HomeMy WebLinkAboutFact SheetPLANNING FACT SHEET
APPLICANT
HEARING DATE
REQUEST/LOCATION
LEGAL DESCRIPTION
PETITION
PLANNING
RECOMMENDATION
BACKGROUND AND
ANALYSIS
PLANNING ADVISORY BOARD
CITY COMMISSION
APPLICATION NUMBER
PZ.16
SECOND READING
Planning and Zoning Department
July 16, 2003
Rescission and re -adoption of amendments to Ordinance
No. 10544.
NIA.
Consideration of an Ordinance rescinding Ordinance Nos.
12332, 12333, and 12346 amending Ordinance No.
10544, as amended, the Miami Comprehensive
Neighborhood Plan; and substituting in lieu thereof this
new Ordinance, incorporating the rescinded ordinances in
a unified format as a single amendment to Ordinance No.
10544, as amended, the Miami Comprehensive
Neighborhood Plan; further updating the Transportation
Element, adding specific policies associated with a new
park in the Little Haiti area, and adding a new land use
classification entitled "Light Industrial".
Approval.
See supporting documentation.
Recommended approval to
City Commission.
Continued from City Commission
of July 24, 2003. Passed First Reading
on September 25, 2003. Continued on
October 23, 2003 and modified by staff
to return to First Reading. Passed First
Reading on November 13, 2003.
VOTE: 6-0
2003-046 Item #5
CITY OF MIAMI • PLANNING AND ZONING DEPARTMENT
444 SW 2ND AVENUE, 3R0 FLOOR ' MIAMI, FLORIDA, 33130 PHONE (305) 416-1400
Date: 11/14/2003 Page 1
Background & Analysis
Ordinance rescinding Miami Comprehensive Neighborhood Plan (MCNP)
amendment Ordinance Nos. 12332, 12333, and 12346 and readopting
amendments in a single ordinance
RECOMMENDATION:
It is respectfully recommended that the City Commission adopt the attached ordinance
rescinding and readopting amendments to the Miami Comprehensive Neighborhood Plan.
These amendments were previously adopted at two separate City Commission hearings
on February 27, 2003 and March 27, 2003. Adoption of this ordinance will bring the
City's comprehensive plan into compliance with State of Florida guidelines and allow a
second 2003 plan amendment cycle.
BACKGROUND:
On September 26, 2002, the City transmitted to the Department of Community Affairs
(DCA) proposed comprehensive plan amendments for review. Although final reading of
these amendments was scheduled for December 2002, the resolution of concerns raised
by DCA stretched into the new year, with final reading taking place on February 27,
2003. This unanticipated hearing impacted the planned 2003 plan amendment schedule.
In order to not to exceed the two annual amendment hearings allowable pursuant to Chap-
ter 163, F.S., amendments adopted in February and March 2003 must be rescinded and re-
adopted as a single amendment package. Modifications to the legislation have been made
to incorporate City Commission and Department of Community Affairs recommenda-
tions, and includes additional backup material (see attached Transportation Element Data
Inventory and Analysis and Response to Department of Community Affairs Objections,
Recommendations, and Comments reports) to assist the Department of Community Af-
fairs in completing their compliance review of the amendments.
RESPONSE TO
DEPARTMENT OF COMMUNITY AFFAIRS
OBJECTIONS, RECOMMENDATIONS AND COMMENTS
CITY OF MIAMI
Amendment DCA 02-1ER (Renumbered 03-1)
I. CONSISTENCY WITH CHAPTER 163, PART II, F.S., AND RULE 9J-5, F.A.0
A. Amendment No. 01-023 (Transportation Element)
1. Existing Transportation Data Requirements: The proposed amendment is not based upon
best available data. The amendment refers to the data and analysis from the Miami -Dade CDMP
as previously referenced in the City's EAR, but some of these data are now out of date. The
amendment does not contain an existing transportation map or map series showing the road
systems, public transit system, port facilities, airport facilities including clear zones and
obstructions, freight and passenger rail Iines and terminals, intermodal terminals and access to
intermodal facilities, existing functional classification and maintenance responsibility for all
roads, the number of through lanes for each roadway, the major public transit trip generators and
attractors based on existing land use map or map series, and designated local and regional
transportation facilities critical to evacuation of the coastal population prior to an impending
natural disaster.
Also, the amendment does not contain maps or map series identifying existing peak hour, peak
direction levels of service for roads and mass transit facilities and corridors or routes; and
capacity of significant parking facilities and duration limitations (long or short term) where
applicable. [Rules 9J-5.005(2); 9J-5.019(2)(a) and (b), F.A.C.; & Chapter 163. Part II, F.S.]
Recommendations: Revise the amendment or element by including existing transportation
maps or map series showing the road systems, public transit system, port facilities, airport
facilities including clear zones and obstructions, freight and passenger rail lines and terminals,
intermodal terminals and access to intermodal facilities, existing functional classification and
maintenance responsibility for all roads, the number of through lanes for each roadway, the
major public transit trip generators and attractors based on existing land use map or map series,
and designated local and regional transportation facilities critical to evacuation of the coastal
population prior to an impending natural disaster. Revise the amendment to include maps or
map series identifying existing peak hour, peak direction levels of service for roads and mass
transit facilities and corridors or routes; and capacity of significant parking facilities and duration
limitations (long or short term) where applicable.
The City could use any of the applicable, relevant and updated data from the County provided
such data is reflective of the City's current conditions. The City should provide maps for LOS
and other maps, which might have changed and for those that are not addressed in detail by the
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county's CDMP such as parking major transit generators and attractors. For those maps which
have not changed, the City could copy the maps from the CDMP and include in the support
document for the EAR -based amendment.
City of Miami Response to Objection I A 1.
The amendment has been revised as per the Department's recommendations. Please see
attached Transportation Element Data Inventory and Analysis.
2. Transportation Analysis Requirements: The proposed amendment is not based upon the
required analyses which address all modes of transportation and support the comprehensive plan
pursuant to Subsection 9J-5.005(2), F.A.C. The amendment is not supported by analyses as
listed in Rules 9J-5.019(3)(a) through (j), F.A.C. For instance, in Rule 9J-5.019(3)(a), the
amendment is not supported by "an analysis of the existing transportation system levels of
service and system needs based upon existing design capacities; most recently available
estimates for average daily and peak hour vehicle trips; existing modal split and vehicle
occupancy rates; existing public transit facilities, including ridership by route, peak hour
capacities and headways; population characteristics, including transportation disadvantaged; and
the existing characteristics of the major trip generators and attractors within the community."
The amendment does not contain analyses that address the existing and projected conditions of
the multi -modal transportation system, including projected LOS conditions for the five-year
planning period and plan horizon, coordination with MPO/FDOT, and coordination of future
land uses and long range programs in order to demonstrate ability to provide supporting
transportation infrastructure. Furthermore, the amendment is not supported by analysis of
existing and projected intermodal deficiencies and needs such as terminals, connections, high
occupancy vehicle lanes, park -and -ride lots and other facilities. The amendment does not
contain analysis that is required in 9J-5.019(3)(h), F.A.C., regarding a demonstration by the City
on how it will maintain its adopted LOS standards for roads and transit facilities within its
jurisdiction and how the LOS standards reflect and advance the purpose of the Future Land Use
Element's GOPs of the MCNP. [Rules 9J-5.005(2); 9J-5.019(3)(a) through (j), F.A.C.; &
Chapter 163. Part II, F.S.]
