studies for appropriate g,envral aviarion airports in coordination with the Land Use element of the Jade County Comprehensive Development Master Plan (see Future Land Use Plan mapi. APPENDIX A Published Dade County Aviation System Plan reports: "Goals, Objectives, Issues, and Criteria," Octe'cer 1985• "Aviation System Inventory," November 1985. "Forecast of Aviation Demand," February 1986. "Aviation System Capacity and Requirements," May 1987. "Evaluation of Alternatives, Part 1: Air Carrier Airports," draft, January 1988. "Forecast of Helicopter Activity," draft, March 1988. "Evaluation of. Alternatives, Part " General Aviation Airport;" draft, March, 1988. "Selection and Implementation of the Aviation ste: Ian and Implementation", to be published May, 1988. "Summarv: Dade County Aviation System Plan," to be puhlished _7L;1, METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-33 11 A I I 0 I I r f] i Develop No Air Carrier or Air Cargo Facilities at General Aviation Airports Facilities to accommodate air passenger or air cargo activity should be provided only at Miami International Airport and the proposed new supple- mental air carrier airport. Limit Increase in IFR Operations at Opa-locka - Depending on the site and configuration of the new supplemental air carrier airport facility, limitations may be placed on instrument operations at Opa-locks Airport. Substantial increases in instrument operations at Opa-locka should not be encouraged unless adequate procedures can be developed which are compatible with the airport. Extend Runway at Tamiami Airport - In the role of this airport as a reliever to Miami International and a business jet center for South Dade the south runway should be extended to 6,900'. Construct a New Runway at Homestead General Airport - This new 5,300' runway would provide additional capacity to enhance the expanding general aviation role of this airport. This runway should be developed so as to not adversely impact environmentally sensitive lands to the west of Canal L31N. Construct Air Traffic Control Tower at Homestead General Aviation Airport - This improvement would provide increased capacity and safety at the airport and enhance its future role. Complete Airport/Land Use Compatibility Studies - Prepare Airport Noise Control and Compatibility Planning (FAR Part 150) studies for appropriate general aviation airports in coordination with the Land Use element of the Dade County Comprehensive Development Master Plan (see Future Land Use Plan map). APPENDIX A Published Dade County Aviation System Plan reports: "Goals, Objectives, Issues, and Criteria," October 1985. "Aviation System Inventory," November 1985. "Forecast of Aviation Demand," February 1986. "Aviation System Capacity and Requirements," May 1987. "Evaluation of Alternatives, Part 1: Air Carrier Airports," draft, January 1988. "Forecast of Helicopter Activity," draft, March 1988. "Evaluation of Alternatives, Part 2, General Aviation Airports" draft, March, 1988. "Selection and Implementation of the Aviation System Plan and Implementation", to be published May, 1988. "Summary: Dade County Aviation System Plan," to be published June, 1988. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-33 SUPPORT COMPONENTS OF THE PORT OF MIAMI RIVER SUBELEMENT The following materials are included in the CDMP as support components. These materials are not adopted for implementation as the local compre- hensive plan, but are included to provide the reader with necessary background and perspective to enable a better understanding of the adopted components and their bases. These support components are, in many instances, a summarization of more extensive documentation utilized in the preparation of this Subelement. Where appropriate, references to other support documents and other Plan Elements are included. BACKGROUND AND ANALYSIS The Port of Miami River consists of about fourteen indep ith U.shipping terminals that joined together in 1986 in order to comply S. Coast Guard regulations regarding pumpout of bilge water. These facilities have traditionally been viewed as being fiercely independent and non- union. Their rate of growth, particularly in the segment of the River west of NW 27th Avenue, and their increasing economic importance has made them a focus of attention in recent years. The role of these terminals has also been highlighted in the continuing struggle to have the polluted sediments in the River dredged. Information on that issues, plus other River related problems and opportunities is contained in the Coastal Management Element. Any ship entering the Miami River to berth at one of the terminals that that are clustered along the river's banks in downtown Miami and west of NW 27th Avenue must enter and exit the river through the river's mouth in downtown Miami. A permanent salinity dam located east of LeJeune Road (NW 42 Avenue) separates the navigable portion of the river, also known as the Miami Canal, from the upstream portion of the canal which extends north to Lake Okeechobee. The navigable portion of the river is about five miles long with a maximum width of 210 feet and a maximum depth of 17 feet (see Figure 2). The controlling width and depth of the naviga- tion channel maintained by the U.S. Army Corps of Engineers is 85 feet and 15 feet respectively. Ships entering the Miami River are limited by the width of the NW 5th Street bridge, which is effectively 55 feet wide. The smallest cargo vessels that use the river range from 100 to 135 feet in length and come into the river under their own power. The largest ships coming into the river in 1986 were about 45 feet wide and 273 feet long. On an average day, eight ships longer than 90 feet enter or depart the river, including four or five ships which must be towed. Shipping Terminals The 14 shipping terminals located on the Miami River provide service to the small ports of the Caribbean (see Figure 3). These terminals served about 30 shipping agents and lines engaged in commercial trade with more than 50 ports of call throughout the Caribbean and northern South America (see Figure 4). Approximately 40 ships, plus an unknown number of small- er vessels, call regularly at the Port of Miami River. The majority of the business conducted at these terminals is the export of goods from the Miami area to other ports of call. These terminals are utilized for seafood, general cargo container, roll-on/roll-off cargo and sand and aggregate activities. For many islands in the Caribbean the river is a lifeline that provides essential goods and services. The ten major shipping terminals on the river account for about 1,070 vessel departures per year. Average tonnage per ship ranges from 250 to 1,350 tons per voyage. In 1986, these cargo terminals accounted for the shipment of 594.500 tons of cargo with an estimated value of almost $1.7 billion. