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* INCORP�BRATEO 1* 18 98 PLANNING DEPARTMENT Project Fact Sheet This document is used to provide a summary for Planning Department related projects. PROJECT INFORMATION Project Name: Pelican Harbor CPA & Rezone Project Address: 399 NE 82 Terrace PZ-20-6053 (CPA) & PZ-20-6058 (ZC) APPLICANT INFORMATION Company Name: Pelican Harbor Seabird Station Inc Primary Contact: Melissa Tappanes Llahues Email: Mtapanes@brzoninglaw.com Secondary Contact: Email: STAFF RECOMMENDATION/DECISION The Planning Department recommends approval of the request to amend the designation on the FLUM from Medium Density Multifamily Residential to Medium Density Restricted Commercial for the property located at 399 NE 82 Terrace, Miami, FL. The Planning Department recommends approval of the application to rezone the property at 399 NE 82 Terrace, Miami, FL, from "T3-O" Sub -Urban Transect — Open to "T4-L" General Urban Transect — Limited ■ GRAPHIC a PUBL,c - • NOTICE This submittal needs b be scheduled for a puboc hearing in accordance wkh timelines set forth in the City of Miami Ccde.The applica de decision -making bcdywill review bre infonna0on at the pubs hearing to render a recommendation or a final decision. PZ-20-6058 09/21/22 VIEW CO PLANNING DEPARTMENT INFORMATION Lead Staff: Jacqueline Ellis, Chief of Land Principal Division: Land Development Email: JEllis@miamigov.com PROJECT DESCRIPTION The Comprehensive Plan Amendment seeks to amend the Future Land Use designation of the subject property from Medium Density Multifamily Residential to Medium Density Restricted Commercial. The companion Rezone seeks to change the Miami 21 Transect designation from T3-0 to T4-L. The Pelican Harbor Seabird Station, currently located along the 79th St Causeway, is relocating to the subject property. The use is currently not allowed on the site. This amendment would allow the use. Webs Link(s): BOARD REQUIREMENTS n HEPB n UDRB n City Commission I -I PZAB n WDRC n AIPP Existing Transect Zone(s): T3-O Existing FLUM(s): Medium Density Multifamily Reside Commissioner District(s): District 5 — Christine King Department of Human Service Neighborhood Service Center(s): Little Haiti Revision Date: 06/15/2021 Department Director: Lakisha Hull AICP, LEEP AP BD+C City of Miami Planning Department STAFF ANALYSIS REZONE This submittal needs to be scheduled fora pubic hearing In accord and Itl timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywill renew the Information al the pubic hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Staff Analysis Report No. PZ-20-6058 Location 399 NE 82 Terrace, Miami, FL Area Approximately 2.63 Acres (114,563 square feet) Commission District District 5—Commissioner Christine King Department of Human Service Neighborhood Service Center Little Haiti Existing Zoning Designation Sub -Urban Transect — Open "T3-O" Proposed Zoning Designation General Urban Transect — Open "T4-L" Applicant The Pelican Harbor Seabird Station, Inc. Applicant Representative Melissa Tapanes-Llahues Planner Jacqueline Ellis, Chief of Land Development REQUEST Pursuant to Miami 21 Code, Article 7, Section 7.1.2.8 of Ordinance 13114 ("Miami 21"), as amended, The Pelican Harbor Seabird Station, Inc. ("Applicant") is requesting a change to the Zoning Atlas for the whole property located at 399 NE 82 Terrace, Miami, Florida ("Property") from "T3-O" Sub -Urban Transect — Open to "T4-L" General Urban Transect — Limited. The proposed amendment contains approximately 2.63 acres. The Property is legally described in Attachment 1 of this report. RECOMMENDATION Pursuant to Miami 21 Code, Article 7, Section 7.1.2.8 of Ordinance 13114 ("Miami 21"), as amended, the Department of Planning recommends approval of the rezone request based upon the facts and findings in this staff report. C. BACKGROUND Property The Property is located along the south bank of the Little River, at the northern border of the City of Miami. The property has remained unimproved for many years. There have been attempts to develop the property, as recently as 2007 when the prior owner of the property rezoned the property from R-1 to R-3 under the previous zoning code, Zoning Code 11000. Those attempts however did not result in any development taking place. The Pelican Harbor Seabird Station, currently located on City -owned property along the 79 St Causeway, purchased the Property in 2020 for the purpose of developing a permanent wildlife rescue on land owned by the nonprofit organization. In planning for the development, the organization has reached out to the surrounding neighborhood association and obtained support for the applications. Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 1 The Property is generally surrounded by single family residential to the west. To t Florida East Coast Railway, which services freight traffic and the Brightline train lin coast of Florida down to Downtown Miami. To the north is the Little River, which is t canal owned and maintained by the South Florida Water Management District. Just do towards the bay, across the train tracks, is a control structure owned by SFWMD. To the sou , across NE 82 Ter, there are two single family homes and two vacant parcels that also front NE 82 St on their south side. The table below summarizes the nature of the surrounding properties. This submittal needs to be scheduled fora pubic hearing In accordance wM1h timelines set forth in the City of Mlaml Code. The applica decision -malting body will renew the Information al the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 SURROUNDING USES Miami 21 MCNP / Density Existing Use North Little River/City Boundary Little River/City Boundary Little River/City Boundary South "T4-L" General Urban Transect — Limited Low Density Restricted Commercial Residential East "T5-R" Urban Center Transect — Restricted Medium Density Multifamily Residential FEC Railway/Little River West "T3-L" Sub -Urban Transect — Limited Single Family Residential Single -Family Residential Image 1. Aerial photo with the Subject Property outlined in red Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 2 This submittal needs to be schedule) fora pane hearing In accordancewM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information al the pane hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Proposal The applicant has requested a Rezone from the current T3-O Transect zone to the T4-L Transect zone in order to allow for the Community Facility use. Since the existing Medium Density Multifamily Residential Future Land Use designation does not allow for the uses allowed under the T4-L Transect zone, a companion Comprehensive Plan Amendment application (PZ- 20-6053) has been submitted in order to validate this Rezoning request. The table below summarizes the Property and the request: Table 1. Summary of Property Detail Address Folio Current FLUM Proposed FLUM Current Zoning Proposed Zoning 399 NE 82 Terrace 01-3207-020- 0310 Medium Density Multifamily Residential Medium Density Restricted Commercial T3-O T4-L Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 3 Covenants On July 16, 2007, then -owner Little River Plaza LLC, recorded a Declaration Covenants ("covenant", see Attachment 2) in connection with an adopted rezoning This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. 