Recommendations: Revise the element to include analysis that address the existing and
projected conditions of all modes of transportation and support the comprehensive plan pursuant
to Subsection 9J-5.005(2), F.A.C. Revise the element to include analyses as listed in Rules 9J-
5.019(3)(a) through (j), F.A.C. The City could use any of the applicable, relevant and updated
data and analysis from the County provided such data is reflective of the City's current
conditions.
City of Miami Response to Objection I A 2.
The amendment has been revised as per the Department's recommendations. Please see
attached Transportation Element Data Inventory and Analysis.
3. Requirements for Transportation Goals, Objectives and Policies: The proposed EAR -
based amendment does not contain the goals, objectives and implementing policies, supported by
appropriate data and analysis (as described in #s 1 and 2 above) which: (a) establish the long
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term end toward which transportation programs and activities are ultimately directed; (b) address
specific objectives for each goal statement which address the requirements of Chapter
163.3177(6)(b), (6)(j), (7)(a) and (7)(b). F.S., and also which address the requirements as listed
in Rules 9J-5.019(4)(b)1. through 9., F.A.C.; and (c) address the implementation activities for
items 1 through 21 of Rules 9J-5.019(4)(c), F.A.C.
AIthough the amendment includes revisions related to certain objectives and policies in an
attempt to address Rule 9J-5,019(4)(c), F.A.C., the changes are not supported by data and
analysis to demonstrate that the amendment appropriately reacts to, and is based on upon best
and current available data and supporting analysis. For instance, Policy TR-1.1.3 and associated
sub -policies 1.1.3.4 and 1.1.3.5 still retain a minimum operating LOS standard for local bus
transit vehicles (150% of seated load), and for express bus transit vehicles (125% of seated load),
as 60 minute headway. These LOS standards do not appear to be reflect the current conditions
with the City's current transit system. [Rules 9J-5.005(2); 9J-5.019(4)(a), (b) and(c), F.A.C.;
Chapters 163.3177(6)(b), (6)(j), (7)(a) and (7)(b). F.S.,
Recommendations: Revise the amendment or element to address the requirements of all the
items listed in Rule 9J-5,019(4)(c), F.A.C.. The analysis should be based upon best and current
available data and analysis that identifying either current deficiencies or projects future actions to
mitigate both anticipated and unanticipated impacts resulting from land use planning and
development decisions. For instance, establishment of an objective(s) to "address the provision
of efficient public transit services based upon existing and proposed major trip generators and
attractors, safe and convenient public transit terminal, land uses and accommodation of the
special needs of the transportation disadvantaged", as required in Rule 9J-5.019(4)(b)4., F.A.C.,
could be more meaningful and reasonable if the rationale is based upon information and analysis
about the current conditions compared with the City's growth vision.
City of Miami Response to Objection IA 3.
The proposed Goals, Objectives and Policies amendment has been revised to address all
applicable requirements listed in Rule 9J-5,019(4)(c), F.A.C. and to reflect the City's policy
response to the analysis of current conditions compared with the City's growth vision, as
follows:
9J-5.019(4)(c): The element shall contain one or more policies for each objective which
address implementation activities for the:
1. Establishment of LOS standards at peak hour for roads and transit facilities within the local government's
jurisdiction. For facilities on the Florida Intrastate Highway System as defined in Section 338.001, F.S., the
local governments shall adopt the level of service standards established by the Department of Transportation by
rule. With the concurrence of the Department of Transportation, a local government may establish level of
service standards for general lanes in urbanized areas as specified in Section 163.3180, F.S. For all other
facilities on the future traffic circulation map, local governments shall adopt adequate level of service standards.
These level of service standards shall be adopted to ensure that adequate facility capacity will be provided to
serve the existing and future land uses as demonstrated by the supporting data and analysis in the
comprehensive plan;
Response to 9J-5. 019(4) (c)1:
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The proposed amendment has been revised by extensive editing, rewriting, and modification of
Policies TR-1.1.2 through TR-1.1.4 to respond to the Recommendation and to the requirements
of 9J-5.019(4)(c)1. Significant modifications include the elimination of the Transportation
Corridors designation and simplification of the methodology for applying transportation levels of
service calculation to various transportation facilities. These revisions are proposed as an interim
measure to assure compliance with the requirements of Rule 9J-5.0019(4)c)1 until the 2005
Evaluation and Appraisal (EAR) process is completed, and amendments to the comprehensive
plan Transportation Element based on the EAR can be made. Policy TR-1.1.4 describes the
anticipated direction of that process. All the proposed revisions are shown with underlines and
strikethroughs on the amendment document. The relevant policies are printed below:
Policy TR-1.1.2: The City of Miami originated and continues to utilize a person -trip
methodology for measurement of level of service (LOS) on a transportation facility, which may
be a roadway, mass transit service, pedestrian way, bikeway, or any other transportation mode
alone or in combination with others. This technique calculates the total person -trip capacity of all
transportation modes utilizing a transportation facility against the total person -trip demand for
travel on that facility, expressing the resulting ratio in letter -grades LOS A through LOS F in the
same manner as used by the conventional vehicles -over -capacity (V/C) methodology. The
measurement of LOS is made for the peak period (the average of the two highest consecutive
hours of trip volume during a weekday), and an overall minimum peak -period LOS standard E
(100 percent utilization of person -trip capacity) will be maintained, subject to the following
modifications:
1.1.2.1: Where no public mass transit exists, and private passenger vehicles are the
only vehicular mode available for travel on the facility: minimum LOS E (100 percent
of capacity) using 1.6 persons -per -vehicle as the practical capacity of a private
passenger vehicle.
1.1.2.2: Where local bus mass transit service on minimum 20 minute headways is
available parallel to and within '/2 mile of the facility, the facility shall operate at no
greater than 120 percent of capacity.
1.1.2.3: Where express bus transit and/or rapid rail transit service on minimum 20
minute headways is available parallel to and within'/2 mile of the facility, the facility
shall operate at no greater than 150 percent of capacity.
Policy TR-1.1.3: Notwithstanding the foregoing, as required by s. 163.3180(10) F.S., the
following standards established by rule by the Florida Department of Transportation (FDOT) are
adopted by the City of Miami as its minimum LOS standards for Florida Intrastate Highway
System (FIHS) roadways within the City, subject to any applicable provisions governing
requirements of the Urban Infill Transportation Concurrency Exception Area (see Policy TR-
1.1.1):
1.1.3.1: Limited access FIHS highways shall operate at LOS D or better, except that
where exclusive through lanes exist, such roadways may operate at LOS E.
1.1.3.2: Controlled access FIHS highways shall operate at LOS D or better, except that
where such roadways are parallel to exclusive transit facilities or are located within a
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Transportation Concurrency Exception Area (TCEA), roadways may operate at LOS
E.
1.1.3.3: Where FDOT has determined that a FIHS roadway is constrained or
backlogged, such roadways operating below the foregoing minimums must be
managed so as to not cause significant deterioration, which is defined as an average
annual daily traffic increase in two-way traffic volume of 10 percent or more, or a 10
percent or greater reduction in operating speed for the peak direction in the 100th
highest hour.
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the multimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MITC plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
2. Control of the connections and access points of driveways and roads to roadways.
Response to 9J-5.019(4)(c)2:
Policy TR-1.3.1: The City will continue to provide an adequate, properly designed and safe
system for controlling vehicular traffic by adhering to adopted design standards and procedures.