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-34 � M �i -...i4 ..il... ,ICI■ >Allbmt 4t it F�" A� '�� a� iM 40we 'err IIINIIIIIIIIIII VIIIIIIIIIIIIIIIIII -own MM N M•N %AJ (dl x M O A v m n O c z j D 2 C D z m r M c m z A r" to OD O' FIGURE 2 MIAMI RIVER LENGTH, WIDTH & DEPTH too pp too- i 290 - ._ _ . .. - too' too __ t e ISO --- _ _ too too 00 so 4' O • n4IT 10 It ,. is 2 to... _. ._ - - - _ ... _ .._-�___——...__._._.__. _. .___ ..- ___.__._ ._ — .__ _ —_ _.__ _.__ to is g € fc �" is a ; .1: IS d ee No S.IRM t 114 low f.Ob 107E 1 We 1.116 3111 tell No 1n 11%) Ise /so I IN 1.m D1StANCr 1r 1wrTN 1RlDOTS'^ GISIANCI N 1w1EN RMFIIIIu o lools'. TIN Its I1 SCALE 1' . 7000 • r.w sn w..w.n .,m ,+n •. 1..+n1.. ., IPw[11n ,.. � clnee nna .. y.rcl 1olr.e n. .. ..r.�r..,1 .+.•1.• n..rrl w•r l.rMal+urlw 1 rw c.1. n r.r �..,...nra�F, .row.. Sit 1' .2000 W.1M NltMutON.E ANPORt NW 21 NW HSI SR SM SHIPPING TERMINALS ON THE MIAMI RIVER TERMINAL LOCATION VIC FORIA MARINE I MIAMI SHIP SERVICES t BAHAMAS INTERNAIIONAI LINE 7 VAS MFIA MARINE e EAST RIVIR TERMINAL 1 SFRNUIN MARINE SHIRRING I MIAMI MARINE I HIDE ShOPPINO CORPORATION 1 ANINLIAN MARINI SHIPPING 1 ►IONFER SHIP/ING 10 TOOTH ANO CARISSFAN AGINCT to CMT LINE IE CAPI IISFAN OCEAN SHIPPING 11 BEST TERMINAL OOCR le N W 36 SI It S z HIT2051 = i O N NW 1ST I 1 or.r� rw M iVGLER St SwlS .en w N P 31; Z e z e N FIGURE 3 MILE METRO•DADE COUNTY PLANNING DEPI I I I f j I I I J 1 4 FIGURE 4 PORTS OF CALL LEGEND SOURCE: MIAMI SHIPPER MAGAZINE 1. An9W11L iswwd bfands 1L Grand TWIG 35. PffNkIW &@iM CAIQoa 2. AnUgua. BWI (Brflbn Wlrrdrrard IWnft) 19.0rerlada, WhKkm W9ndt 35. Pusrto Castllb. Pbndrrss 3. AnAba. Naft~W Antlsse 20. QuedebLW& Foubd 1aMrd blarWe 37. PuwW CabNia Va MMMIa 4. Barbadw 21. bb ba Mr9M 1 3L Puub Cor%& Honduras * BW1WWUUlL Colonrbb 22. V GLoft VwvwMe 39. Puwto Lbram Comb Rke a Bets 23. GLwak VUla xiele 40. Ptrrb PUM Dornlnlcan Rspublk 7. Bimini 2L bb tel W4W maxim 41. Puwto Ordat. Vwt uafa L 6orraea 2L Kfnpsmrl..Ialna1 42. bb Do San Andras 9. Calooe 4L Le RomnnL Dor *dcon Repub k 43. Purarw*L Coots RI= 10. CarW9WW Colombia 27. UxV bland. 60um a 44. Swft DomMgo. Dominican Republic 11. IW De Consnei 2L Marrpo My..Isrr 1 4S. Sant Thon%@L Gunhun" 12. Curaw 21L Yonaertat 9"Ush Deward fabrrds 4& SL Swoolwny. frw" tfaward blonds 13. Donwuea. leeward IalerWe 30. Nassau 47. SL Kips. Iwsward bfards 14. Efsudom Bah nna 31. Panama 4L St Lucia. WMdwwd lslyde I& Geor9emwn. Baharrw 3z Paraerarlbo Suftim 41L SL II d Nodwrbrds ArrdOas 1L Geor9elown. Guyw 33. Pat su Prfrroa mom SM SL Vbmwv . Brl - - WYW VWd bW Ws 17. C" W Caymen 34. Prdgrwo 1Aes1ro 51. TafoW BtMbh VkgM bbrds 52. Trinlded Existing Land Uses Land uses along the Miami River are extremely varied, and contribute to the viability of the river as an economic entity. In downtown Miami, several marine -related businesses have been replaced with such uses as hotels and convention centers, office buildings, and public recreation facilities. In the unincorporated area west of Nk 27th Avenue, shipping and other marine uses such as repair activities, boat manufacturing facilities and freight forwarding operations predominate (see Figure 4). An increase in land devoted to parking areas for rental facilities serv- ing Miami International Airport has occurred in recent years. In this western portion of the river basin, land parcels are generally small and the incidence of rental use is relatively high. In the City of Miami east of NW 27th Avenue, a mixture of recreational boating, marine commer- cial, residential, non -marine commercial, and non -water related public and private uses is found. Overall, the existing land uses along the river include a high percentage of marine -related commercial and industrial uses. The non -marine related commercial uses include scrap metal yards, auto rental parking lots, hotels and ancillary facilities such as restaurants and commercial shops. Vacant land accounts for about 15 percent of the river shoreline and con- sists of many large parcels, particularly in the downtown core area. Accessibility The cargo terminals along the Miami River are accessible by roadway, and in one area, by railroad. Northwest North River Drive and NW South River Drive are the thoroughfares directly serving the terminals. The CSX transportation railroad line runs along NW North River Drive from about NW 23 Street to NW 36 Street. Only one cargo terminal uses the railroad extensively to ship and receive goods. While NW North River Drive and NW South River Drive generally provide good access to the cargo terminals lining the river, linkage between these two roadways and the expressway system is only fair for the portion of the port west of NW 17 Avenue. Connections to the Dolphin Expressway via NW 27 Avenue, NW 37 Avenue and NW 42 Avenue are adequate. However, trucks traveling between the two (river) roadways and the Airport Expressway must take a circuitous route in either direction. Trucks coming south on NW 27 Avenue often turn west on NW 24 Street to reach NW North River Drive. NW 24 Street is a narrow roadwav that is not designed to accommodate truck traffic. This roadway is fronted by a mixture of industrial, commercial and residential uses, which do not benefit from the presence of numerous cargo trucks going to and from the river. NW 32 Avenue is also a frequently used route with a better interchange with NW North River Drive than 27th Avenue, but it is not directly acces- sible to the Airport Expressway. This obstacle has limited the effec- tiveness of the roadway as a transportation route to and from the ter- minals along the Miami River. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-36 i k k r FUTURE PORT CONDITIONS The Port of Miami River is expected to retain its share of the growing to the international trade activity occurring in Dade County. Due the proximity of highway, rail and aviation facilties, the banks of Miami River west of NW 27 Avenue and east e- toe salinity dam will remain the predominant area for shipping facilities serving the small ports of the Caribbean. This western section of the Port of `fiami River is recommended to be used only for marine industrial and commercial activities (see Figure 1). Private market forces will determine the exact location of terminal facilities in this western section. Due to market pressures in the downtown Miami area, the terminal in the eastern section of the Port of Miami will probably be relocated. Several improvements have been programmed or proposed chat will improve traffic circulation to the western section of the Port of Miami. Construction has been scheduled to widen %V Z7 avenue to six lanes between the Dolphin and Airort Expressways, to replace the bridge over the Miami River on NW 27 Avenue and to provide a railroad signal for the CSX Transportation rail line crossing NW South River Drive near tit+ 36 Avenue. Preliminary engineering has been scheduled for repiac'_ng the swing bridge over the Tamiami Canal on W South River Drive with a bascule bridge and for adding lanes to the Dolphin Exressway between N'W 37 Avenue and the Homestead Extension of the Florida Turnpike. The widening of NW South River Drive to four lanes between %W 36 Street and