12921, May 24, 2007) at the Property from R-1 (Single Family Residential) to R-3 Residential) under ordinance 11000, the previous Zoning ordinance. The Covenant contained the following conditions: PZ-20-6058 09/19/22 a) "Provide one vehicular access from North East Fourth Avenue into an internal drive to the project and to serve as the access point of all units. If requested by the Fire Department for the life safety needs of the community, a "break -away" metal exit may be provided for use by emergency vehicles only. b) Provide four (4) units within the affordability range of workforce housing as identified by Miami -Dade County. c) Provide a "look -out" to the Little River Canal, which will be submitted to the Oakland Grove Homeowners Association for design input. d) Provide a tree mitigation and relocation plan. e) Provide a sidewalk as part of the project on the east side of NE fourth Avenue f) Provide the option of the traffic mitigation plan as presented by Richard Garcia and Associations to be implemented only by and at the request of the Oakland Grove Homeowners Association. g) Provide that the subject property shall not seek a change of zoning for a period of ten (10) years following the adoption date of the change of zoning from R-1 to Single Family Residential to R-2 Duplex Residential on May 24, 2007." The Covenant was recorded in the Official Records Book 25862, Pages 3302-3306, of the Public Records of Miami -Dade County, Florida. On May 6, 2022, based on the request by the Applicant, the Covenant Release Committee met to review the request to release the covenant and recommended its release (see Attachment 3). As of the date of this Rezone Analysis, the Applicant has submitted a request for a Special Appearance to the City Commission to for consideration on September 22, 2022 to have the covenant removed from the Property. In conjunction with this requested Rezoning, the Applicant has submitted a new Declaration of Restrictive Covenants, to better reflect their intended development program. The new proffered covenant includes the following restrictions: 1. Use Restrictions a. Community Facility Use: limited to serving the mission of the Pelican Harbor Seabird Station, rehabilitating wild animals; no commercial business activities, including veterinary services for domesticated animals b. Maximum Capacity: housing of animals in care limited to building footprint and screened in pens, not more than 10 percent of the Property's Lot Area 2. Site Plan, Height, & Massing a. The Property will be developed substantially in accordance with site plans attached to the covenant Sociodemographic Analysis The subject property is located within Census Tract 12086001402. According to the American Community Survey (ACS), 5-year estimates (2016-2020), the median household income for the block group is $30,230, which is only 77 percent of the median household income for Miami Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 4 ($39,049) and 58 percent of the median household income for Miami -Dade Coun The Census Tracts surrounding the subject Tract are generally similar, lower tha and County median household incomes, with the exception of the Tract to the sou contains the historically designated neighborhoods of Palm Grove, MiMo, and Bays as the non -historically designated Belle Meade. This submittal needs to be scheduled for a public hearing in accord once 'nth timelines set forth in the City of Miami Cede. The applica de decision -making bodywill review the information at the pubec hearing to render reco mendad on or a final decision. PZ-20-6058 09/19/22 The Census Tract in which the Property is located has a total of 2,290 households with a total of 2,258 housing units. The percentage of families living in poverty in this Tract is 20.37 percent compared to the City at 19.32 percent and the County at 13.8 percent. The same ACS 5-year estimate data showed that approximately 82.97 percent of households in the subject Tract rented their homes, which is similar to those Tracts surrounding, with the exception of the Tract to the southeast containing the higher -income neighborhoods. The median rent for a unit in the Tract for the period between 2016-2020 was $936 which is in between the higher median rents along the bay and the lower median rents to the west adjacent to 1-95. It should be noted that this number doesn't reflect the likely impacts from the price increases seen in 2021 and 2022 as demand for housing swelled in South Florida. Table 2: Collected Census Data — 2010 Census Block Group: 12086001402 Topic Data Number of Households 2,290 Number of Housing Units 2,258 Median Household Income $30,230 Percent of Families under the Poverty Line 20.37 Percent of Households that rent 82.97 Median Rent $936 (64.42% Rental cost burdened) Source: US Census Bureau, American Community Survey, 5-Year Estimates: 2016-2020 D. ANALYSIS Miami Comprehensive Neighborhood Plan (MCNP) Pursuant to Future Land Use Policy LU-1.6.3 of the Miami Comprehensive Neighborhood Plan ("MCNP"), staff has reviewed the request for consistency with the goals, objectives, and policies of the MCNP. Staff reviewed the following relevant policies: Policy 1 Future Land Use Objective LU-1.5: "Land development regulations will protect the city's unique natural and coastal resources, its neighborhoods, and its historic and cultural heritage." Analysis 1 Article 3, Section 3.11 provides for the provision of views and access to the waterfront, regarding the portion of the Property along the Little River, the most ecologically sensitive area in the neighborhood. Additionally, the proposed T4-L Transect zone caps the maximum lot coverage at 60% of the lot area. The minimum 15 percent of the lot required to be dedicated to green/open space, in combination with the lot coverage maximum, provides ample space for on -site water management and green space opportunities. Maximizing these green and open space dedications during site planning will further help to meet this goal. Finding 1 Consistent Policy 2 Coastal Management Objective CM-4.1: "Minimize the potential for loss of human life and the destruction of property from hurricanes." Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 5 Based on the data analyzing sea level rise impacts through the So Florida Regional Climate Change Compact's Unified Sea Level rise the Property will face increasing impacts from storm surge inundatio possibly sunny -day flooding. Whereas T3 only allows for the develop residential uses, the allowance of the development of non-residential us T4-L Transect zone thereby potentially limit the number of residents that live vulnerable area of the City. This submittal news to be scheduled fora puboc hearing in accordance whh timelines set forth in the City of Miami Cede. The applies tie decision -making bodywill review the information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Consistent Image 2: the Existing and Proposed Future Land Use Map for the Subject Property RJ1.4.0 1 rvxnwEb I,� x Mso 4 uxwsMEo I Wu g f5 Mneel '■ 1enuir � Rexncmd Comm- cial ' :. Single Family -Residential — SIN,. Family -ReGdaMial !, — pf(pp , II t z ryrlfY P nsri eetlium Dormly penLal t� 1� � 66,66.61.61 lly li ■ Low oansuy ll 'i N Law bemay Resvicte� 1 I j y Com0reel� Cammaroial—I c JJJ exrxl �Sr Restricted Resnidul —rvs - Com`�-alo MR u.+.� Illi: Future Land Use Map (Existing) Future Land Use Map (Proposed) Miami 21 Code The proposed amendment would change the Transect Zone from "T3-O" Sub -Urban Transect — Open to "T4-L" General Urban Transect — Limited. The T3-O Transect is intended for entirely residential development, specifically allowing for duplexes, allowing for 18 dwelling units per acre. The T4-L Transect allows many more uses, including Food Service Establishments, Alcohol Beverage Service Establishments, and General Commercial, among others. The allowed density under T4-L is 36 dwelling units per acre. The table below details all of the allowed uses between the two Transect zones. Figure: Miami 21 Transect Zone T3 DENSITY (UNIT PER ACRE) RESIDENTIAL Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 6 T3 T3 T4 SINGLE FAMILY RESIDENCE R R COMMUNITY RESIDENCE R R ANCILLARY UNIT R TWO FAMILY RESIDENCE R R MULTI FAMILY HOUSING R DORMITORY E HOME OFFICE R R LIVE - WORK R WORK - LIVE LODGI NG BED & BREAKFAST R INN HOTEL OFFICE OFFICE R COMMERCIAL AUTO -RELATED COMMERCIAL ESTAB. ENTERTAINMENT ESTABLISHMENT ENTERTAINMENT ESTAB. - ADULT FOOD SERVICE ESTABLISHMENT R ALCOHOL BEVERAGE SERVICE ESTAB. E GENERAL COMMERCIAL R MARINE RELATED COMMERCIAL ESTAB. OPEN AIR RETAIL PLACE OF ASSEMBLY RECREATIONAL ESTABLISHMENT AMUSEMENT RIDE CIVIC COMMUNITY FACILITY W RECREATIONAL FACILITY E R This submittal needs to be scheduled fora pubic hearing In accord and wtl timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 7 T3 T3 T4 RELIGIOUS FACILITY E R REGIONAL ACTIVITY COMPLEX CIVIC SUPPORT COMMUNITY SUPPORT FACILITY W INFRASTRUCTURE AND UTILITIES W W MAJOR FACILITY MARINA W PUBLIC PARKING W RESCUE MISSION TRANSIT FACILITIES W EDUCATIONAL CHILDCARE W COLLEGE / UNIVERSITY ELEMENTARY SCHOOL E E LEARNING CENTER E MIDDLE / HIGH SCHOOL E E PRE-SCHOOL E E RESEARCH FACILITY R SPECIAL TRAINING / VOCATIONAL INDUSTRIAL AUTO -RELATED INDUSTRIAL ESTBL. MANUFACTURING AND PROCESSING MARINE RELATED INDUSTRIAL ESTBL. PRODUCTS AND SERVICES STORAGE/ DISTRIBUTION FACILITY This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Rezoning Miami 21: Article 7, Section 7.1.2.8 - Amendments to Miami 21 Code In accordance with Article 7, Section 7.1.2.8.a, a change may be made to a transect zone in a manner which maintains the