Policy TR-1.8.1: The City shall continue to assure provision of an adequate, properly designed
and safe system for controlling vehicular accessibility to major thoroughfares through adopted
design standards and procedures as contained in the City Public Works Manual as adopted for
use in the review process, which at a minimum address:
1. Adequate storage and turning bays;
2. Spacing and design of median openings and curb cuts;
3. Provision of service roads along major thoroughfares, where applicable;
4. Driveway access and spacing; and
5. Traffic operations, including the provision of turning bays and laybys for bus
transit.
3. Establishment of parking strategies that will promote transportation goals and objectives.
Response to 9J-5.019(4)(c)3:
5 of 24
Policy TR-1.1.8: Through enforcement, amendment, and interpretation of its land development
regulations, the City shall require the provision of adequate vehicular parking facilities with
energy efficiency lighting consistent with parking demand at locations that are not disruptive to
nearby residential communities.
Policy TR-1.1.10: Upon completion of the Evaluation and Appraisal Report (EAR) in 2005, and
in conjunction with subsequent revision to the Miami Comprehensive Neighborhood Plan, the
City will amend the Transportation Element of its comprehensive plan to facilitate
implementation of the EAR recommendations and depict existing and planned future major
parking facilities on appropriate maps.
Policy TR-1.1.14: The City will, through its membership on the Transportation Planning
Council (TPC) continue to participate in Miami -Dade County's formulation of traffic circulation
policies, and will, through its Intergovernmental Coordination Policies, support the County's
efforts to increase reliance on remote intercept parking at outlying Metrorail stations and express
bus stops.
Policy TR-1.1.15: Through enforcement of minimum and maximum on -site parking limitations,
as provided for in Section 14-182 "Transportation Control Measures" of the City Code, the City
will manage the downtown parking supply to maintain an appropriate balance among the need to
promote economic growth, to facilitate local traffic circulation, and to encourage public
transportation use.
Policy TR-1.1.16: Through enforcement of applicable provisions of Section 14-182
"Transportation Control Measures" of the City Code, regarding downtown parking requirements,
together with the powers of the City's Off -Street Parking Authority Department, the City will
promote the development of public and private peripheral parking garages near the expressway
and arterial entrances to downtown in order to reduce congestion in the core area, and will
increase the supply of low cost, short-term parking in public facilities near retail and commercial
nodes to encourage shopping trips and other business activity in downtown.
Policy TR-1.5.3: The City shall use its land development regulations to assist the University of
Miami/Jackson Memorial Hospital in meeting the demands of Civic Center expansion and
helping solve the consequent accessibility and parking problems and, through its membership on
the Board of Directors of the Civic Center Transportation Management Organization (CCTMO),
shall encourage the Civic Center facility operators to increase Metrorail ridership and utilization
of the transit station to help decrease the need for excessive surface parking demand in the Civic
Center.
4. For existing or future transportation rights -of -way and corridors designated in the local government
comprehensive plan, establish measures for their acquisition, preservation or protection.
Response to 9J-5.019(4)(c)4:
Policy TR-1.1.11: The City will continue to relocate and/or extend streets that do not fit the
developed street grid system of downtown, and have contributed to the disruption of circulation.
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Objective TR-1.2: Rights -of -way and corridors needed for existing
transportation networks will be designated and reserved.
Policy TR-1.2.1: The City will maintain and enforce, and where necessary revise, the minimum
right-of-way requirements established in its City Code to ensure the continuity and effectiveness
of the thoroughfare network.
Policy TR-1.2.2: The City will continue to maintain a comprehensive public rights -of -way
improvements program for those major .commercial streets that are under the City's jurisdiction
and have high levels of pedestrian activity.
Policy TR-1.7.1: The City shall use its land development regulations to ensure that adequate
public rights -of -way are preserved for transportation purposes, which includes the need for mass
transit services.
It should be noted that no additional transportation rights -of -way within the City of Miami have
been designated in the comprehensive plan, nor is it contemplated that any additional rights -of -
way of any significance will be required in the future. Virtually all transportation improvements
contemplated for the future will be accommodated within existing rights of way. Therefore,
protections of rights -of -way is addressed only in a largely -maintenance mode.
5. Establishment of land use and other strategies to promote the use of bicycles and walking.
Response to 9J-5.019(4)(c)5:
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the multimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MITC plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
Policy TR-1.2.2: The City will continue to maintain a comprehensive public rights -of -way
improvements program for those major commercial streets that are under the City's jurisdiction
and have high levels of pedestrian activity.
Policy TR-1.3.2: The City, through its Intergovernmental Coordination Policies, will encourage
and support Miami -Dade County's monitoring of high accident -frequency locations on the city's
streets and its identification of design improvements that may alleviate hazardous conditions,
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especially to pedestrians. The City will incorporate such improvements into the City's Capital
Improvement Element.
Policy TR-1.5.2: The City's land development regulations will encourage high density
commercial and residential development and redevelopment in close proximity to Metrorail and
Metromover stations, consistent with the Station Area Design and Development Plan for each
station. Because many transit riders begin and end their trips as pedestrians, the City, through its
land development regulations and with Miami -Dade County concurrence, will require, as
appropriate, continuous sidewalks to the transit station, and pedestrian -oriented amenities such as
shade trees, awnings, and other weather protection.
6. Establishment of transportation demand management programs to modify peak hour travel demand and
reduce the number of vehicle miles traveled per capita within the community and region.
Response to 9J-5.019(4) (c) b:
Policy TR-1.5.11: Through enforcement of applicable provisions of Section 14-182
"Transportation Control Measures" of the City Code, the City will seek to require new large-
scale development to adopt and enforce measures that will reduce the generation of new single -
occupant passenger car trips in areas of high -density development, and encourage the use of
multiple -occupant vehicles, including mass transit, for home -based work trips.
Policy TR-1.1.9: Require new development in downtown to implement transportation control
measure provisions in accordance with Section 14-182, "Transportation Control Measures" of
the City Code, to promote a general reduction in vehicular traffic by increasing auto occupancy
and transit ridership.
Policy TR-1.5.2: The City's land development regulations will encourage high density
commercial and residential development and redevelopment in close proximity to Metrorail and
Metromover stations, consistent with the Station Area Design and Development Plan for each
station. Because many transit riders begin and end their trips as pedestrians, the City, through its
land development regulations and with Miami -Dade County concurrence, will require, as
appropriate, continuous sidewalks to the transit station, and pedestrian -oriented amenities such as
shade trees, awnings, and other weather protection.
7. Establishment of transportation system management strategies as appropriate to improve system
efficiency and enhance safety.
Response to 9J-5.019(4) (c) 7:
Policy TR-1.1.5: The City, through its membership on the Transportation PIanning Council
(TPC) and its Intergovernmental Coordination Policies, will support the County's efforts to
increase the efficiency and enhance the safety of the existing thoroughfare network by such
methods as improved signal timing, better intersection and street design, car pooling, and
encouraging staggered work schedules.
Policy TR-1.1.7: Through enforcement, amendment, and interpretation of its land development
regulations, and with the concurrence of Miami -Dade County, the City shall seek, where
appropriate, to restore existing one-way streets to two-way operation to reduce trip length and
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vehicular speeds, particularly in the very high density inlying areas of the community such as
Little Havana and Downtown/Brickell/Omni.
Policy TR-1.1.9: Require new development in downtown to implement transportation control
measure provisions in accordance with Section 14-182, "Transportation Control Measures" of
the City Code, to promote a general reduction in vehicular traffic by increasing auto occupancy
and transit ridership.