NW 27 Avenue has been proposed to facilitate development of the western section of the Part of Miami River. The possibility of connecting both banks of the Miami River by construc- tion of a bridge at NW 32 Avenue or Nei 37 Avenue is being evaluated. Marine interests are opposed to the bridge on tiw 3. Avenue because of possible interference with shipping operations. however, a bridge on NE 37 Avenue would not be as beneficial for traffic circulation purposes. Several other transportation improvements are programmed or proposed that will impact downstream activities. Three bridges over the river in the City of Miami are scheduled for modification and safety improvements. The movable span bridge on Hrickeil Avenue is scheduled to be replaced. NW 17 Avenue between NW North River Drive and the Airport Expressway is proposed for improvement. Several capital improvements have been programmed or proposed that will help protect the river as a natural resource. Several ongoing drainage programs exist that can be utilized to reduce the flow of stormwater into the river. A program for retrofitting existing stormwater outfalls with injection wells, french drains, swales or other features to retain at least the first one inch of stormwater is being developed. Removal of the contaminated sediments from the bottom of the Miami River has been proposed. To foster the growth and economic viability of the Pcrt of Miami Rive - a comprehensive study is needed to address ke•: issues. The functions of the port should be precisely defined. For the prime shipping area west of NW 27 Avenue, the study should identify non -water dependent activities METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-37 and vacant parcels along the shoreline, propose future land uses and make recommendations for revising the Dade County Zoning Code to keep incom- patible land uses from intruding. The infrastructure needs for the port should be identified and a schedule of improvements should be proposed. Several transportation issues should be addressed in this comprehensive studv. Improvements to the roadway network needed to handle the traffic generated by the growth on marine activities should be identified. Actions to reduce the impact of trucks serving the terminals and other marine -related activities on stable residential neighborhoods should be addressed. The potential for expanding the use of the CS% Transportation railroad line along NW North River Drive should be examined. The feasi- bility and desirability of strengthening transportation linkages between the Port of Miami River, Port of Miami at Dodge Island and the Miami International Airport should be analyzed. 17 17 C Fri n I LIST OF SOURCES City of Miami Planning Department Miami River Businessmen's Association Miami Shipper Magazine IMETRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1968) E VIII-38 I I F 1 E 7 F POLICY FRAMEWORK OF THE 20001'2010 COMPREHENSIVE DEVELOPMENT MASTER PLAN PORT AND AVIATION FACILITIES Introduction The previous chapters of this element have addressed pertinent physical, programming and other cultural issues relevant to the two subelements of this plan. Thev have also outlined needs and reasonable approaches for solving the most pressing issues. In finalizing proposals for ultimate adoption as primary_ components of the (100012010 Comprehensive Development Master Plan, it is necessary to consider and reflect the established body of State, regional and County policy relevant to the element. This chap- ter summarizes the extensive body of existing policy which influences, to varying degrees, the range of approaches available to Dade County to satisfy its needs and the State mandates for this element. Three sets of policy directives are presented in this chapter for infor- mation purposes. These policy bodies were used to guide the formulation of adopted goals, objectives and policies contained in the Adopted Compo- nents of the Port and Aviation Facilities Element. A fourth list in this Chapter contains the goals, objectives and policies from the previous CDMP. This material is retained and presented for the three following purposes: 1) background information used in formulating proposals for adoption as the 2000/2010 CDMP goals, objectives and policies; 2) formu- lation of future implementation work programs; and 3) reference in future small area and site planning. Accordingly, it is proposed that the previous CDMP goals, objectives and policies be retained as guiding principles as well as background information. Among the requirements established by State law, the CDMP must be consis- tent with the State Comprehensive Plan (Chapter 187, Florida Statutes) and the Comprehensive Regional Policy Plan for the South Florida Region. In addition, the State administrative rule which established minimum criteria for the contents of local comprehensive plans (Chapter 9J-5, Florida Administrative Code) adopted pursuant to the Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDRA; Chapter 163, Part II, Florida Statutes) list specific topics that must be addressed in the adopted goals, objectives and policies of each local comprehensive plan element. The first set of material in this chapter is a summary of those goals and policies of the State Comprehensive Plan that are most directly relevant and to the required content of the Port and Aviation Facilities Element or which should be reflected and considered when formulating final plan proposals. The State Comprehensive Plan is a policy plan containing goals and policies addressing subjects ranging from social services for the elderly to protection of the natural environment. A primary objec- tive of that plan is to establish common long-range direction for all State, regional and local governments so that they will not be working at cross purposes. Included in the legislative intent are provisions that the Port and Aviation Facilities Element goals and policies are to be applied and construed reasonably, and as a whole. Goal statements from the State Comprehensive Plan, which are directly or peripherally relevant, are presented verbatim, in capital letter. Relevant policy statements from the Port and Aviation Facilities Element are capsulized and paraphrased in an effort to distill numerous similar and often repet- itive points into a manageable, comprehensible summary. Headings are inserted to indicate general topics addressed by a series of policies. The numerical notations which follow each Goal statement or policy summary statement are included to enable staff and the reader to track the origins of the statements. These notations refer to the numbering system used in a document entitled "Policy Clusters with Agency identi- fiers" which was prepared by the Executive Office of the Governor Office of Planning and Budgeting, December 4, 1985, as an administrative aid to State, regional and local planning agencies. This material is presented for background information only. The second set of material contained in this chapter is a similar summary