goals of Miami 21. The recommendations of the Planning, Zoning and Appeals Board ("PZAB") shall show that the board has considered and studied the application in regard to the following criteria: Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 8 Criteria 1 Article 7, Section 7.1.2.8.f.1.a "The relationship of the proposed a goals, objectives and policies of the Comprehensive Plan, consideration as to whether the proposed change will further the goal policies of the Comprehensive Plan; the Miami 21 Code; and other cit NOTICE This submittal needs to be schedu lee fora public hearing in accordance wr h timelines set forth in the City of MiamiCode. The appliwGe decision -making body ...IC rexew the Information at the public hearing to render a recommend&on or a finaidecidon. Analysis As described above, the requested amendment is consistent with multiple goals, objectives, and policies of the Miami Comprehensive Neighborhood Plan. Specifically, Future Land Use Objective LU-1.5 and Coastal Management Objective CM-4.1 both address important ecological considerations. Policy LU-1.5 considers 'the protection of ecological resources, such as the Little River, which would not be differently affected by the proposed amendment. Objective CM-4.1 considers the impact of storms and hurricanes on human life and property. This proposed amendment would provide for the opportunity for non-residential development, decreasing the chances of the loss of human life with fewer residents living within a vulnerable area, consistent with Objective CM-4.1. PZ-20-6058 09/19/22 Finding In accordance with Article 7, Section 7.1.2.8 (f)(1)(a) of Miami 21 Code, the requested Criteria 1 change in zoning is consistent. Criteria 2 Article 7, Section 7.1.2.8.f.1.b. "The need and justification for the proposed change, including changed or changing conditions that make the passage of the proposed change necessary." Staff reviewed the zoning Transects within a quarter -mile area of the Property and ound that only three percent of the area (just under three acres) has undergone any change of zoning within the last 10 years. While this is not a large amount of land, it is also similar in scale to the whole city, which on average has seen a rate of zoning changed at four percent since the adoption of Miami 21 over 10 years ago. The entire neighborhood may not be undergoing large-scale changes, but there are redevelopment pressures within close proximity to the Property. The area that was rezoned is situated nearby along the NE 82 Street corridor. Additionally, Miami Dade County is taking steps to develop the Strategic Miami Area Rapid Transit ("SMART") plan for mass transit development. The "Northeast Corridor" of the SMART plan includes a premium transit route from Downtown Miami to the Broward County line and northward, along the FEC Railroad. This study area will quickly gain attention along with the development of a Transit Oriented Development around a new station along the NE 82 Street/NE 79 Street corridors. The resulting commuter rail would generate demand for increased housing and employment opportunities, with new transportation infrastructure. The final 2020 Land Use Scenario and Visioning Planning report (Attachment 5) documents the land use and economic trends and preferred models for the whole corridor, including the NE 79 Street station area. The study also referenced a 2019 Transit Oriented Development study focusing on the Tri-Rail Coastal Link project (Attachment 6) conducted for the City of Miami to study station area development for a potential Tri-Rail route along the same right-of-way. The earlier Tri-Rail study did not make specific recommendations for this Property, but it did recommend land development regulation changes generally, to account for increased growth rates for demand in housing and economic activity. These included height increases and mixed -use allowances. The 2020 SMART Plan study had similar findings. This study examined potential growth trends 1 Analysis for Criteria 2 Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 9 for station area planning, with consideration for modeling potential p at each given station. This study found strong potential for populatio to a high ridership forecast for the planned station at NE 79 Street. Re for the station area included land uses and zoning designations more with a TOD, including increased height and intensity. This submittal needs to be scheduled fora public hearing in accordance wah timelines set forth in the City of Miami Code. The appllcabe decision -malting body will renew the information at the puboc hearing to render a recommendation or a finolilecia on. PZ-20-6058 09/19/22 Finally, the projected impacts from sea level rise present particular challenges o development along the Little River. Portions of the neighborhoods around the Little River are already experiencing regular effects from sea level rise, including sunny -day flooding during high tide events in the spring and the fall. The area experienced extensive flooding from Hurricane Irma in 2017, with projected sea level rise to exacerbate issues such as this. Coastal Management Policy CM-4.1.2 of the MCNP discourages the development of residential uses in locations vulnerable to stormwater impacts, including sites like this Property, saying "Continue to direct population away from the Coastal High Hazard Area..." which, due to its proximity, impacts this (Property. Finding In accordance with Article 7, Section 7.1.2.8 (f)(1)(b) of Miami 21 Code, the requested Criteria 2 change in zoning is consistent. Criteria 3 ' rticle 7, Section 7.1.2.8.f.2. "A change may be made only to the next intensity Transect Zone or by a Special Area Plan, and in a manner, which maintains the goal of this Miami 21 Code to preserve Neighborhoods and to provide transitions in intensity and Building Height." nalysis The requested change of zoning from "T3-O" Sub -Urban Transect Zone -Open to "T4- Criteria 3 L" General Urban Transect Zone -Open constitutes a successional rezone to the next higher Transect Zone, as depicted in the referenced table for successional zoning changes of Miami 21 Code, Sec. 7.1.2.8 (a)(3). Additionally, per the Applicant letter of intent, " In City's Parks & Open Space Master Plan (2007), the Property is identified for future development as the "Little River Preserve"— an open space on the western bank of the Little River that would enhance park access within the Little Haiti subarea. The development of this approximately 2.5- acre site in this manner was identified as a complement to the existing Oakland Grove Mini Park. To date, each proposal for the development of the Property has been inconsistent with the City's vision as articulated in the master plan. Pelican Harbor's acquisition of the Property represents an opportunity to align its mission with the City's vision in its master plan. The relocation of the organization's seabird station onto the Property will provide for the future development of a Community Facility that will operate in many respects like a park and open space. In addition, per the Applicant's initial analysis of the site's characteristics, it appears that the site is potentially rich in archaeological artifacts. The Applicant looks forward to incorporating the archaeological heritage of the site as part of its plan to activate the site for its current mission and broader community access." Finding Pursuant to Article 7, Section 7.1.2.8.a of Miami 21 Code, the request to rezone is Criteria 3 consistent with the Miami 21 Code. Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 10 There are a number of ways that the application proposes a change to the Pr that maintain the goals of the Miami 21 Code, as described above. Based analysis and findings, staff recommends approval of the application to rezone the 399 NE 82 Terrace, Miami, FL, from "T3-O" Sub -Urban Transect — Open to "T4-L' Urban Transect — Limited. La iaiLa, Wu.� Lakisha Hull, AICP, LEED AP BD+C Planning Director 3 4ka 3'&11.MA_A- Sevanne Steiner, CNU-A Assistant Director Attachments: Attachment 1 — Legal Description Attachment 2 — Declaration of Restrictive Covenants (July 16, 2007) Book 25862, Pages 3302-3306 Attachment 3 — Memo from the Zoning Administrator for the Covenant Release Committee Attachment 4 — Proffered Declaration of Restrictive Covenants Attachment 5 — SMART Plan Land Use Study NOTICE This submittal needs to be scheduled for a public hearing in accordance with bmaIines set forth in the City of Miami Code.The applicade decision-rna king body will review the intonnalion at the pubdc hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 The final decision may be appealed by any aggrieved party, within fifteen (15) days of the date of issuance by filing a written appeal and appropriate fee with the Office of Hearing Boards, located at 444 SW 2nd Ave., 3rd Floor, Miami, FL 33130 Telephone number (305) 416-2030. Staff Analysis PZ-20-6058 399 NE 82 Ter — Page 11 Attachment 1 ifidone.