Policy TR-1.1.11: The City will continue to relocate and/or extend streets that do not fit the
developed street grid system of downtown, and have contributed to the disruption of circulation.
Policy TR-1.1.16: Through enforcement of applicable provisions of Section 14-182
"Transportation Control Measures" of the City Code, regarding downtown parking requirements,
together with the powers of the City's Off -Street Parking Authority Department, the City will
promote the development of public and private peripheral parking garages near the expressway
and arterial entrances to downtown in order to reduce congestion in the core area, and will
increase the supply of low cost, short-term parking in public facilities near retail and commercial
nodes to encourage shopping trips and other business activity in downtown.
Policy TR-1.4.2: The City will develop a streetscape design program that will guide landscaping,
lighting and construction of sidewalks and bicycle paths along city streets, and such
improvements will be coordinated with major repairs and renovation of city streets.
Policy TR-1.4.3: As streets undergo major repairs or renovation, the City will seek to eliminate
dirt shoulders and provide curbing, gutters and sidewalks in order to improve the physical
appearance and quality of the City's neighborhoods and districts.
Policy TR-1.5.4: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to provide a Metrorail transit station to serve the River Quadrant area of
downtown.
Policy TR-1.5.9: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to approve the use of private jitneys where it is determined that there exists
public need for such services and that conventional bus transit services are not satisfactory to
meet that need.
Policy TR-1.5.12: The City, through its Intergovernmental Coordination Policies, will support
Miami -Dade County in its implementation of individual projects described above in order to
achieve the Regional objective to increase the share of transit ridership by 50 percent of total
person trips during the peak hour and 30 percent during the off-peak hours.
Objective TR-1.3: The City's transportation system will emphasize
safe and efficient management of traffic flow through maintenance
of adopted level -of -service standards throughout the thoroughfare
system by continuing enforcement of design standards and
presentation of transportation mode options that enhance efficient
person -trip and vehicular movements and reduce accident potential.
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Policy TR-1.3.1: The City will continue to provide an adequate, properly designed and safe
system for controlling vehicular traffic by adhering to adopted design standards and procedures.
Policy TR-1.3.2: The City, through its Intergovernmental Coordination Policies, will encourage
and support Miami -Dade County's monitoring of high accident -frequency locations on the city's
streets and its identification of design improvements that may alleviate hazardous conditions,
especially to pedestrians. The City will incorporate such improvements into the City's Capital
Improvement Element.
8. Coordination of roadway and transit service improvements with the future needs of seaports, airports,
and other related public transportation facilities.
Response to 9J-5.019(4)(c)8
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the multimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MIT plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
Policy TR-1.1.12: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to improve downtown connections to the expressway system by: providing
a means of access to and from I-95 at Northwest 20th Street, redesigning the existing I-395 to
improve its aesthetics in the vicinity of Biscayne Boulevard and facilitate access to Northeast 1 st
and 2nd Avenues, and constructing a truck tunnel connecting the seaport to I-395.
Policy TR-1.9,1: The City, through its Intergovernmental Coordination Policies, will continue to
coordinate with the Port of Miami and Miami International Airport to seek consistency between
the Miami Comprehensive Neighborhood Plan and the port and airport master plans, and to
improve access to and compatibility with port and airport facilities.
It should be noted that all roadway and transit system improvements that might affect the Miami -
Dade County Seaport, the Miami -Dade Miami International Airport, or other related facilities are
under the jurisdiction of Miami -Dade County. To the extent that the City of Miami participates
in any considerations, it is in a cooperative role.
9. Establishment of land use, site and building design guidelines for development in exclusive public transit
corridors to assure the accessibility of new development to public transit.
10 of 24
Response to 9J-5.019(4)(c)9:
Policy TR-1.4.4: A new category of public thoroughfares is created entitled "Urban Streets",
defining the Urban Street as a pedestrian and vehicular way whose primary function is to serve
adjoining residential neighborhoods and the businesses that serve them in the City of Miami.
Characteristics and standards for such streets will be defined and specifications created on a
case -by -case basis in cooperation with the governmental entity having ownership of the street.
Principles that will guide the design process will include, as appropriate: lower design speeds
and control of traffic volumes utilizing traffic calming devices including but not limited to
modification of lane widths consistent with lower design speeds; wide sidewalks; medians;
roundabouts; landscaping; attractive lighting; creative and informative signage; on -street
parking; and other design features and amenities as appropriate. Urban Streets shall be subject to
the level of service standards described in Pollicies TR-1.1.2 and TR-1.1.3. The first such Urban
Streets to be designated shall be:
Biscayne Boulevard
Grand Avenue
Calle Ocho from Brickell Avenue to S.W. 27 Avenue
Coral Way from Brickell Avenue to S.W. 37 Avenue
N.E. 2 Avenue from N.E. 36 Street to the North City Limit.
Additional streets may be designated from time to time by Resolution of the City Commission
upon recommendation by the Planning and Zoning Department, based upon criteria developed in
connection with the neighborhood planning studies conducted as part of the comprehensive
update and revision of the Miami Comprehensive Neighborhood Plan in 2005. (Resolution No.
01-1126, adopted by the City Commission October 24, 2001).
Policy TR-1.5.8: Through land development regulations and public facility improvements a
stronger interface between the development or redevelopment of neighborhood activity centers
and the public transportation system will be promoted.
Policy TR-1.5.10: Through application of the provisions of its land development regulations, the
City shall encourage the development of housing near large employment centers in order to
reduce the need for commuting.
It should be noted that the City of Miami has no exclusive public transportation corridors under
its jurisdiction.
10. Establishment of numerical indicators against which the achievement of the mobility goals of the
community can be measured, such as modal split, annual transit trips per capita, automobile occupancy
rates.
Response to 9J-5.019(4)(c)10:
Policy TR-1.5.11: Through enforcement of applicable provisions of Section 14-182
"Transportation Control Measures" of the City Code, the City will seek to require new large-
scale development to adopt and enforce measures that will reduce the generation of new single -
occupant passenger car trips in areas of high -density development, and encourage the use of
multiple -occupant vehicles, including mass transit, for home -based work trips.
11 of 24
Policy TR-1.5.12: The City, through its Intergovernmental Coordination Policies, will support
Miami -Dade County in its implementation of individual projects described above in order to
achieve the Regional objective to increase the share of transit ridership by 50 percent of total
person trips during the peak hour and 30 percent during the off-peak hours.
It should be noted that establishment of numeric indicators is under the jurisdiction of Miami -
Dade County. To the extent that the City of Miami participates in any considerations, it is in a
cooperative role.
11. Establishment of strategies, agreements and other mechanisms with applicable local governments and
regional and state agencies that demonstrate the areawide coordination necessary to implement the
transportation, land use, parking and other provisions of the transportation element.
Response to 9J-5.019(4)(c)11
Policy TR-1.1.5: The City, through its membership on the Transportation Planning Council
(TPC) and its Intergovernmental Coordination Policies, will support the County's efforts to
increase the efficiency and enhance the safety of the existing thoroughfare network by such
methods as improved signal timing, better intersection and street design, car pooling, and
encouraging staggered work schedules.
Policy TR-1.1.6: The City, through its Intergovernmental Coordination Policies, will encourage
Miami -Dade County to expand its public bus transit system, including the expansion of
neighborhood -based local circulator services, and will work with Miami -Dade County in the
formulation of bus system policies, and encourage Miami -Dade County not to adopt level of
service standards or land use patterns that are incompatible with the cost effective operation of a
public mass transit system.