of the policy direction established by the adopted Comprehensive Regional Policy Plan for South Florida. Regional Goal statements, which are directly relevant to the Port and Aviation Facilities Element or which should be considered in formulating proposals for adoption, are presented verbatim, in capital letters. Regional policies which relate to the required contents of the Element are capsulized and paraphrased, again.. in an effort to distill the hundreds of regional policies into a compre- hensible summary of key points. The numerical notations which follow these statements refer to the numbers assigned to the statements in the Regional Policy Plan. This summary of the goals and policies contained in the State and Regional comprehensive policy plans provides an accurate indication of the policy direction encouraged by those plans. Dade County planning staff has thoroughly studied those plans in their entire- ty and has made every effort to ensure that the proposals contained in the 2000/2010 CDMP are reasonably consistent, relevant to the circum- stances and conditions existing in Dade County. This material is pre- sented for background information only. The third list presented in this chapter is a list of the issues con- tained in the Administrative Rule which establishes minimum criteria for the contents of local comprehensive plans (Chapter 9J-5, Florida Adminis- trative Code) adopted pursuant to the Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDRA; Chapter 163, Part II, Florida Statutes). Because these issues have been specified in the minimum criteria rule, local plans are likely to be closely scrutinized for adequate attention to these issues. This material is presented for background information only. The final list contained in this chapter is a complete, verbatim listing of the previously adopted Goals, objectives and policies of the Compre- hensive Development Master Plan. This extensive body of work was gener- ated by the efforts of six citizen task forces empaneled to establish policy guidance for the original formulation of the CDMP. While a few of these policies are somewhat dated, the overwhelming majority remain vital and relevant today. Previously adopted Goals are capitalized, and supporting objectives and policies are printed in lower case. The Letter and numeric notations which precede each statement refer to the major heading name, letter and numbering system used in the 1979 printing of the CDMP. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-39 1 7 I 1 I 1-1 L! This body of policy is retained in the 2000/2010 CDMP for three purposes. First it serves as an established basis for formulating the proposed set of goals, objectives and policies, as mandated by Chapter 163 and Rule 9J-5, contained in the "adopted components" of the CDMP. Continuity of policy has been emphasized in formulating the 2000/2010 goals. objectives and policies. The original CD1A.P goals, objectives and policies also con- tain an extensive inventory of potential implementation measures which should be developed during future years. This material should be drawn from when formulating subsequent implementation work programs and strate- gies. Finally, it contains much useful guidance for site planning which should also be considered and reflected in that level of planning. Accordingly, this material will be retained as guiding principles to be considered and reflected in subsequent planning and implementing activi- ties. STATE COMPREHENSIVE PLAN Port and Aviation Facilities Element Goals and Summary of Policies Integrated Transportation System 1. FLORIDA SHALL DIRECT FUTURE TRANSPORTATION IMPROVEMENTS TO AID IN THE MANAGEMENTS OF GROWTH AND SHALL HAVE A STATE TRANSPORTATION SYSTEM THAT INTEGRATES HIGHWAY, AIR, MASS TRANSIT AND OTHER TRANSPORTATION MODES. (19) 2. Ensure that a transportation system that provides timely and efficient access to all services, jobs, markets and attractions for Florida's citizens and visitors. (19.63.9) 3. Ensure that existing port facilities and airports are being used to the maximum extent possible before encouraging the expansion or development of new port facilities and airports to support economic growth. (19.64.5) 4. Coordinate transportation investments in major travel corridors to enhance system efficiency and minimize adverse environmental impacts. (19.64.2) 5. Promote a comprehensive transportation planning process and coordinate transportation improvements with state, regional and local plans. (19.64 and 3 and 13) 6. Avoid transportation improvements which encourage or subsidize increased development in coastal high - hazard areas or in identified environmentally sensitive areas. (19.64.12) 7. Promote coordination among various modes of transportation in urban areas to assist urban development and redevelopment efforts. (19.64.15) Economic Stability 1. Promote coordination among Florida's port to increase their utilization. (21.67.13) Air Quality 1. FLORIDA SHALL COMPLY WITH ALL NATIONAL AIR QUALITY STANDARDS BY 1987, AND BY 1992 MEET STANDARDS WHICH ARE STRINGENT THAN 1985 STATE STANDARDS. (11) 2. Ensure that development and transportation systems maintain optimum air quality. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) (11.47.2) I - SN-�' VIII-40 I I I I I 11 0 I I E Land Use Compatibility 1. Develop intergovernmental review procedures for sitting locally unpopular land uses as well as review impact procedures related to population served, land development patterns, natural resources, and service delivery. (16.57.4) Protection of Natural Resources Regional Policy Plan Port and Aviation Facilities Element Goals and Summary of Policies Maximize Airport and Port Facilities Utilization 1. AT LEAST 80 PERCENT OF THE OPERATING CAPACITY OF EXISTING AIR AND SEAPORT FACILITIES WILL BE UTILIZED BEFORE THOSE FACILITIES ARE EXPANDED. 1. FLORIDA SHALL ENSURE THAT DEVELOPMENT AND MARINE RESOURCE USE AND (64.2) BEACH ACCESS IMPROVEMENTS IN COASTAL AREAS DO NOT ENDANGER PUBLIC SAFETY OR IMPORTANT NATURAL RESOURCES. FLORIDA SHALL, THOUGH 2. Strictly control land use in and around airports and seaports to ACQUISITION AND ACCESS IMPROVEMENTS MAKE AVAILABLE TO THE STATE'S allow future increased operations optimize volume and prevent social POPULATION ADDITIONAL BEACHES AND MARINE ENVIRONMENT, CONSISTENT WITH and economic conflicts and costs. SOUND ENVIRONMENTAL PLANNING. (64.2.1) (9) 3. Provide necessary ground transportation access improvements with 2. Protect coastal resources, marine resources and other aquatic airport and port expansions to ensure full facility operational resources from adverse impacts of development. potential. (9.40.4) 3. Encourage land and water uses compatible with the protection of sensitive coastal resources and give priority in marine development to water dependent uses over other uses. (9.40.6 and 10) (64.2.2) 4. Maximize commercial aviation facilities and increase safety and efficiency separating general aviation operational from commercial aviation, whenever warranted. (64.2.3) Integrated Transportation System 1. Provide mass transit connections between existing networks and provide inter -city and interactive center service. (63.4.1) 2. Facilitate tourist ridership by connecting terminals and tourist destinations. (63.4.2) Protection of Natural Resources 1. Allow destruction or degradation of functional wetlands and deep water habitats only if necessary to: prevent or eliminate public hazard; no other reasonable alternative exists; functions and values significantly less than those typically associated with such and habitat cannot be reasonably restored; activity is water dependent but activity shall not be allowed for obtaining fill. (39.1.2) 2. Provide mitigation for destroyed or degraded functional wetlands/deep water habitat, and mitigation will consider hydrological and biological functions. (39.1.3 and 4) 3. Provide appropriate vegetative buffers for development sites incorporating existing or constructed wetlands habitats. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) (39.1.6) VIII-41 P 4. Permit hard shoreline stabilization structures only to maintain navigation channels, severe loss of property due to erosion control structures on adjoining property, significant loss of property in absence of stabilization, activity provides habitat enhancement, turbidity caused water quality problems, or no other reasonable alternative. (40.3.1) 5. Do not allow activity that adversely effects the seagrass population of the region except when necessary to maintain existing navigation channels and no other alternative exists. (41.3.1) Local Government Comprehensive Planning and Land Development Regulation Act (LGCPLDi(A) Minimum Criteria Rule Chapter 9j-5, F.A.G. nts for Port of Miami River and Aviation Goals, Objectives and s A. The element shall contain one of goal statements which establish the long-term end toward which the Port of Miami River are ultimately directed. B. The element shall contain one or more specific objectives for each goal statement which address the requirements of Paragraph 163.3177(6)(b), Florida Statutes, and which: 1. Coordinate expansion of existing or new facilities sizings of port and airport facilities with future land use, coastal management and conservation elements; 2. Coordinate surface transportation access to port and airport facilities with traffic circulation system shcwn on traffic circulation maps; 3. Coordinate port and aviation facilities plans with U.S. Army Corps of Engineers, FAA, MPO, military services, FDOT 5-Year Transportation Plan, CFASPP; and 4. Ensure integration of port and airport access routes with other surface/water transportation modes. C. The element shall contain one or more policies for each objective which addresses implementation activities, for the: 1. Promotion of port and airport facilities development/expansion consistent with future land use, coastal management, and con- servation elements; 2. Mitigation of adverse structural/non-structural impacts from port and airports on adjacent natural resources and land uses; 3. Protection and conservation of natural resources; 4. Coordinated intermodal management of surface and water trans- portation; and 5. Protection of port and airports from encroachment of incompat- ible land uses. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-42 SS_" .;� Goals. Obiectives and Policies of the 1975-1979 Comprehensive Development Master Plan Relevant to the Port and Aviation Facilities Element Growth Management (GM) DADE COUNTY MUST PLAN FOR AND MANAGE ITS POPULATION GROWTH IN A MANNER COMPATIBLE WITH PRESERVING THE NATURAL ENVIRONMENT, INSURING THE PROVISION OF SERVICES, AND PROTECTING NATURAL AND MAN-MADE AMENITIES. GM(A)=. Utilize all planning, legislative and implementation tools necessary to achieve a desirable balance between popula- tion growth and distribution, and the environment. GM(B)1. Urge that all Dade County governmental agencies adhere to the population management policies, and enact only those programs which are consistent with these policies. Provision of Services (PS) INSURE THAT APPROPRIATE SERVICES, INCLUDING ENERGY, ARE COORDINATED WITH DEVELOPMENT AND REDEVELOPMENT, AND ARE AVAILABLE TO ALL. PS(A) Improve production and distribution of public services and insure that they are provided in such a manner as to guide beneficial growth patterns, and insure that equitable treat- ment is afforded to all. PS(B) PS(A)1- Provide urban services at the most efficient scale of production and delivery consistent with citizen choice and participation, and encourage the provision of such services to maximize total benefits, without regard to political boundaries. PS(A)3. Evaluate major public capital and service investments through rigorous application of such decision -making tools as cost/benefit and cost/effectiveness analy- sis. PS(A)4. Plan and develop major public facilities, such as roads, utilities, schools and parks together, rather than on a piecemeal basis. PS(A)7. Coordinate the supply of services and facilities among governments to avoid costly duplication and insure their provision. Use the provision of public services as a tool for directing the optimal distribution of people throughout the County. Environmental Protection (EP) ACHIEVE A HARMONIOUS RELATIONSHIP BETWEEN MAN AND HIS ENVIRONMENT AND ASSURE FOR ALL CITIZENS AND TOURISTS A HEALTHY AND AESTHETIC- TOL THEIR SROLE SLWIITHIN AND RELATO NSHIP TO UCATE ETHE UTOTAL ENVIRONMENTS EP(A) Encourage development and redevelopment which is compatible with the existing natural environment. EP(A)1. Encourage the location of development and redeveland lop - for ment in areas where the suitability development is greatest based on soil °imin mum tflood water table level, vegetation typ Also, develop hazard, and desirable location. restrictions and prohibitions particularly against development e el pment and redevelopment in unique natural areas. EP(A)2. Carefully evaluate, and limit where appropriate, development and redevelopment which necessitates any dredging of Biscayne Bay or inland and tidal areas, based on impact statements paid for by the developer. EP(A)3. Biscayne Bay is to be maintained as an aquatic park. EP(B) Insure present and future Dade County residents and tourists that the natural resource of clean water shall not be jeopar- dized. EP(H)3. Adopt and enforce land use development regulations in areas near major generators of noise, such as air- ports, to insure that residential development does not conflict with noise emitting activities. EP(I)4. Stimulate aesthetically pleasing design for all forms of urban development and redevelopment through the construction of attractive public projects. Development Pattern (DPl) PROVIDE THE BEST POSSIBLE DISTRIBUTION OF LAND USES, BY TYPE AND DENSITY, TO MEET THE PHYSICAL, SOCIAL, CULTURAL AND ECONOMIC NEEDS OF THE PRESENT AND FUTURE RESIDENT AND TOURIST POPULATION IN A MANNER WHICH WOULD MAINTAIN OR IMPROVE THE QUALITY OF THE NATURAL AND MAN-MADE ENVIRONMENT. (DP2) PLANS FOR THE DEVELOPMENT