„ odescostrifirlON OF' FROPOSED NETS SLUM DESIGNATION This submittal needs to be scheduled fora public hearing in accordance with tirnetines set forth in the City of Mlaml Code. The applicable decIslon-ma king body will review the information at the public hearing to render a recommendation or a fine decision. PZ-20-6058 09/19/22 BEGANNIONGO oat a point SET Diouf orthe finfiroo ffinorridoir ot Lot Sorotelfinsion as recinfroolefil was criddifirodit2T2 ifierracee thangue atoreof oreoirl Eastierei rigresofferify ifitotrogfirri Afireonowe and Sifirsitioreslis rightifinfordray„ Effoosterly ter rimionds and Pis filoftiveasterfor Streel tlrie 1'0 rye distance of misficiar yr- so the dieuroginnace sotesfirs line of tone DASD fireen thence with the nfieanders of said !VAHAN. fine the foliowing courses: Due East a distance of SEA, SMAGOIS a distance of 212, SIOACIVE a distance cif GODS 532.13CEE a distance of:75' .and DASISCEE a distance of 83- Ass to a point on trie age:stens rigritionoway at she GEL Rahroad; omerice wan said Seestedy rigturforsouray DififfidifoldriddIN a distance or TA 41- to a point ot curvature and with the arc of a CLU'Ve te the oreft rfarafing for ofis Merl -tents a radius ot Atitiodeldire a ceritraii anger ot Ifirierfiegir„ a distance of 65611fic to a point on the aforementioned odortheny rightfornmas ot 82fla 'Terrace: Tr,erce riliTITATT3CTITTurith saki' INortherty TITTrtroTruraT a distance of ETTTIT to the POIRTI BEETITHITITITS„ corrEaujlurUz L,E6 acreS nnore or' peSs, Attachment 1 NOTICE This submittal needs to be scheduled for a public hearing in accordance with timelines set forth in the City of Miami Code. The appLicatie decision -malting body wilL review the intomlation at the pone hearing lo render a recommendation or a final decision <c, kelt! Ew CO' PZ-20-6058 09/19/22 11111111111111111 C=F1 OR 1=k 258 RECQRDE HARVEY h1IAM1-9 This instrument prepared by and, when recorded, should be returned to: A. Vicky Garcia -Toledo, Esquire Bilzin Sumberg Baena Price & Axelrod LLP Suite 2500 200 South Biscayne Boulevard Miami, Florida 33131 This submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 (Space Above For Recorder's Use Only) DECLARATION OF RESTRICTIVE COVENANTS The undersigned owner ("Owner") of the real property (the "Property") lying, being and situated in the City of Miami, Miami -Dade County, Florida, and legally described in Exhibit "A", which is attached hereto and made a part hereof, and located at: Street Address: 399 NE 82 Terrace, Miami, Florida IN ORDER TO ASSURE the City of Miami that the representations made to them by the Owner in connection with that certain public hearing application for an amendment to the Miami Comprehensive Neighborhood Plan and that certain public hearing application for an amendment to the Zoning Atlas and/or Overlay District (collectively, the "Applications") will be abided by the Owner, its heirs, successors or assigns, freely, voluntarily and without duress, Owner makes the following Declaration of Restrictive Covenants ("Declaration") covering and running with the Property: (1) The Owner voluntarily proffers the following conditions to the development of the property: (a) Provide one vehicular access from North East Fourth Avenue into an internal drive to the project and to serve as the access point to all units. if requested by the Fire Department for the life safety needs of the community, a "break -away" metal exit may be provided for use by emergency vehicles only. (b) (c) Provide four (4) units within the affordability range of workforce housing as identified by Miami -Dade County. Provide a "look out" to the Little River Canal, which will be submitted to the Oakland Grove Homeowners Association for design input. (d) Provide a tree mitigation and relocation plan. (e) Provide a sidewalk as part of the project on the east side Avenue. (f) (g) Provide the option of the traffic mitigation plan as presented b Garcia and Associations to be implemented only by and at the requ the Oakland Grove Homeowners Association. Ms submittal needs to be scheduled for a public healing In accordance wilt hmellnes set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a fine decia on. PZ-20-6058 Provide that the subject property shall not seek a change of zoning for a period of ten (10) years following the adoption date of the change of zoning from R-1 to Single Family Residential to R-2 Duplex Residential on May 24, 2007. (2) Conditions Precedent, This Declaration shall become final and shall be recorded in the Public Records of Miami -Dade County, Florida only upon, and is expressly conditioned upon, the approval by the City Commission of the City of Miami and expiration of all applicable appeal periods of the Applications pending before the City Commission. (3) Covenant Running with the Land, This Declaration on the part of the Owner shall constitute a covenant running with the land and shall be recorded in the public records of Miami -Dade County, Florida and shall remain in full force and effect and be binding upon the Owner and its heirs, successors and assigns, until such time as the same is modified or released, These restrictions shall be for the benefit of, and limitation upon, all present and future owner(s) of the Property. (4) Modification, Amendment, Release. This Declaration may be modified, amended or released (a "modification") as to the Property, or any portion thereof, by a written instrument executed by the then owner(s) of the Property, or portion thereof, provided that the same also is approved by the City of Miami, Florida, after public hearing with, at a minimum, written notice to all property owners within 500 feet of the Property shown on the Miami -Dade County tax rolls as of the date of application. Modification of this Declaration shall require the affirmative approval of a simple majority of the City Commission of the City of Miami. Any modification, amendment or release shall be in a form acceptable to the City Attorney. (5) Enforcement. Enforcement shall be by action against any parties or person violating, or attempting to violate, any covenants of this Declaration. This enforcement provision shall be in addition to any other remedies available at law or in equity or both. (6) Election of Remedies. All rights, remedies and privileges granted herein shall be deemed to be cumulative and the exercise of any one or more 'shall neither be deemed to constitute an election of remedies, nor shall it preclude the party exercising the same from exercising such other additional rights, remedies or privileges. 2 (7) Severability. Invalidation of any one of these covenants, by jud in no way shall affect any of the other provisions, which shall remai and effect. This submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. (8) Recording. This Declaration shall be filed of record .by the Owner in the p records of Miami -Dade County, Florida at the cost of the Owner as provided in Section 3 of this Declaration. The Owner shall promptly furnish the Department of Hearing Boards with a recorded copy of this covenant. PZ-20-6058 09/19/22 (Signature Page Follows) 3 Address: /,Zez-#.° Print Name Address: 97/3- 41-441970 STATE OF FLORIDA COUNTY OF Miflehe ) SS. °weir LITTLE RIVER PLAZA, LLC The foregoing instrument was acknowledged before me this }2th day of June, 2007 by KATIA TRAIKOS, as Managing Member of LITTLE RIVER PLAZA, LLC, who is personally known to me or produced a valid driver's license as identification. My Commission Expires: /% /©g Notary Public Sign Name: Print Name: Signed, witnessed, executed and acknowledged this 12th day of June, 2007. 