Policy TR-1.1.12: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to improve downtown connections to the expressway system by: providing
a means of access to and from I-95 at Northwest 20th Street, redesigning the existing I-395 to
improve its aesthetics in the vicinity of Biscayne Boulevard and facilitate access to Northeast 1st
and 2nd Avenues, and constructing a truck tunnel connecting the seaport to 1-395.
Policy TR-1.1.14: The City will, through its membership on the Transportation Planning
Council (TPC) continue to participate in Miami -Dade County's formulation of traffic circulation
policies, and will, through its Intergovernmental Coordination Policies, support the County's
efforts to increase reliance on remote intercept parking at outlying Metrorail stations and express
bus stops.
Policy TR-1.3.2: The City, through its Intergovernmental Coordination Policies, will encourage
and support Miami -Dade County's monitoring of high accident -frequency locations on the city's
streets and its identification of design improvements that may alleviate hazardous conditions,
especially to pedestrians. The City will incorporate such improvements into the City's Capital
Improvement Element.
Policy TR-1.4.1: The City will seek cooperative agreements with Miami -Dade County to ensure
that the County's transportation improvements: are designed to minimize the intrusion of
commuter traffic on city residential streets, do not sever or fragment well-defined
12 of 24
neighborhoods, do not result in major disruption to pedestrian traffic, and encourage local traffic
to use alternatives to the Florida Intrastate Highway System roadways, where practicable, to
protect its interregional and intrastate functions.
Policy TR-1.5.1: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to facilitate exchanges between modes of transit by interconnecting transit
lines at intermodal terminals.
Policy TR-1.5.3: The City shall use its land development regulations to assist the University of
Miami/Jackson Memorial Hospital in meeting the demands of Civic Center expansion and
helping solve the consequent accessibility and parking problems and, through its membership on
the Board of Directors of the Civic Center Transportation Management Organization (CCTMO),
shall encourage the Civic Center facility operators to increase Metrorail ridership and utilization
of the transit station to help decrease the need for excessive surface parking demand in the Civic
Center.
Policy TR-1.5.4: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to provide a Metrorail transit station to serve the River Quadrant area of
downtown.
Policy TR-1.5.6: The City of Miami will, through its Intergovernmental Coordination Policies,
assist Miami -Dade County in the completion of the planning and construction of Metrorail Phase
II by using the City's land development regulations to help direct development where it will
support the densities required for urban rail transit systems.
Policy TR-1.5.7: The City shall, through its Intergovernmental Coordination Policies, request
that Miami -Dade County include appropriate public transit systems in its Transportation Plan to
connect the following: Bayside to Flagler Street, the seaport to Metromover, the Miami
International Airport to downtown, Southeast Bayshore Drive to Metromover, Metrorail Phase II
in the west Omni area to Metromover, and Miami Beach to downtown.
Policy TR-1.5.9: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to approve the use of private jitneys where it is determined that there exists
public need for such services and that conventional bus transit services are not satisfactory to
meet that need.
Policy TR-1.5.10: Through application of the provisions of its land development regulations, the
City shall encourage the development of housing near large employment centers in order to
reduce the need for commuting.
Policy TR-1.5.12: The City, through its Intergovernmental Coordination Policies, will support
Miami -Dade County in its implementation of individual projects described above in order to
achieve the Regional objective to increase the share of transit ridership by 50 percent of total
person trips during the peak hour and 30 percent during the off-peak hours.
Policy TR-1.6.1: The City shall annually review subsequent Florida Department of
Transportation (FDOT) Five -Year Transportation Plans, and the Metropolitan Planning
13 of 24
Organization's Long Range Transportation Plan Update and coordinate the City's transportation
planning with these plans.
Policy TR-1.7.1: The City shall use its land development regulations to ensure that adequate
public rights -of -way are preserved for transportation purposes, which includes the need for mass
transit services.
Policy TR-1.9.1: The City, through its Intergovernmental Coordination Policies, will continue to
coordinate with the Port of Miami and Miami International Airport to seek consistency between
the Miami Comprehensive Neighborhood Plan and the port and airport master plans, and to
improve access to and compatibility with port and airport facilities.
12. A coordinated and consistent policy with the future land use element to encourage land uses which
promote public transportation in designated public transportation corridors.
Response to 9J-5.019(4)(c)12:
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the multimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MIT plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
Policy TR-1.1.6: The City, through its Intergovernmental Coordination Policies, will encourage
Miami -Dade County to expand its public bus transit system, including the expansion of
neighborhood -based local circulator services, and will work with Miami -Dade County in the
formulation of bus system policies, and encourage Miami -Dade County not to adopt level of
service standards or land use patterns that are incompatible with the cost effective operation of a
public mass transit system.
Policy TR-1.5.2: The City's land development regulations will encourage high density
commercial and residential development and redevelopment in close proximity to Metrorail and
Metromover stations, consistent with the Station Area Design and Development Plan for each
station. Because many transit riders begin and end their trips as pedestrians, the City, through its
land development regulations and with Miami -Dade County concurrence, will require, as
appropriate, continuous sidewalks to the transit station, and pedestrian -oriented amenities such as
shade trees, awnings, and other weather protection.
14 of 24
Policy TR-1.5.3: The City shall use its land development regulations to assist the University of
Miami/Jackson Memorial Hospital in meeting the demands of Civic Center expansion and
helping solve the consequent accessibility and parking problems and, through its membership on
the Board of Directors of the Civic Center Transportation Management Organization (CCTMO),
shall encourage the Civic Center facility operators to increase Metrorail ridership and utilization
of the transit station to help decrease the need for excessive surface parking demand in the Civic
Center.
Policy TR-1.5.6: The City of Miami will, through its Intergovernmental Coordination Policies,
assist Miami -Dade County in the completion of the planning and construction of Metrorail Phase
II by using the City's land development regulations to help direct development where it will
support the densities required for urban rail transit systems.
Policy TR-1.5.8: Through land development regulations and public facility improvements a
stronger interface between the development or redevelopment of neighborhood activity centers
and the public transportation system will be promoted.
Objective TR-1.7: Although the City of Miami possesses no power to
provide for the protection of existing and future mass transit rights -
of -way and exclusive mass transit corridors, the City shall, through
its Intergovernmental Coordination Policies, cooperate with and
support Metropolitan Miami -Dade County in such programs, to the
end that mass transit expansion and improvement may be
facilitated.
Policy TR-1.7.1: The City shall use its land development regulations to ensure that adequate
public rights -of -way are preserved for transportation purposes, which includes the need for mass
transit services within designated Transportation Corridors.
Objective TR-1.8: The transportation system shall be coordinated
with the goals, objectives and policies of the Land Use element,
including coordination with the land use map, population densities
and housing and employment patterns, projected development and
redevelopment, urban infill, and other similar characteristics of land
use that have an impact on transportation systems.
13. Establishment of strategies to facilitate local traffic to alternatives to the Florida Intrastate highway
System to protect its interregional and intrastate functions.
Response to 9J-5.019(4)(c)13:
Policy TR-1.1.12: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to improve downtown connections to the expressway system by: providing
a means of access to and from 1-95 at Northwest 20th Street, redesigning the existing 1-395 to
improve its aesthetics in the vicinity of Biscayne Boulevard and facilitate access to Northeast 1st
and 2nd Avenues, and constructing a truck tunnel connecting the seaport to I-395.