OR REDEVELOPMENT OF MUNICIPALITIES SHOULD BE CONSISTENT WITH THE POLICIES OF THE COUNTY'S COMPREHEN- SIVE DEVELOPMENT MASTER PLAN. METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-43 1 DP(A)-'. The timing. location and construction of major public GR(A)5. Prior to and during decision -making related to the planning shall investments (schools, jetport, civic buildings, etc.) and provision of services, all agencies of government the public to should be made only after thorough evaluation of their coordinate and communicate with each other and and effec- ' impact on and interdependency with residential patterns, insure representative, knowledgeable, responsive other employment locations and related facilities, tive citizen participation. DP(B)II. Plan and locate urban uses to avoid destruction of the GR(B) Insure the acquisition of land for public needs such as parks, facilities. region's outstanding or unique natural features or inter- schools, roads, open space, and fire and police ference with convenient access to them. of acquiring DP(1)3 Incorporate design into all decision -making proces- GR(B)1. Provide local government with the means land in advance of development for the purpose of good scale of ses that affect the man-made environment. controlling the timing, location, type and development or redevelopment. Transportation GR(F)S. Encourage coordinated regional (multi -county) plan- (T1) PROVIDE ACCESS TO EMPLOYMENT AND THE FACILITIES AND SERVICES OF THE ning for land use, transportation and natural resour- ENTIRE METROPOLITAN AREA; PLAN FOR MOBILITY, OPPORTUNITY, VARIETY, ces. All plans prepared by the County should support ENERGY CONSERVATION AND MINIMUM TRAVEL TIMES AND COSTS, SAFETY, and complement those prepared on a regional basis. COMFORT AND CONVENIENCE WHILE TRAVELING; AND PROVIDE FOR EFFICIENCY, ECONOMY AND A WELL-BALANCED, INTEGRATED TRANSPORTATION SYSTEM WITHIN GR(G)3. Planning for public development and redevelopment DADE COUNTY WITHOUT DETRACTING FROM THE QUALITY OF LIFE OF THE should be undertaken with responsible citizen . COMMUNITY involvement. (T3) PROVIDE A SYSTEM OF TRANSPORTATION FACILITIES WHICH WILL ANTICIPATE GR(H)1. When the project or issue is multi -jurisdictional as THE NEED FOR THE MOVEMENT OF PEOPLE AND STORAGE OF GOODS AND VEHIC- opposed to local, then the planning and implementa- LES. tion guidelines should be established at the appro- , priate level which pertains to the impact of the (T4) COORDINATE AND INTEGRATE THE COUNTY TRANSPORTATION FACILITIES WITH project. SURROUNDING ACTIVITIES SO THAT THESE FACILITIES CONTRIBUTE TO THE ENRICHMENT OF THE PHYSICAL ENVIRONMENT OF DADE COUNTY. GR(L)6. The Planning Advisory Board should continue to be '-: responsible for reviewing neighborhood, moratorium, (TS) TRANSPORTATION FACILITIES SHOULD BE PLANNED AND DESIGNED TO CONSERVE and area studies which have an impact on the Compre- ENERGY AND OTHER NATURAL RESOURCES AND EXISTING MAN-MADE FACILITIES hensive Development Master Plan, as well as subdivi- "" AND TO REDUCE THE TOTAL NEED FOR NEW PUBLIC INVESTMENT. sion variance requests, significant developments as defined in the County's Development Impact Ordinance, T(Q) Transportation planning should be coordinated with the devel- annexations, incorporations, orations, lease or sale of Countv opment or redevelopment of adjacent land, particularly in the owned property, and plans for the functional areas of '> vicinity of mass transit stations and expressway interchanges. the Comprehensive Development Master Plan such as T(U) Development and redevelopment in approach zones to airport land use, transportation and community facilities. runways should be regulated to effectively reduce the detri- Economic and Social Needs mental effects of noise pollution. (ES3) PHYSICALLY SUITABLE LIVING ENVIRONMENTS AND SOCIALLY VIABLE T(V) Activities with significant demand for air travel should be NEIGHBORHOODS SHOULD BE DEVELOPED AND MAINTAINED THROUGHOUT encouraged to locate in proximity to airports. THE COUNTY. EC(A)I. Provide for those land use types and densities within the rapid transit corridors and within designated activity center areas which will permit the most efficient use of public transporta- tion. IMETRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) I VIII-44 FORT OF MIAMI MASTER PLAN EXECUTIVE SUMMARY PORT OF MIAMI MASTER DEVELOPMENT PLAN EXECUTIVE SUMMARY In its dual role as the cruise capital of the world and the leading container port of the Southeast, the Port of Miami contributes sign ifi- cantly to the South Florida economy. A record 2.6 million cruise passen- gers passed through the Port'a ten terminals in 1987, while 2.4 million one of cargo were handled by its three new high-tech gentry cranes and other cargo facilities. The combined local economic benefit of these operations was over $3 billion. In addition to this tangible benefit. the Port of Miami, as a gateway for foreign trade, has international stature that enhances the world -class image of the community. Scope Of This Plan As it exists today, the Port consists of two islands -- Dodge and Lummus — in northern Biscayne Bay, connected to the Miami mainland by a vehicu- lar bridge. The Port a total land area is approximately 600 acres. much of which has been developed through environmentally controlled fill operations. Thin 1988 Master Development Plan for the Port is the third in a series of planning documents prepared over the last two decades to ensure that Port expansion keeps place with the demands of the cruise and shipping Industries and maintains its beneficial impact on the South Florida economy. This Plan essentially brings up to date the major expansion pIan developed for the Port in 1979, which in turn was an update of the original 1969 mastar plan. In each cane, theme plans were designed to be flexible enough to respond to changing conditions and the correlate with the actual pace of operation growth at the Port. In preparing this Plan. however. Port of Miami staff and their consul- tants have expanded previous Port planning efforts to include deepwater port information required by the 1985 Star of Florida Local Government Comprehensive Planning and Land Development Regulation Act, and specifi- cally defined in Chapter 163. Florida Statutes, and Rule 95-5. Florida Administrative Code. Thus this Plan contains extensive information about existing conditions at and adjacent to the Port. Further, it discusses the effects that future Port expansion will have on the on -site and adjacent infrastructure and on the community at large as well as on Port operations. Much of the discussion about existing and future conditions was derived from the comprehensive Application for Development Approval for a Davelopmant of Regional Impact (ADA-DRI) prepared by the Port in 1979 in conjunction with its planned expansion program. Port Of Miami Goals In compliance with the requirements of chapter 9.1-5, Florida Administra- tive Coda. the Port of Miami has developed goals to guide its day-to-day activities