4 NOTICE This submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The applies de decIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 NICHOLAS D. PERRIS Comm. D00349255 Expires 812712008 Bonded Om (800)432-42554 Florida Notary Assn., Inc OR BK 25 1_AST PAG PUB1.ic �.n Exhibit "A►" Lezal Description NOTICE This submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Q rEV+Ew cc A portion of Lot 19 of "TUTTLES SUBDIVISION", according to the plat thereof as recorded in Plat Book B, at Page 3, of the Public Records of Miami -Dade County, Florida, lying South of the South line of the Little River and West of the Westerly Right -of -Way line of the Florida East Coast Railroad Right -of -Way, being more particularly described as follows: Commence at the Southwest corner of said Lot 19; thence run East, along the South Line of said Lot 19, for a distance of 162.00 feet to the Point of Beginning of parcel of land hereinafter to be described; thence continue East, along said South line of Lot 19, for a distance of 60.00 feet to a point of intersection with the Westerly Right -of -Way line of the Florida East Coast Railroad Right -of -Way, said point being a point on curve bearing S. 84° 06' 06" E. to the center of said curve, having for its elements a Radius of 1960.08 feet and a central angle of 19° 13' 34";. Thence run Northeasterly along the arc of said circular curve, concave to the Southeast, (also being said Westerly . right-of-way line), for an arc distance of 657.72 feet to a point of tangency of said circular curve (said point bears N. 64° 52' 32" W. from the center of said curve); Thence run N. 25° 07' 28" E. for a distance of 14 feet, more or less, to the Southerly water's edge of the Little River; Thence meandering Northwesterly and Westerly, along said Southerly water's edge, for a distance of 338 feet more or less to a point of intersection with the Easterly line of Lot 13 of "FLORA DEL RIO", according to the plat thereof as recorded in Plat Book 42, at Page 38, of the Public Records of Miami -Dade County, Florida; Thence run S. 00° 08' 06" W., along said Easterly line of Lot 13 and its Southerly extension, for a distance of 172 feet more or less to the Southeast corner of the Right -of -Way of N.E. 84th. Street, as shown on recorded plat of "FLORA DEL RIO", according to the plat thereof as recorded in Plat Book 42, at Page 38, of the Public Records of Miami -Dade County, Florida; Thence run West, along the Southerly line of said right-of-way of N.E. 84th. Street, for a distance of 20.00 feet to a point of intersection with the Easterly Right -of -Way line of N.E. 4th. Avenue, as shown on said recorded plat of "FLORA DEL RIO"; Thence run S. 00° 08' 06" W. along said Easterly Right -of -Way line of N.E. 4th. Avenue, for a distance of 692.50 feet to the Point of Beginning. Said described parcel of land lying and being situated in the City of Miami, Miami -Dade County, Florida. Property Address: 399 N.E. 82nd Terrace, Miami, Florida. MIAMI 1265025.3 7678424983 6/04/07 11:57 AM 5 Book25862/Page3366 CFN#20070814994 NOTICE This submittal needs to be scheduled fora public hearing In accord and wtl timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 NE 88TH ST a City Boundary Quarter -Mile Study Area 0 Subject Property Parcel IPCC 2040 - Category 1 Storm Inundation Risk NOAA 2040 - Category 1 Storm Inundation Risk NE 86TH ST 79TH ST zh m 0 0.06 I I I *model includes projections of sea level rise using the Southeast Florida Regional Climate Change Compact's Unified Sea Level Rise Projection UNNAMED NE81STST This submittal needs to be scheduled fora public hearing in accordance with timelines set forth in the City of Miami Code. The applicable decision -making body will reNewlhe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 NE 78TH ST 0.13 0.25 Miles I 1 1 1 I NE 88TH ST NE 84TH ST a City Boundary Quarter -Mile Study Area 0 Subject Property Parcel IPCC 2060 - Category 1 Storm Inundation Risk NOAA 2060 - Category 1 Storm Inundation Risk Q 1— w NE 87TH ST NE 86TH ST UNNAMED E 82ND.ST 0 M' uJ 79TH-ST z NOTICE This submittal needs to be scheduled fora public hearing in accordance with timelines set forth in the City of Miami Code. The applicable decision -making body will reNewlhe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 NE 78TH-ST` 0 0.06 0.13 0.25 Miles 1 1 1 1 1 1 1 1 1 *model includes projections of sea level rise using the Southeast Florida Regional Climate Change Compact's Unified Sea Level Rise Projection -NE 8 i +DrLNr NE:83RD- > TER m Document prepared by: Office of City Attorney 444 S.W. 2nd Avenue, Suite 945 Miami, FL 33130-1910 Return Recorded Copy to: City of Miami Planning Department, Attn: Planning Director 444 S.W. 2nd Avenue, 3rd Floor Miami, FL 33130-1910 Folio No(s): 01-3207-020-0310 This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 (Space Above for Recorder's Use Only) DECLARATION OF RESTRICTIVE COVENANTS THIS DECLARATION OF RESTRICTIVE COVENANTS (the "Declaration"), made this day of 2021, by PELICAN HARBOR SEABIRD STATION, INC., a Florida not -for - profit corporation having offices at 1279 NE 79th Street Causeway, Miami, Florida 33138 (the "Owner"), in favor of the City of Miami, Florida, a municipality of the State of Florida (the "City"). WHEREAS, Owner holds fee -simple title to certain property in the City of Miami, Florida, located at 399 NE 82nd Terrace (Folio No. 01-3207-020-0310), legally described and depicted in Exhibit "A" attached hereto and a part hereof (the "Property"); and WHEREAS, Owner submitted an application for a Future Land Use Map ("FLUM") amendment and rezoning of a portion of the Property from its current FLUM and zoning designations of Medium Density, Multi -Family Residential and Sub -Urban Transect Zone Open (T3-O) to Medium -Density Restricted Commercial and General Urban Zone Limited (T4-L) (the "Applications"); and WHEREAS, Owner as an inducement to the City's approval of the Applications voluntary proffers this Declaration and the limitations on the future development of the Property outlined herein; and NOW, THEREFORE, the Owner, for valuable consideration, the receipt and adequacy of which are hereby acknowledged, voluntarily covenants and agrees that the Property shall be subject to the following restrictions that are intended and shall be deemed to be a covenant running with the land and binding upon the Owner of the Property, and its heirs, grantees, successors, and assigns as follows: 1. Recitals. The recitals and findings set forth in the preamble of this Declaration are hereby adopted by reference thereto and incorporated herein as if fully set forth in this Section. 2. Use Restriction(s): City and Owner both acknowledge and agree that the Owner's intended use of the Property is properly characterized as a "Civic" and "Community Facility" given its community - oriented objectives performed by the Owner, which is a not -for -profit organization, for the benefit of the general public and the non-commercial nature of the facility. A copy of the City's confirmation of the nature of the proposed Use is enclosed as Exhibit "B" which exhibit is attached hereto hereof. A. Community Facility Use. Notwithstanding the provisions of Article Miami 21, as the same may be amended from time -to -time, Owner hereby agrees to limit its Property during the term of this Declaration as follows: This submittal needs to be scheduled fora public hearing In accordance votth timelines setfodh in the City of Miami Code. The appllwGe decision -making body will resew the information at the pubnc hearing to render e recommendation or a final decision. PZ-20-6058 09/19/22 i. Limitation on Uses/Activities. Owner shall solicit a Warrant from the City for the operation of a Community Facility on the Property. Said Community Facility shall serve as the corporate headquarters for the Owner and consist of or house the following: (i) office space for the Owner's staff; (ii) a wildlife hospital for the provision of medical and surgical care for sick, injured or orphaned native animals; (iii) indoor boarding facilities for sick, injured or orphaned native birds and wildlife; (iv) outdoor, screened pens for the boarding of recovering or permanently disabled native birds and wildlife; and (v) indoor and outdoor general purpose spaces for the hosting of small gatherings or educational programming consistent with the charitable mission of the Owner. ii. Limitation on Services Rendered. Owner further covenants and agrees to provide medical or surgical care for injured or sick native birds and wildlife exclusively for charitable purposes and the preservation animals which are native to the local community. Owner shall neither accept nor render services to domesticated pets, domesticated farm animals or exotic birds for treatment or care at the facility on its Property. iii. Limitation on