Policy TR-1.4.1: The City will seek cooperative agreements with Miami -Dade County to ensure
that the County's transportation improvements: are designed to minimize the intrusion of
15 of 24
commuter traffic on city residential streets, do not sever or fragment well-defined
neighborhoods, do not result in major disruption to pedestrian traffic, and encourage local traffic
to use alternatives to the Florida Intrastate Highway System roadways, where practicable, to
protect its interregional and intrastate functions.
Policy TR-1.5.2: The City's land development regulations will encourage high density
commercial and residential development and redevelopment in close proximity to Metrorail and
Metromover stations, consistent with the Station Area Design and Development Plan for each
station. Because many transit riders begin and end their trips as pedestrians, the City, through its
land development regulations and with Miami -Dade County concurrence, will require, as
appropriate, continuous sidewalks to the transit station, and pedestrian -oriented amenities such as
shade trees, awnings, and other weather protection.
Policy TR-1.5.6: The City of Miami will, through its Intergovernmental Coordination Policies,
assist Miami -Dade County in the completion of the planning and construction of Metrorail Phase
II by using the City's land development regulations to help direct development where it will
support the densities required for urban rail transit systems.
Policy TR-1.5.7: The City shall, through its Intergovernmental Coordination Policies, request
that Miami -Dade County include appropriate public transit systems in its Transportation Plan to
connect the following: Bayside to Flagler Street, the seaport to Metromover, the Miami
International Airport to downtown, Southeast Bayshore Drive to Metromover, Metrorail Phase II
in the west Omni area to Metromover, and Miami Beach to downtown.
Policy TR-1.5.10: Through application of the provisions of its land development regulations, the
City shall encourage the development of housing near large employment centers in order to
reduce the need for commuting.
14. Development of strategies to address Intermodal terminals and access to airport, rail and seaport
facilities.
Response to 9J 5.019(4)(c)14:
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the multimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MIT plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
16 of 24
Objective TR-1.5: Although mass transit can be operated within the
City of Miami only under the absolute authority of Metropolitan
Miami -Dade County, the City of Miami's continued development
requires the provision of efficient mass transit and paratransit
services that serve existing and future trip generators and attractors,
the provision of safe and convenient mass transit passenger transfer
terminal facilities, the appropriate coordination of mass transit with
existing and future land uses, and the accommodation of the special
needs of the City of Miami's population, many of whom are
transportation disadvantaged. Therefore, the City of Miami will
support Metropolitan Miami -Dade County in the provision of these
essential mass transit services. (See Natural Resource Conservation
Policy NR-3.2.2)
Policy TR-1.5.1: The City will, through its Intergovernmental Coordination Policies, encourage
Miami -Dade County to facilitate exchanges between modes of transit by interconnecting transit
lines at intermodal terminals.
Policy TR-1.5.2: The City's land development regulations will encourage high density
commercial and residential development and redevelopment in close proximity to Metrorail and
Metromover stations, consistent with the Station Area Design and Development Plan for each
station. Because many transit riders begin and end their trips as pedestrians, the City, through its
land development regulations and with Miami -Dade County concurrence, will require, as
appropriate, continuous sidewalks to the transit station, and pedestrian -oriented amenities such as
shade trees, awnings, and other weather protection.
Policy TR-1.5.6: The City of Miami will, through its Intergovernmental Coordination Policies,
assist Miami -Dade County in the completion of the planning and construction of Metrorail
Phase II by using the City's land development regulations to help direct development where it
will support the densities required for urban rail transit systems.
15. Provision of safe and convenient on -site traffic flow, considering needed motorized and non -motorized
vehicle parking.
Response to 9J-5.019(4) (c)15:
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the rnultimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MIT plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
17 of 24
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
Policy TR-1.1.15: Through enforcement of minimum and maximum on -site parking limitations,
as provided for in Section 14-182 "Transportation Control Measures" of the City Code, the City
will manage the downtown parking supply to maintain an appropriate balance among the need to
promote economic growth, to facilitate local traffic circulation, and to encourage public
transportation use.
Policy TR-1.1.16: Through enforcement of applicable provisions of Section 14-182
"Transportation Control Measures" of the City Code, regarding downtown parking requirements,
together with the powers of the City's Off -Street Parking Authority Department, the City will
promote the development of public and private peripheral parking garages near the expressway
and arterial entrances to downtown in order to reduce congestion in the core area, and will
increase the supply of low cost, short-term parking in public facilities near retail and commercial
nodes to encourage shopping trips and other business activity in downtown.
16. Establishment of measures for the acquisition and preservation of existing and future public transit
rights -of -way and exclusive public transportation corridors.
Response to 9J-5.019(4)(c)16:
Policy TR-1.7.1: The City shall use its land development regulations to ensure that adequate
public rights -of -way are preserved for transportation purposes, which includes the need for mass
transit services.
It should be noted that to the extent that the City of Miami participates in any such
considerations, it is in a cooperative role.
17. Promotion of ports, airports, and related facilities development and expansion consistent with the future
land use, coastal management, and conservation elements.
18. Mitigation of adverse structural and non-structural impacts from ports, airports or related facilities upon
adjacent natural resources and land uses.
19. Protection and conservation of natural resources within ports, airports and related facilities.
20. Coordinated lntermodal management of surface and water transportation within ports, airports and
related facilities.
21. Protection of ports, airports, or related facilities from the encroachment of incompatible land uses.
Response to 9J-5.019(4)(c)17-21:
Policy TR-1.9.1: The City, through its Intergovernmental Coordination Policies, will continue to
coordinate with the Port of Miami and Miami International Airport to seek consistency between
the Miami Comprehensive Neighborhood Plan and the port and airport master plans, and to
improve access to and compatibility with port and airport facilities.
18 of 24
It should be noted that the City of Miami has no authority with respect to Miami -Dade County
Seaport, the Miami -Dade Miami International Airport, or other related facilities that are under
the jurisdiction of Miami -Dade County. To the extent that the City of Miami participates in any
considerations, it is in a cooperative role.
22. For multimodal transportation districts established pursuant to Sections 163.3180(15)(a) and (b), F.S.,
provide an interconnected network of streets and related facilities, such as sidewalk condition, availability
and connectivity, street crossing convenience, transit proximity to origins and destinations, convenience
and reliability of transit facilities, and roadway conditions for bicycles including lane width, surface
condition, and separation from motor vehicle traffic, so as to promote walking and bicycling that is
coordinated with land uses and other community design features and ensures convenient access to public
transportation.
Response to 9J-5.019(4)(c)22
The City of Miami has no multimodal transportation districts established pursuant to Sections
163.3180(15)(a) and (b), F.S. Instead, a Transportation Concurrency Exception Area is being
created pursuant to Section 163.3180(5)(b), F.S. and Rule 9J-5.0055, F.A.C.
4. Future Transportation Map/Map Series: The proposed EAR -based amendment is not
supported by future transportation maps or map series showing the following: the road systems;
public transit system; transportation concurrency management areas pursuant to Rule 9J-
5.0055(5), F.A.C. (if any); transportation concurrency exception areas; significant bicycle and
pedestrian facilities; port facilities; airport facilities including clear zones and obstructions;
freight and passenger rail lines; and intermodal terminals and access to such facilities. The
amendment does not also contain future transportation map or map series identifying items 1
through 5 of Rule 9J-5.019(5)(b), F.A.C. [Rules: 9J-5.005(2); 9J-5.019(5)(a) and (b), F.A.C.; &
Chapter 163. Part 1J, F.S.]