and long-term expansion program. These goals are summarized below: METRO DADE COUNTY. COMPREHENSIVE DEVELOPMENT MASTER PLAN. PORT AND AVIATION ELEMENT (APRIL 1988) VIII-45 7 J I i� 1 I Goal 1: The Port of Miami shall retain its position as the -busiest cruise port of the world, and expand its share of the cruise market. Goal 2: The Port of Miami shall expand its role as one of the leading container ports in the Southeast. Goal 3: In carrying out its day -today operations and its long-term expansion program, the Port of Miami shall continue its efforts to minimize any detrimental effects on the environment. The Port of Miami shall continue to coordinate its operation and expansion activities with all appropriate Federal, State, regional, and local agencies. The specific objectives and policies identified to implement these goals are contained in Section 4 of the Plan. Growth Projections Since the 1979 Update of the Master Development Plan was completed, Port of Miami growth has been steady, and the Port is continuing the expansion program defined in that plan. For this 1988 Master Development Plan, new projections of cruise passenger volumes and general cargo tonnage have been developed to fine tune the type, size and construction scheduling of the facilities necessary to accommodate the anticipated growth during the 1987-through 2007 planning period. The original four phases in the 1979 Plan have also been revised and expanded, as follows: ' Phase 'i Phase I: II: 1979 - 1982 - 1981 (completed) 1987 (nearing completion) ' Phase III: 1987 - 1990 Phase IV: 1990 - 1996 Phase V: 1996 - 2002 Phase VI: 2002 - 2007 All the factors that brought about the historic success of cruise opera- tions at the Port of Miami point to the continued growth of those opera- tions. Based on these factors. and the imminent availability of new facilities and new cruise ships homeporting at the Port of Miami, an average 7 percent annual growth rate over the 20-year period is project- ed. At this rate, the Port will see approximately 5.5 million revenue passengers by 1996. 8.1 million by 2002. and 10.8 million by 2007. The tonnages of general cargo handled at the Port of Miami are also projected to contained increasing, but the projected growth rate varies with the type of cargo, i.e.. general cargo or lift-on/lift-off and roll-on/roll-off containerized cargo. The overall cargo shipments are projected to increase to 3.8 million tons by 1996, to 4.8 million tons by 2002. and to 5.7 million tons by 2007. It is further projected that almost all of the Port of Miami's general cargo will be shipped by containers by 2007. Facilitv Requirements The facilities required to accommodate the projected cruise passenger volumes and cargo tonnages as well as to achieve the identified goals of the Port are identified in Table 19 for four target years: 1990, 1996, 2002, and 2007. The Major features of Dodge Island development by 2007 area as follows: 11.050 linear feet of berth dedicated to cruise ship use 2,700 linear feet of berth, designated as multi -use for cruise ships, general cargo and roll-on/roll-off container ships 700 linear feet of berth dedicated to general cargo and roll-on/roll-off service 250 linear feet of berth dedicated to general cargo, including produce 19 passenger terminal buildings A multi -story Port administration center ',. A multi -story cruise line operations center A heliport station. By 2007, Dodge Island, with its growing concentration of cruise opera- tions. will be utilized to its maximum. As configured, the Port will be able to accommodate from 16 to 20 cruise ships at one time and will have 19 passenger terminals to serve passengers. These facilities do not, however. meet the projected needs for the year 2007; thus, some time after the year 2000, it will be necessary to achieve greater berth utilization by increasing weekday sailing of the cruise ships. Despite the need for additional cruise berths, however, cruise operations should not be extend to Lummus Island, where heavy container operations do no permit the mixing of pedestrian traffic. The Major features of Lummus Island development by 2007 area as follows: 5,860 linear feet of deep -draft container ship berths capable of docking from six to eight container ships at one time ' Nine container cranes Approximately 36 acres of apron and operations area 140 acres of container storage area Over 10,000 linear feet of railroad track. including :,500 linear feet of marshalling yard METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-46 I i] I 1 I f; Table 19 A 1.500 linear -foot, deep -draft, multi -use berth dedicated to PORT OF MIAMI general cargo and roll-on/roll-off cargo SM24ARY OF FACILITY -REQUIREMENTS ' A truck scale plaza Existing 1990 1996 2002 2007 ', Two transit sheds with the dual functions of stuffing and stripping. Cruise Facilities By 2007, Lummus Island will also be utilized to its optimum. It is not expected that major additions or changes to either island will occur Passenger terminals 11 13 15 18 22 beyond that year. Terminals building area (s.f.) 468.000 540,00 648,000 792,000 Cruise berths (linear feet) 7,605 10,400 12,000 14,400 _17,600 Probable Impacts Cruise operations area (acres) 39 45 54 66 Based on the slightly modified Port expansion program described in this Break -bulk Cargo plan, probable new impacts on the local environment and infrastructure Stuffing and stripping were considered. These impacts were defined as any significant changes sheds (a.f.) 19.820 16,704 15,869 15,869 to the conditions discussed in the 1979 ADA-DRI prepared in conjunction Berths (linear feet) 2.800 2,400 2.400 1,600 1,600 with the Port expansion. The basis for any changes was assessed first by Operations area (acres) 4.4 3.7 3.3 3.3 comparing actual 1987 passenger volumes and cargo tonnages with those originally projected: Roll-on/Roll-off Cargo 1979 Actual 7 Stuffing and stripping Projection Operations sheds (a.f.) 15.654 15.611 19,430 23,378 Berths (linear feet) 1,356 1,600 1,600 1,600 1,600 Cruise Passengers (millions) 2.3 2.6 Operations area (acres) 22.4 22.4 22.4 33.6 Cargo (millions. of tons) 4.5 2.4 Lift-on/Lift-off Cargo - - Container cranes 4 6 6 8 9 Next, a comparison of the 1979 and 1988 projections was made. By 2007, Berths (linear feet) 3,400a 3,400 4,200 51000 6,000 it is projected that the Port will accommodate 10.8 million revenue Operations areas (acres) 80.6 107.5 134.4 161.3 passengers, more than two and one half times the number originally anticipated for 2000. It si also projected that the cargo tonnages will Railroad be a third of what was anticipated for 2000. Because the Port s cruise and cargo operations have differing impacts, these impacts were evaluated Track system (miles) 3.5 5.5 6.5 6.5 8.0 separately. Marshalling yards (linear) feet) 3.600 13.600 13.600 18,000 18,1000 Marshalling yards (acres) 1.7 6.24 6.24 8.26 8.26 The most significant additional impact of this Plan relates to the Transit sheds (s.f.) 776,230 800,000 900,000 1.000,00 1.200,000 transportation