Fee for Services. Owner further covenants and agrees that it shall neither solicit nor accept any fee for service or such other financial consideration from members of the general public (i.e. a consumers) in exchange for its provision of medical, surgical or boarding services to native birds and wildlife on the Property. Nothing herein, however, shall be construed to preclude the Owner from soliciting charitable contributions or grants from individual donors, foundations, governmental agencies, or the like for the provision of medical or surgical care, including boarding, for sick or injured, native birds and wildlife in furtherance of its charitable mission. B. Maximum Capacity. Owner and City acknowledge that the demand for Owner's services fluctuates from year-to-year. Notwithstanding the foregoing, Owner hereby covenants and agrees to limit its capacity for the provision of boarding services to those areas identified within the proposed building and within open air, screened pens which shall be limited to not more than ten percent (10%) of the Property's Lot Area. C. Public Access. Members of the general public shall be permitted access to the portions of the Property located north of N.E. 84th Street via a path accessible from the Property's Frontage at the intersection of N.E. 4th Avenue & 84th Street. To the extent Owner procures access rights to all or a portion of the waterfront immediately abutting the Property to the North, Owner shall extend access to members of the general public under the same terms and conditions. Members of the general public shall be authorized to access the Property during the Declarant's normal operating hours (presently Monday through Sunday from 9 A.M. to 5 P.M.) or on such other dates or during such other hours as the Owner may establish in its sole discretion. D. Conditions. The above -listed limitations on the future use of the Property shall be reflected as conditions to the Warrant solicited by the Owner for the desired Community Facility Use. 3. Effective Date. The provisions of this Declaration shall become effective upon in the Public Records of Miami -Dade County, Florida. These restrictions shall be for the b limitation upon, all present and future owners of the Property and for the public welfare. This submittal needs to be scheduled fora pubic hearing In accordancewM1h timelines set forth in the City of Miami Code. The applica decision -malting body will renewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 4. Term of Declaration. This Declaration shall remain in full force and effect for a period of thir (30) years from the date this instrument is recorded in the Public Records, after which time they shall be automatically extended for successive periods of ten (10) years, unless modified, amended or released prior to the expiration thereof and in accordance with the terms of Section 5. 5. Inspection & Enforcement. It is understood and agreed that any official inspector of the City of Miami may have the right at any time during normal working hours of the City of Miami's inspector to enter upon the Property for the purpose of investigating the use of the Property, and for determining whether the conditions of this Declaration and the requirements of the City's building and zoning regulations are being complied with. An action to enforce the terms and conditions of this Declaration may be brought by the City and may be by action at law or in equity against any party or person violating or attempting to violate any covenants of this Declaration or provisions of the building and zoning regulations, either to restrain violations or to recover damages. This enforcement shall be in addition to any other remedies available under the law. 6. Cumulative. All rights, remedies, and privileges gained herein shall be deemed to be cumulative and the exercise of any one or more shall neither be deemed to constitute an election of remedies, nor shall it preclude the party exercising the same from exercising such other additional rights, remedies or privileges as may be available to it. 7. Amendment, Modification, Release. This instrument may be amended, modified or released as to any portion or all of the Property only after the occurrence of a public hearing before, and approval from, the City Commission. Any amendment, modification, or release shall be executed by the Planning Director and the Zoning Administrator, or their successor or designee, and be in a form acceptable to the City Attorney. In the event the majority of the properties abutting the Property are redesignated to a designation of General Urban Transect Zone Limited (T4-L) or greater during the term of this Declaration, this Declaration shall be of no further force and effect and shall no longer bind the Owner, or their heirs or successors. 8. Severability. Invalidation of any one of these covenants by judgment of a Court shall not affect any other provisions of the Declaration, which shall remain in full force and effect. 9. Recording. This Declaration shall be filed of record among the Public Records of Miami -Dade County, Florida, at the cost of the Owner, within thirty (30) days of the acceptance by the City. The Owner shall furnish a copy of the recorded Declaration to the City Department of Hearing Boards within thirty (30) days of recordation. 10. Counterparts/Electronic Signature. This Declaration may be executed in any number of counterparts, each of which so executed shall be deemed to be an original, and such counterparts shall together constitute but one and the same Declaration. The parties shall be entitled to sign and transmit an electronic signature of this Declaration (whether by facsimile, PDF or other e-mail transmissions), which signature shall be binding upon the party whose name is contained therein. Any party providing an electronic signature agrees Declaration upon request. 11. Vested Rights. whatsoever to the Declarant, to promptly execute and deliver to the other parties an Nothing in this Declaration shall be construed to create any its successors, or assigns. [SIGNATURE PAGES TO FOLLOW] This submittat needs to be scheduled fora public hearing in accordance with timelines set forth in the City of Miami Code. The applicabLe decision -making body ...IC renew the information at the pubc hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Signed, witnessed, executed, and acknowledged this day of , 20 PELICAN HARBOR SEABIRD STATION, Florida Not -for -Profit Corporation By: Witness: Print Name: Title: Print Name: Print Name: STATE OF FLORIDA } } SS COUNTY OF MIAMI-DADE } This submittal needs to be scheduled fora pubic hearing In accord and w10 timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywill renew the Information al the pubic hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 The foregoing instrument was acknowledged before me this day of 2020, by , as of PELICAN HARBOR SEABIRD STATION, INC., a Florida not -for - profit corporation. Personally known or Produced Identification Type of Identification Produced Print or Stamp Name: Notary Public, State of My Commission Expires: This submittal needs to be scheduled fora pobdc hearing In accord and w10 timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information al the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 APPROVED AS TO CONTENTS: Cesar Garcia -Pons, AICP, LEED AP Planning Director Daniel Goldberg, Esq. Zoning Administrator APPROVED AS TO LEGAL FORM AND CORRECTNESS: Victoria Mendez, Esq. City Attorney MORTGAGEE JOINDER GROVE BANK & TRUST, whose mailing address is 2701 S. Bayshore Drive, Miam (hereinafter, "Lender"), which is the owner and holder of the following described mortgage do (the "Lender Documents"): This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. That certain Mortgage, executed by PELICAN HARBOR SEABIRD STATION, INC., a Florida not -for -profit corporation, in favor of Lender, recorded on July 29, 2020, in the Official Records Book 32027, at Page 264, in the Public Records of Miami -Dade County, Florida, Hereby agrees to subordinate the lien on the Lender Documents to the terms of the Declaration. WITNESSES: LENDER: GROVE BANK & TRUST, a Florida For - Profit Corporation Name: Printed Name: Name: By: Printed Name: Name: PZ-20-6058 09/19/22 The foregoing instrument was acknowledged before me this day , 20 , by as , of Grove Bank & Trust, a Florida for -profit corporation, who is personally known to me, or has produced a as identification. Printed