Recommendations: Revise the amendment or element to include the future transportation map
or map series showing the road systems; public transit system; transportation concurrency
management areas pursuant to Rule 9J-5.0055(5), F.A.C. (if any); significant bicycle and
pedestrian facilities; port facilities; airport facilities including clear zones and obstructions;
freight and passenger rail lines; and intermodal terminals and access to such facilities, which are
within the City's boundary and/or under the City's jurisdiction. Revise the element as necessary
to identify items 1 through 5 of Rule 9J-5.019(5)(b), F.A.C.
City of Miami Response to Objection I A 4.
The amendment has been revised as per the Department's recommendations. Please see
attached Transportation Element Data Inventory and Analysis.
Other Transportation Element Text Amendments:
1. New Policy TR-1.1.10: "Upon completion of the Miami 2000 transportation and parking
study, the City will amend the Transportation Element of its comprehensive plan to facilitate
implementation of the study's recommendations and depict existing and planned future major
parking facilities on appropriate maps."
19of24
Staff Analysis/Potential ORC Objection: This text amendment is intended to meet the
requirement of Rule 9J-5.019(2)(a)l.d., F.A.C., regarding the general location of significant
parking facilities, as determined/maintained by the City. The City is deferring the compliance of
this rule requirement until the Miami 2000 transportation and parking study referenced in Policy-
1.1.10 above is completed. However, the policy does not indicate a date certain or timeframe by
which the study will be completed. It is also uncertain if the study had been completed in Year
2000. Therefore, the policy is vague and does not provide a predictable and meaning target by
which it will be measured. [Rule 9J-5.019(2)(a)1.d., F.A.C.; Chapters 163.3191(1), and 339.175,
F.S]
Recommendations: Revise the policy to be meaningful and predictable by indicating when the
study will be completed and committing to revising the Transportation Element or relevant
portion of it, as necessary to meet the requirement of Rule 9J-5.019(2)(a)1.d., F.A.C., and any
other applicable requirements for the Transportation and/or other elements in the City's MCNP.
City of Miami Response to Other Transportation Element Text Amendments: 1. New Policy
TR-1.1.10
The Policy has been revised to include a target completion date for the study and
commitment to revise the Transportation Element as necessary to meet the requirement of
Rule 9J-5.019(2)(a)l.d., F.A.C., and any other applicable requirements for the Transportation
and/or other elements in the City's MCNP. The revised policy is as follows:
Policy TR-1110 Upon completion of the -Mimi ..-}1-2-900-tfafispeftation-and-parking-study
Evaluation and Appraisal Report (EAR) in 2005, and in conjunction with subsequent
revisions to the Miami Comprehensive Neighborhood Plan, the City will amend the
Transportation Element of its comprehensive plan to facilitate implementation of the
study' ;EAR recommendations and depict existing and planned future major parking facilities
on appropriate maps.
2. LOS Standards and Concurrency Policies TR-1.1.1, 1.1.2, 1.1.3, & 1.1.4; Policy TR-
1.4.4: The concurrency policies (TR-1.1.1, 1.1,2, 1.1.3, & 1.1.4), are vague and internally
inconsistent in regard to how concurrency applies within the City. It is not clear whether or not
the City has exempted development from concurrency. Policy 1.1.1 indicates that the
concurrency exception applies, but requires compliance with LOS standards as set forth in
Policies 1.1.2 and 1.1.3 for Transportation Corridors and non -Transportation Corridors,
respectively. Policies 1.1.2 and 1.1.3 define the LOS standard based on whether the roadway is a
designated Transportation Corridor. However, these corridors are not defined in the Plan.
Therefore, the policy is vague in regard to the applicable LOS standard.
Policy 1.1.3.2 refers to projects scheduled in the first three years of the County TIP; however,
Rule 9J-5.0055(3), F.A.C., allows consideration of only those projects in the first three years of
the City's capital improvements element or the first three years of the FDOT five-year plan.
This policy is also not clear in regard to the basis for issuing development orders. It states:
"roadways may operate below the applicable minimum...." However, the policy language is
confusing in that it does not address when a development permit may be issued; whereas Policy
1.1.4 addresses the issuance of permits but only seems to apply to the FIRS facilities.
20 of 24
Finally, new Policy 1.4.4 establishes a new category called "Urban Streets" but does not explain
how this designation relates to the subject policies or what LOS standards will apply to such
roads. The policy does not establish any criteria and process for the selection of the future
roadways that will qualify for the Urban Streets designation or how it will be implemented.
[Rules 9J-5.019(4)(c)1.; 9J-5.015(3)(b)3.; 9J-5.019(5)(a)1., and (b)4., F.A.C.; & Chapter 163.
Part II, F.S.]
Recommendations: Revise the policies to specify the LOS standards for the FIHS facilities.
Revise the policies to also specify the LOS standards for the roadways within, and outside the
Transportation Corridor Areas. Revise Policy 1.4.4 to explain the LOS standard that applies to
the Urban Streets designated roadways. Further revise the policies to clarify how permits will be
issued consistent with Rule 9J-5.0055, F.A.C. Further clarify in regard to general applicability
of concurrency within the City. If the City desires to apply concurrency as indicated in the above
referenced policies, the City should repeal the concurrency exception and modify Policy TR-
1.1.1 to specify that LOS standards apply as described in the other policies. Furthermore, revise
the amendment by including maps that show the Transportation Corridors and Urban Streets
designation.
City of Miami Response to Other Transportation Element Text Amendments: 2. LOS
Standards and Concurrence Policies TR-1.1.1, 1.1.2,1.1.3, & 1.1.4; Policy TR-1.4.4
The proposed amendment has been revised by extensive editing, rewriting, and modification
of Policies TR-1.1.2 through TR-1.1.4 to respond to the Recommendation and to the
requirements of 9J-5.019(4)(c)1. Significant modifications include the elimination of the
Transportation Corridors designation and simplification of the methodology for applying
transportation levels of service calculation to various transportation facilities. These revisions
are proposed as an interim measure to assure compliance with the requirements of Rule 9J-
5.0019(4)c)1 until the 2005 Evaluation and Appraisal (EAR) process is completed, and
amendments to the comprehensive plan Transportation Element based on the EAR can be
made. Policy TR-1.1.4 describes the anticipated direction of that process. All the proposed
revisions are shown with underlines and strikethroughs on the amendment document. The re-
written policies are printed below with the revisions made, for ease of reading:
Policy TR-1.1.2: The City of Miami originated and continues to utilize a person -trip
methodology for measurement of level of service (LOS) on a transportation facility, which may
be a roadway, mass transit service, pedestrian way, bikeway, or any other transportation mode
alone or in combination with others. This technique calculates the total person -trip capacity of all
transportation modes utilizing a transportation facility against the total person -trip demand for
travel on that facility, expressing the resulting ratio in letter -grades LOS A through LOS F in the
same manner as used by the conventional vehicles -over -capacity (V/C) methodology. The
measurement of LOS is made for the peak period (the average of the two highest consecutive
hours of trip volume during a weekday), and an overall minimum peak -period LOS standard E
(100 percent utilization of person -trip capacity) will be maintained, subject to the following
modifications:
1.1.2.1: Where no public mass transit exists, and private passenger vehicles are the
only vehicular mode available for travel on the facility: minimum LOS E (100 percent
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of capacity) using 1.6 persons -per -vehicle as the practical capacity of a private
passenger vehicle.