system. The increased number of cruise passenger project - Other ed through 2007 will affect both surface and air transportation require- ments. Completion of the high-level bridge connecting the Port with the Port administration mainland will facilitate Port access, but will not eliminate the need for buildings (s.f.) 40.000 60.000 60.000 80,000 80,000 further improvements to the local roadway and expressway network. Heliport (acres) 0 3.0 3.0 3.0 3.0 With respect to cargo -related traffic, the picture is quite different. a Not only have the projected cargo tonnages decreased though 2007. but the By June 1988 projected types of cargo have changed as well. Where once break -bulk and roll-on/roll-off cargo, both of which are carried to and from the port by truck, were assumed to increase significantly, now it is expected that the preponderance of cargo will be the lift-on/lift-off type, to be carried by rail. METRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-47 The key to the Port's success as a major container port in the next Projected Amortization decades lies in the ability of the Port to serve as a link in an year Amounts (S) intermodal rail system. Such a system requires the movement of contain- ers between ship and rail car with little or no intermediate marshalling. 1988 4,513.940 The desired unit trains of at least 100 cars carrying these containers 1989 4,524,378 could either be assembled on the Port. and moved at ground level across 1990 4,519,308 Biscayne Boulevard, or they could be assembled off the Port at a remote 1991 4,514,210 staging site. A second alternative for the easy movement of rail cars is 1992 4,517.731 through a tunnel. going directly from Dodge Island to the mainland. 1993 4,510,702 However it is implemented, the rail linkage system to the mainland is a vital element to the Port. In addition, the Port currently has $44,800,000 of junior debt outstand- Although trucks will continue to require easy Port access, their numbers ing which is anticipated to convert to senior lien in 1988. will not be as great as originally projected unless the Port's plans to move it cargo by rail cannot be implemented. If the rail system is In the future. 1994 through 2007, it is reasonably expected that Seaport expanded, it too will have increased impacts on the downtown streets; Revenue Bonds can be issued in sufficient amounts to provide the majority these, however. will be confined to the post -midnight hours. of funds for Port expansion. Funding from sources other than Seaport Revenue Bonds will be needed for the proposed projects that are the This sugary assessment of future Port requirements confirmed the need primary responsibility of other governmental agencies (e.g., Corps of for major transportation improvements such as a direct mass transit line Engineers, Florida Department of Transportation. etc.). It is antici- between the Port and the airport, the new high-level bridge, and the pated that significant surplus revenue will also be generated and will be proposed direct access between the Port and the interstate system. It is used in conjunction with proceeds from the Seaport Revenue Bonds to fund 1t obvious that the very life of the Port depends on the free flow of the various projects. traffic. Therefore, operating conditions on the surrounding roadway network must be improved. or else a designated bypass route must be Wi developed. All other impacts of this Plan. including environmental impacts, are expected to be negligible and well within the parameters originally defined at the time the expansion program was developed in 1979. Probable Cost And Financing The probable costs of constructing the elements defined in this Plan are shown in Table 2. They are in order of magnitude costs. in 1987 dollars, and include a general 20 percent amount for contingencies, engineering, and administration overhead. Costs for the period 1988 through 1993 are defined in detail in Table 21. and are not duplicated in table 20, which represents the Port'a 5-year capital improvement program. fx� .. In 1980, the Port issued three series of revenue bonds, for the amount of $6,500,000, $4,000,000 and $7,400,000. Thus the amount of debt issued in that year was $17.900,000. Currently, the total amount of bond principal outstanding is $41.270,000. The amortization amounts inclusive of principal and interest, for the period 1988-1992 are listed below. IMETRO DADE COUNTY, COMPREHENSIVE DEVELOPMENT MASTER PLAN, PORT AND AVIATION ELEMENT (APRIL 1988) VIII-48 S S, %.1 #e. C m s 0 O G m 0 O C z 0 O M In x m z m v m m 0 �o m z D 0 m 9 V r D Z M O D z v O z m r m 3 m z H D M M 00 m r C1 o M A A . Rp� r Kalf+ g1mL MMO 0. t 0 Pr a MN V app� O a np ti00 Nn a IL a �v r°h n n n R o o " m a ti n ro M H 1 Oe iL K p N rr N� n a A a Ad� �o 0 wM4n o0pa a a a M d n M M O v A n on r� �p 00 N O� 91 M �O N 1n r N v N N W 0 tb o w 0 0L"NLA0N 1 1 ooc o'g: O o O Coe000w 000000 o00 000 O ,r 0 �D yy w N eOt p' N A a N �-. OD ►r r co N A O O 0 1 1 1 DO • . . \►000 fb,m ^ a n n to A h N N A µ W . r r r W . • . A • O" O O 0 1 00 O 1 0 A r a a A Table 21 REVENUE AND EXPENSE PROJECTIONS a Operating Revenues FY 1987 FY 1988 FY 1989 FY 1990 FY 1991 FY 1992 FY 1993 intermodal Services 400,983 6,367,748 7,500,000 8,500,000 9,500,000 10,500,000 11,500,000 Cargo Wharfage 2,804,783 3,432,794 3,687.500 3,987,500 4,300,000 4,737,500 5,112,500 Rentals 2,890,820 2,993,483 3,649,986 4,023,982 4,397,143 4,397,143 4,615,454 Passenger Wharfage 6,921,170 7,142,008 8,575,000 10,748,750 11,900,000 13,140,000 15,460,000 Dockage Fees 3,5002,248 3,955,459 3,942.016 4,060,276 4,182,085 4,307,547 4,436,774 Demurrage Fees 46,520 39,334 50,000 50.000 50,000 50,000 50.000 Parking Fees 1,372,735 1,392,428 1,379,170 1,558,462 1,605,216 1,653,372 1,702,974 Water Sales 744,260 744,702 814,215 830,499 847,109 864,051 881,333 Miscellaneous 1,296,366 1,447,269 992,250 1,041,863 1,093,956 1,148.653 1,206,086 Total Operating Revenues 19,979,885 27,515,224 30,590,137 34,801,332 37,875,509 40,798,266 44,965,121 Operating Expenses Salaries and Wages 6,124,563 6,776,000 7,453,600 8,148,032 8,849,796 9,631,771 10,500,310 Repairs and Maintenance 755,477 980,005 1,287,440 1,441,933 1,614,965 1,808,761 2,025,812 Utilities 1,396,363 1,584,000 1,742,400 1,951,488 2,185,667 2,447,947 2,741,700 General Administration 3,229,612 8,666,201 10,106,440 11,414,213 12,764,918 14,163,709 15,616,350 Total Expenses 11,506,015 18,006,206 20,569,880 22,955,666 25,415,346 28,052,188 30,884,172 Net Operating Revenues 8,473,870 9,509,018 10.000.257 11,845,666 12,460.163 12,746,078 14,080,951 Non -Operating Revenues Interest 612,687 750,000 800.000 900,000 11000,0000 1.000,000 1,000,000 Other Total Non -Operating Revenues 612.687 750,000 800.000 900,000 1,000,000 11000,000 1,000,000 Advances to Gantry Cranes Revenues Available for Debt Service 9,086,557 10,259.018 10,800,257 12,745,666 13,460,163 13.746,078 15.080,951 a Growth for the next two years is based on increases in volume of cargo and cruise passengers. without rate increases.