Name: Notary Public My Commission Expires: EXHIBIT "A" LEGAL DESCRIPTION This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 A portion of Lot 19 of "TUTTLES SUBDIVISION", according to the plat thereof as recorde in Plat Book B, at Page 3, of the Public Records of Miami -Dade County, Florida, lying South of South line of the Little River and West of the Westerly Right -of -Way line of the Florida East Coast Railroad Right -of -Way, being more particularly described as follows: Commence at the Southwest corner of said Lot 19; thence run East, along the South Line of said Lot 19, for a distance of 162.00 feet to the Point of Beginning of parcel of land hereinafter to be described; thence continue East, along said South line of Lot 19, for a distance of 60.00 feet to the point of intersection with the Westerly Right -of -Way line of the Florida East Coast Railroad Right -of -Way, said point being a point of curve bearing S. 84° 06' 06" E. to the center of said curve, having for its elements a Radius of 1960.08 feet and a central angle of 19° 13' 34"; Thence run Northeasterly along the arc of said circular curve, concave to the Southeast, (also being said Westerly right-of-way line), for an arc distance of 657.73 feet to a point of tangency of said circular curve (said point bears N. 64° 52' 32" W. from the center of said curve); Thence run N. 25° 07' 28" E. for a distance of 14 feet, more or less, to the Southerly water's edge of the Little River; Thence meandering Northwesterly and Westerly, along said Southerly water's edge, for a distance of 338 feet more or less to a point of intersection with the Easterly line of Lot 13 of "FLORA DEL RIO", according to the plat thereof as record in Plat Book 42, at Page 38, of the Public Records of Miami -Dade County, Florida; Thence run S. 00° 08' 06" W., along said Easterly line of Lot 13 and its Southerly extension, for a distance of 172 feet more or less to the Southeast corner of the Right -of -Way of N.E. 84th Street, as shown on the recorded plat of "FLORA DEL RIO", according to the plat thereof as recorded in Plat Book 42, at Page 38, of the Public Records of Miami -Dade County, Florida; Thence run West, along the Southerly line of said right-of-way of N.E. 84th Street, for a distance of 20.00 feet to a point of intersection with the Easterly Right -of -Way line of N.E. 4th Avenue, as shown on said recorded plat of "FLORA DEL RIO"; Thence run S. 00° 08' 06" W. along said Easterly Right -of -Way line of N.E. 4th Avenue, for a distance of 692.50 feet to the Point of Beginning. Said described parcel of land lying and being situated in Miami -Dade County, Florida. Parcel Identification Number: 01-3207-020-0310 LESS A parcel of land in Lot 19, of the subdivision of the Northwest one -quarter (NW 1/4) of Section 7, Township 53 South, Range 42 East, according to the plat thereof as recorded in Plat Book B, Page 3, Miami -Dade County, Florida, Public Records, (commonly known s Tuttle Subdivision); said parcel of land being more specifically described as follows: Commencing at the Northeast (NE) corner of Lot 13, Flora -del -Rio, a subdivision in the Northwest one -quarter (NW 1/4) of Section 7, Township 53 South, Range 42 East, according to the Plat thereof as recorded in Plat Book 42, Page 38, Miami -Dade County, Florida, public records; said point being the point of beginning, bear South 2°20'23" East, east line of said Lot 13, a distance of 178 feet, more or less; thence, North 87°31'31 distance of 20 feet; thence, North 2°20'23" West, a distance of 141.56 feet; thence, 89°43'32"East, a distance of 45.98 feet; thence, South 25°39'25" East, a distance of 1 feet; thence, South 67°42'29" East, a distance of 83.3 feet, more or less, to a point intersection with the northwesterly right-of-way line of the Florida East Coast Railway Company; thence, Northeasterly along the said Railway right-of-way line to a point of intersection with the south bank of the Little River Canal; thence, Northwesterly along that said south canal bank to the point of beginning. This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywIIL review the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 (TITLE COMMITMENT PER OLD REPUBLIC NATIONAL TITLE INSURANCE COMPANY COMMITMENT NUMBER:20007284, COMMITMENT REVISED DATE JANUARY 23, 2020 @ 7:45 A.M. : SCHEDULE B PART II EXCEPTIONS ITEM NO . 1 DEFECTS, LIENS, ENCUMBRANCES, ADVERSE CLAIMS OR OTHER MATTERS, IF ANY CREATED, FIRST APPEARING IN THE PUBLIC RECORDS OR ATTACHING SUBSEQUENT TO THE EFFECTIVE DATE HEREOF BUT PRIOR TO THE DATE THE PROPOSED INSURED ACQUIRES FOR VALUE OF RECORDTHE ESTATE OR INTEREST OR MORTGAGE THEREON COVERED BY THIS COMMITMENT (NOT A SURVEYOR MATTER) ITEM NO. 2 RIGHTS OR CLAIMS OF PARTIES IN POSSESSION.(NOT A SURVEYOR MATTER) ITEM NO. 3 CONSTRUCTION, MECHANIC'S, CONTRACTORS) OR MATER IALMEN)S LIEN CLAIMS, IF ANY, WHERE NO NOTICE THEREOF APPEARS OF RECORD (NOT A SURVEYOR MATTER) ITEM NO. 4 GENERAL OR SPECIAL TAXES AND ASSESSMENTS REQUIRED TO BE PAD IN THE YEAR 2020 AND SUBSEQUENT YEARS. (NOT A SURVEYOR MATTER) ITEM NO. 5 ANY LIEN PROVIDED BY COUNTY ORDINANCE OR BY CH 159, ES , IN FAVOR OF ANY CITY, TOWN, VILLAGE OR PORT AUTHORITY, FOR UNPAID SERVICE CHARGES FOR SERVICES BY ANY WATER SYSTEMS, SEWER SYSTEMS OR GAS SYSTEMS SERVING THE LAND DESCRIBED HEREIN, AND ANY LEN FOR WASTE FEES IN FAVOR OF ANY COUNTY OR MUNICIPALITY (NOT A SURVEYOR MATTER) ITEM NO. 6 INTENTIONALLY DELETED ITEM NO. 7 INTENTIONALLY DELETED. ITEM NO. 8 DECLARATION OF RESTRICTIVE COVENANTS RECORDED IN OFFICIAL RECORDS BOOK 25862, PAGE 3302, OF THE PUBLIC RECORDS OF MIAMI DADE COUNTY, FLORIDA, WHICH CONTA NS PROVISIONS CREATING EASEMENTS (NOT PLOTTABLE) ITEM NO. 9 INTENTIONALLY DELETED ITEM NO. 10 RIPARIAN AND LITTORAL RIG HTS ARE NOT INSURED. (AS SHOWN) ITEM 180.11 ANY PORTION OF THE LAND LYING WATERWARD OF THE MEAN HIGH WATER LINE OF LITTLE RIVER, AND LANDS ACCRETED THERETO (AS SHOWN) ITEM NO. 12 RIGHTS OF LESSEES UNDER UNRECORDED LEASES(NOT A SURVEYOR MATTER) CONTACT PHONE NUMBERS: 1411.11-0.. COUNTY DM DEVELOPMENT DIVISION: W5)0162156 CITY OF1411.11PLANIVING &ZONING W5)0161095 FOLIO NUMBER: 01-320.7-020-0310 STATEMENT OF ENCROACHMENTS: THERE ARE NO ABOVE GROUND ENCHROACTIMENTS NO EARTH MOVING WORK, BUILDING CONSTRUCTION OR BUILDING ADDITIONS HAVE BEEN NOTICED. THERE IS NO PHYSICAL EVIDENCE THAT THE SITE WAS EVER USED AS A SOLID WASTE DUMP, SUMP OR SANITARY LANDFILL LAND AREA: 101,178 iSaFT. ACRES) Area after removal of 11.5'Proposetl.netl Right of Way =101310+54.7T. ACRES) UTILITY COMPANIES: Florida Power G Light - 305-311-6108 Water G Sewer - NIFTA RINCON 305-372-6639 ZONED: T3 0 RESIDENTIAL SINGLE FAMILY AND TWO FAMILY RESIDENCE (DUPLEX) SITE RESTRICTIONS: FOR OFFICIAL INFORMATION, PLEASE REFER TO THE.. DOZEOPMENT CODE CITY 0,411.11, FLORIDA "ALTA/ACSM Land Title Survey" LEGAL DESCRIPTION A PORTON OF LOT 19 OF "TUTTLESSUBDIMSION", ACCORDING TO THE PLAT THEREOF AS RECORDED IN PLAT BOOK B, AT PAGE 3, OF T-IE PUBL. RECORDS OF MIAMI-DADE MUNN, FLORIDA, LYINGSOUT-I OF THE SOUTH LINE OF THE LITTLE RIVER AND WEST OF THE WESTERLY RIGHT-OFWAY UNE OF THE FLORIDA EAST COAST RAILROAD RIGHT-OF-WAY, BEING MORE PARTICULARLY DESCRIBED AS FOLLOWS COMMENCE AT THE SOUTHWEST CORNER OF SAID LOT 19, T-IENCE RUN EAST (MEASURED=NORTH 87.32.12" EAST),ALONG THESOUT-I LINE OF SAID LOT 19, FOR A DISTANCE OF 162.00 FEET TO THE POINT OF BEGINNING OF PARCEL OF LAND HEREINAFTER TO BE DESCRIBED, THENCE CONT NUE EAST (MEASURED=NORTH 87.32.12" EAST), ALONG SAID SOUTH LINE OF LOT 19, FOR A DISTANCE OF 60.00 FEETTO A POINT OF INTERSECTION WIT -I THE WESTERLY RIGHT-OFWAY LINE OF T-IE FLORIDA EAST COAST RAILROAD RIGHT-0,W,, SAID POINT BEING A POINT ON CURVE BEARING S 84°06.06" E (CALCULATED=SOUTH 86.3.3.54" EAST) TO THE CENTER OF D CURVE, HAM,. FOR ITS ELEMENTS A RADIUS OF 1960.08 FEET AND A CENTRAL ANGLE OF 19°13'34", THENCE RUN NORTHEASTERLY ALONG THE ARC OF SAID CIRCULAR CURVE, CONCAVE TO THE SOUT-IEAST, (ALSO BEINGSAID WESTERLY RIGHT-OFWAY LINE), FOR AN ARC DISTANCE OF 657.72 FEET TO A POINT OF TANGENCY OF SAID CIRCULAR CURVE (SAID POINT BEARS N 64°52.32" W (CALCULATED NORTH 6720'20" WEST) FROM THE CENTER OF SAID CURVE), THENCE RUN N 25'0,8" E (MEASURED=NORTH 22'3940" EAST) FOR A DISTANCE OF 14 FEET, MORE OR LE., TO THE SOUTHERLY WATER'S EDGE OF THE LITTLE RIVER, T-IENCE MEANDERING NORTHWESTERLY AND WESTERLY,ALONG SAIDSOUT-IERLY WATER'S EDGE, FOR A DISTANCE OF 338 FEET MORE OR LE.TO A POINT OF INTERSECT., WITH THE EASTERLY LINE OF LOT 13 OF "FLORA DEL R10",ACCORDING