1.1.2.2: Where local bus mass transit service on minimum 20 minute headways is
available parallel to and within 'A mile of the facility, the facility shall operate at no
greater than 120 percent of capacity.
1.1.2.3: Where express bus transit and/or rapid rail transit service on minimum 20
minute headways is available parallel to and within'/2 mile of the facility, the facility
shall operate at no greater than 150 percent of capacity.
Policy TR-1.1.3: Notwithstanding the foregoing, as required by s. 163.3180(10) F.S., the
following standards established by rule by the Florida Department of Transportation (FDOT) are
adopted by the City of Miami as its minimum LOS standards for Florida Intrastate Highway
System (FIHS) roadways within the City, subject to any applicable provisions governing
requirements of the Urban Infill Transportation Concurrency Exception Area (see Policy TR-
1.1.1):
1.1.3.1: Limited access FIHS highways shall operate at LOS D or better, except that
where exclusive through lanes exist, such roadways may operate at LOS E.
1.1.3.2: Controlled access FIHS highways shall operate at LOS D or better, except that
where such roadways are parallel to exclusive transit facilities or are located within a
Transportation Concurrency Exception Area (TCEA), roadways may operate at LOS
E.
1.1.3.3: Where FDOT has determined that a FIHS roadway is constrained or
backlogged, such roadways operating below the foregoing minimums must be
managed so as to not cause significant deterioration, which is defined as an average
annual daily traffic increase in two-way traffic volume of 10 percent or more, or a 10
percent or greater reduction in operating speed for the peak direction in the 100th
highest hour.
Policy TR-1.1.4: As part of the Evaluation and Appraisal Report (EAR) on the Miami
Comprehensive Neighborhood Plan (MCNP) scheduled for completion in 2005, and the
subsequent comprehensive revision by amendment of the MCNP, the Transportation Element of
the MCNP will be revised to introduce the Miami Intermodal Transportation (MIT) plan,
replacing the former Transportation Corridors plan. The MIT plan will identify, describe,
measure, and evaluate the multimodal transportation corridors, facilities and terminals in the City
of Miami and recommend measures to enhance vehicular and mass transit operations, provide for
greater pedestrian access and amenity, and offer incentives for use of alternative transportation
modes. The MITC plan will pay particular attention to the differing characteristics of Miami's
neighborhoods such as land use, population density, economic activity, housing and business
type and quality, and neighborhood plans, and will develop detailed standards for transportation
facilities and services that will complement neighborhood development, redevelopment, and
conservation. Miami's downtown will be the subject of special attention, to ensure that its new
residential development will enjoy the benefits of an improved multimodal transportation system
as described in the Miami Downtown Transportation Master Plan.
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The Urban Streets amendment, Policy TR-1.4.4, has been modified to include a reference to
level of service requirements, and criteria for selection of additional Urban Streets:
Policy TR-1.4.4: A new category of public thoroughfares is created entitled "Urban Streets",
defining the Urban Street as a pedestrian and vehicular way whose primary function is to serve
adjoining residential neighborhoods and the businesses that serve them in the City of Miami.
Characteristics and standards for such streets will be defined and specifications created on a
case -by -case basis in cooperation with the governmental entity having ownership of the street.
Principles that will guide the design process will include, as appropriate: lower design speeds
and control of traffic volumes utilizing traffic calming devices including but not limited to
modification of lane widths consistent with lower design speeds; wide sidewalks; medians;
roundabouts; landscaping; attractive lighting; creative and informative signage; on -street
parking; and other design features and amenities as appropriate. Urban Streets shall be subject to
the level of service standards described in Policies TR-1.1.2 and TR-1.1.3. The first such Urban
Streets to be designated shall be:
Biscayne Boulevard
Grand Avenue
Calle Ocho from Brickell Avenue to S.W. 27 Avenue
Coral Way from Brickell Avenue to S.W. 37 Avenue
N.E. 2 Avenue from N.E. 36 Street to the North City Limit.
Additional streets may be designated from time to time by Resolution of the City Commission
upon recommendation by the Planning and Zoning Department, based upon criteria developed in
conjunction with the neighborhood planning studies conducted as part of the comprehensive
update and revision of the Miami Comprehensive Neighborhood Plan in 2005. (Resolution No.
01-1126, adopted by the City Commission October 24, 2001).
B. Amendment No. 02-016: Parks, Recreation, and Open Space Element Text
Amendments
The Department raises a comment to the text amendments to the Parks, Recreation and Open
Space Element as follows:
1. Objective PR-1.6: Plan and implement new park districts in designated areas of the city
where additional parks may be necessary to ensure sufficient active and passive recreation
opportunities are made available to city residents within such designated neighborhoods.
Policy PR-1.6.1: The City will commence a planning process to determine the necessary
expansion of recreation and open space needs within the Little Haiti area; more specifically,
within the area bounded by NE 2nd Avenue, NE 67th Street, the FEC Railroad, and NE 59th
Street; said plan shall include an implementation plan and schedule for the designation of a new
park district.
Comments: The intent of the Policy is good and will surely further the City's objectives and
policies towards providing recreational opportunities for the residents in the Little Haiti area.
The City should indicate in this policy a date certain or a timeframe by which the planning
process will commence.
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Citv of Miami Response to B. Amendment No. 02-016: Parks, Recreation, and Open Space
Element Text Amendments
The planning process is currently under way.
II. CONSISTENCY WITH STATE COMPREHENSIVE PLAN (CHAPTER 187, F.S.)
The proposed amendments are not consistent with and do not further the following provisions of
the State Comprehensive Plan for the reasons noted in the objections raised above [Section
163.3177(9), F.S.]:
a) Public Facilities Goal 18(a), Policies 18(b)1 & 4
b) Transportation Goal 20(a), Policies 20(b)3, 8, 13 & 15
Recommendation: Revise the amendments as recommended for the objections raised.
City of Miami Response to Objection IL
The amendments have been revised as described in the City's response to the preceding
Objection(s).
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RESOLUTION PAB - 47-03
A RESOLUTION RECOMMENDING APPROVAL OF A
CONSIDERATION OF RESCINDING ORDINANCE NOS. 12332, 12333
AND 12346, AMENDING ORDINANCE NO. 10544, AS AMENDED, THE
MIAMI COMPREHENSIVE NEIGHBORHOOD PLAN, AND
SUBSTITUTING IN LIEU THEREOF THIS NEW ORDINANCE,
INCORPORATING THE RESCINDED AMENDMENTS IN AN
UNCHANGED, UNIFIED FORMAT AS A SINGLE AMENDMENT TO
ORDINANCE NO. 10544, AS AMENDED, THE MIAMI
COMPREHENSIVE NEIGHBORHOOD PLAN, UPDATING THE
TRANSPORTATION ELEMENT, ADDING SPECIFIC POLICIES
ASSOCIATED WITH A NEW PARK IN THE LITTLE HAITI AREA, AND
ADDING A NEW LAND USE CLASSIFICATION ENTITLED "LIGHT
INDUSTRIAL"; CONTAINING A REPEALER PROVISION AND
SEVERABILITY CLAUSE; AND PROVIDING FOR AN EFFECTIVE
DATE.
HEARING DATE: July 16, 2003
ITEM NO.: 5
VOTE: 6-0
ATTEST
n : elabert-San e , it
Planning and Zoning Department