TO T-IE PLAT T-IEREOF AS RECORDED IN PLAT BOOK 42,AT PAGE 38, OF THE PUBL. RECORDS OF MIAMI-DADE MUNN, FLORIDA, THENCE RUN S.' OW 06"W (MEASURED=SOUTH 2'1942" EAST), ALONG SAID EASTERLY LINE OF LOT 13 AND ITS SOUTHERLY EXTENSION, FOR A DISTANCE OF 172 FEET MORE OR LE.TO THESOUTHEAST CORNER OF THE RIGHT-OF-WAY OF N.E. 84TH STREET,AS SHOWN ON RECORDED PLAT OF "FLORA DEL R10", ACCORDING TO THE PLAT T-IEREOF AS RECORDED IN PLAT BOOK 42,AT PAGE 38, OF THE PUBLIC RECORDS OF MIAMI-DADE COUNTY, FLORIDA, T-IENCE RUN WEST, ALONG T-IE SOUTHERLY LINE OF D RIGHT-OFWAY OF N.E. 84TH STREET, FOR A DISTANCE OF 20.00 FEET, A POINT OF INTERSECTION WITH THE EASTERLY RIGHT-OFWAY LINE OF N.E.4TH AVENUE, AS SHOWN ON SAID RECORDED PLAT OF "FLORA DEL R10", THENCE RUN Sar OW 06" W (MEASURED=SOUTH 2'1942" WEST), ALONG SAID EASTERLY RIGHT-OF-WAY LINE OF N E 4TH AVENUE, FOR A DISTANCE OF 692.50 FEET TO THE POINT OF BEGINNING..SAID DESCRIBED PARCEL OF LAND LYING AND BEING SITUATED IN T-IE CITY OF MIAMI, MIAMI-DADE COUNTY, FLORIDA. PROPERTY ADDRESS 399 N.E. 82ND TERRACE, MIAMI, FLORIDA. LESS THE FOLLOWING DESCRIBED PARCEL OF LAND,AS SHOWN ON SURVEY BY SOUTH FLORIDA WATER MANAGEMENT DISTRICT (SFWMD) DRAWING NO. C-713NDY A PARCEL OF LAND IN LOT 19, OF THESUBDIVISION OF THE NORT-IWEST ONE -QUARTER (NW 1/4) OF SECT ON 7, TOWNSHIP 53 SOUTH, RANGE 42 EAST, ACCORDING TO THE PLAT THEREOF AS RECORDED IN PLAT BOOK B, PAGE 3, DADE COUNTY, FLORIDA, PUBLIC RECORDS, (COMMONLY KNOWN AS NTTLE SUBDIVISION),SAID PARCEL OF LAND BEING MORE SPECIFICALLY DESCRIBED AS FOLLOWS COMMENCE AT THE NORTHEAST (NE) CORNER OF LOT 13, FLORA-DEL-RIO, A SUBDIVISION IN T-IE NORTHWEST ONE -QUARTER (NW 1/4) OF SECT ON 7, TOWNSHIP 53 SOUT-I, RANGE 42 EAST,ACCORDING TO THE PLATTHEREOF AS RECORDED IN PLAT BOOK., PAGE 38, MIAMI-DADE COUNTY, FLORIDA, PUBLIC RECORDS,SAID POINT BEING THE POINT OF BEGINNING, BEAR SOUT-I 2'20'23" EAST (MEASURED=SOUT-I 2'1942" EAST) ALONG THE EAST LINE OF SAID LOT 13, A DISTANCE OF 178 FEET, MORE OR LE., THENCE, NORTH 8,1'31" EAST (CALCULATED=NORTH 8,32'12" EAST), A DISTANCE OF 20 FEET, THENCE, NORTH 2'2023" WEST (CALCULATED=NORTH 2'1942" WE.), A DISTANCE 0,41 56 FEET, THENCE, NORTH 89,3'32" EAST (CALCULATED=NORTH 89,1,2" EAST), A DISTANCE OF 45 98 FEET, THENCE, SOUTH 2,39," EAST (CALCULATED=SOUT-I 25'3845" EAST) A DISTANCE OF 179 79 FEET, THENCE, SOUTH 67,2'29" EAST (CALCULATED=SOUT-I 67'05'31" EAST), A DISTANCE OF 83 3 FEET, MORE OR LE., TO A POINT OF INTERSECTION WITH T-IE NORTHWESTERLY RIGHT OF WAY LINE OF T-IE FLORIDA EAST COAST RAILWAY COMPANY, THENCE NORTHEASTERLY ALONG T-IE SAID RAILWAY RIGHT OF WAY LINE TO A POINT OF INTERSECTION WITH THE SOUTH BANK OF T-IE LITTLE RIVER CANAL, THENCE, NORTHWESTERLY ALONG THE SAID SOUTH CANAL BANK TO THE POINT OF BEGINNING. THE BEARINGS IN THE ABOVE DESCRIPT ON REFER TO THE STANDARD PLANE RECTANGULAR COORDINATE SYSTEM FOR THE EAST ZONE OF FLORIDA. SUBJECT TO T-IAT CERTAIN EASEMENT GIVEN TO UTILE RIVER VALLEY DRAINAGE DISTYICT, AS RECORDED IN DEED BOOK 1219, PAGE., MIAMI-DADE COUNTY, FLORIDA, P UBLIC RECORDS. LOCATION MAP N.T.S LEGEND 0 SANITARY SEWER MANHOLE FIRE HYDRANT ▪ MONITORING WELL pa WATER METER • WOOD POWER POLE 1331 CONCRETE POLE P.G PAGE B.0.6 BASIS OF BEARING f CENTERLINE Pe MONUMENT LINE (R) RECORD (M) MEASURED (C) CALCULATED (SFWMD) SOUTH FLORIDA WATER MANAGEMENT DISTRICT ID. IDENTIFICATION No. NUMBER P.B. PLAT BOOK CERTIFICATION This survey is male tor the ben. of: • PELICAN HARBOR SEABIRDSTATION, INC • BERGER SINGERMAN LLP • GONZALEZ OUESADA, .GE, GOMEZ & MACHADO LLP • CAROL F.NCES KEYS, PLLC • OLD REPUBLIC NATIONAL TITLE INSU.NCE COMPANY This is to certify that this map or plat and the survey on which it is based were made in accordance with the 2016 Minimum Standard Detail Requirements tor ALTA/ACSM Land Title Surveys, jointly established and adopted by the American Land Title Association and the National Society of Professional Surveyors, and includes Items 1, 14,13,14 16,17, 18,19 and 20 of Table A thereof. The -.Id work was completed on July 20, 2020. BY: Waldo F. Paez, Professional Surveyor and Mapper No. LS3284 State of Florida DELTA MAPPING AND SURVEYING, INC. 13301S.W.132ND AVENUE SUITE 1, TEL: 786-429-1024 FAX: 786-592-1152 THIS ITEM HAS BEEN ELECTRONICALLY SIGNED & SEALED BY WALDO F. PAU, LS.3284 ON AUGUST., 2021 USING A DIGITAL SIGNATURE CERTIFIED BY IDENTRUST. DIGITALLY SIGNED PRINTED COPIES OF THIS DOCUMENT ARE NOT CONSIDERED SIGNED AND SEALED AND THE SIGNATURE FAUST BE VERIFIED ON ANY ELECTRONIC COPIES. THE SEAL APPEARING ON THIS DOCUMENT WAS AUTHORIZED BY WALDO F. PAU, ISS284 ON AUGUST 26, NM. 1 SURVEYOR'S NOTES 1}SAID DESCRIBED PROPERTY IS LOCATED WITHIN AN AREA HAVING A ZONE DESIGNATION "X" BY THE SECRETARY OF HOUSING AND URBAN DEVELOPMENT, ON FLOOD INSU.NCE RATE MAP NO. 1206E,CO3.02L, WITH A DATE OF IDENTIFICATION OF 09-11-09, FOR COMMUNITY NUMBER 120650, IN MIAMI-DADE COUNTY, STATE OF FLORIDA, WHICH IS THE CURRENT FLOOD INSURANCE RATE MAP FOR THE COMMUNITY IN WHICH SAID PROPEff `I IS SITUATED. 2} THERE MAY BE ADDITIONAL RESTRICTIONS THAT ARE NOT SHOWN ON THIS SURVEY THAT MAY BE FOUND IN THE PUBLIC RECORDS OF THIS COUNTY 3} LOCATION AND IDENTIFICATION OF UTILITIES, IF ANY ARE SHOWN IN ACCORDANCE WITH RECORDED PLAT 4) OWNERSHIP IS SUBJECT TO OPINION OF TITLE 5} TYPE OF SURVEY: BOUNDARYSURVEY 6} LEGAL DESCRIPTION: FURNISHED BY CLIENT 7} THIS SURVEY IS NOT VALID WITHOUT THE SIGNATURE AND THE ORIGINAL .ISED SEAL OF A FLORIDA LICENSED SURVEYOR AND MAPPER 8} THIS PLAN OF SURVEY, HAS BEEN PREPARED FOR THE EXCLUSIVE USE OF THE ENTITIES NAMED HEREON. THE CERTIFICATE DOES NOT EXTEND TO ANY UNNAMED PARTIES ''''A'°,1-.7.'oRR7Fuy"ppmuoT,I,L;ElAyREN.s°;ND,E„,PRI<EgR"'ATIT0AN'To-N"-I.E„PpPRR07Er1,1-',JE HEREIN DESCRIBED. SURVEYOR SHALL BE NOTIFIED AS TO ANY DEVIATION FROM UTILITIES SHOWN HEREON. 10}THE SURVEYOR OF RECORD DOES NOT DETERMINE OWNERSHIP OF FENCES. MEASUREMENTS SHOWN HEREON DEPICT PHYSICAL LOCATION OF FEN, 111WELL-IDENTIFIED FEATURES IN THIS SURVEY AND MAP HAVE BEEN MEASURED TO AN ESTIMATED HORIZONTAL POSITIONAL ACCU.CY OF 1:10000FT. 12}IN SOME INSTAN.S, G.PHIC REPRESENTATIONS HAVE BEEN EXAGGERATED TO MORE CLEARLY ILLUSTRATE RELATIONSHIPS BEPNEEN PHYSICAL IMPROVEMENTS AND/OR LOT LINES. IN ALL CASES, DIMENSIONS SHOWN SHALL CONTROL THE LOCATION OF THE IMPROVEMENTS OVER S.LED POSITIONS. 1311,0 AnEMPT HAS BEEN MADE TO LOCATE ANY FOUNDATION BENEATH THE SURFACE OF THE GROUND. ....14}BNllIgnd=zx,=37,,2t1d on the Monument Line of THE ACCOMPANYING SURVEY WAS MADE ON THE GROUND AND CORRECTLY SHOWS THE LOCATION OF ALL BUILDINGS, STRUCTURES AND OTHER IMPROVEMENTS SITUATED ON THE ABOVE PREMISES; THERE ARE NO VISIBLE ENCROACHMENTS ON THE suBFF37 PROPER-, OR UPON ADJACENT ABUTTING SAID PROPERTY E,(CEPT AS SHOWN HEREON 333 WAS MADE IN ACCORDANCE WITH LAWS AND/OR MINUMUM STANDARDS OF THE STATE OF FLORIDA. THE PROPERTY HAS DIRECT PHYSICAL ACCESS TO N.E 82nd TERRACE AND N.E 84th STREET, DEDICATED PUBLICSTREETS. THIS DOCUMENT CONSIST OF THREE (3) SHEETS AND EACH SHEET SHALL NOT BE CONSIDERED FULL, VALID AND COMPLETE UNLESS ATTACHED TO THE OTHER ,312 2 3 3 1 3 3 1 1 3 ADDRESS: 399 NES, rumacE, , a 331. 3 6 o-c- 1 Finoalavee DATE 07 21 2021 08-18-2021 21-0300 Point Of Commentenie. "rner "'53.1M Boor. .311....." E5ne '43L „1,4,1,2F, 023 003, 2 _ Pont or Beginr ing I\'3" GRAPH1C SCALE AAA, "ALTA/ACSM Land Title Survey" Inn ...5351.33.51135„.3 AtoAA6414A!' 5:,10, • S VIM) " Fe, L Hy A A A 5.33.315.3.3.00 ilin3335011 T33 nan 7ros 0E5 J1/(R)178.00,(Ei ,,„3 2,9: 42...(nn) 160 391.1 nn 3234 VACANT k)/te OP' 't*\ • F /1 / A Ar4 mimil.1.1111 =MI" 10711:101.11.111:::•Hgal".11.1:111111111:1117:11:1■1111:1111111111111111.41111.1fteraltH 11111H \A V- aftietaielegelookftilbftawftftftftft-asiftft:soliftisA\'%*\::•::"'Ilkl.404%1440:'‘ g/4';'31' - AA 15T/ •ftsiti AH- 513.5.3.5 05-00,022 06-28,022 O A 2 0.262021 08518-2021 2170 30 0 /~ � ~ � � ~ ~ -~ ~ � � ~ ' ~ ' - - ' � ~ - ~ ~ ~- z ~~ - - ~ ~ ~ _ ~ ~ ~ _ _ _ ~ ~~ — ~~ ~~ ' ~ ~ ~ ~ ~ ~ ~ ~ - ~~ ~ ~ ~ ' � � ' ~ _ ~ ~ - ~ _ � _ "ALTAIACSM Land TitleSurvey" ~ ~ ~ ~ Tree Ta�u�m�o�w�� Pelican Seabird Station Ali son Walker (ISA FL-9317A) ~ ~ ~ ~ c ~ � ~ ~ ~ _ - ~ ~ ~ � ~ � - ~ ~ � ~ ~ ~ � ~~~ ~ ~ ~ ~ ~ ~ ~ - _ ' ~ ~ ~ ~ _ _ ~ - - ~ - _ ~ _ ~� T ~ - - - ~ _ ~ ~ _ ~ - ~ ~ ' - ~ ~ ~ ~ ~ - ~ ~ ~- ~ ~ � ^ ~ ~ ~ - ~ - ~ ~ ~ ~ ~ - ~ ~ - _ � � - ~ � ~ ' ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ - ~ ~ ~ ~~ ~ ~ _ —~ —~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ � ~ ~ ~ ~ - ~ � � ~ ~ ~~ ~ ~ � � ~- ~ _ ~ � � � ~ ~~ ~ ~ ' � ~ ~ ~ � ~ ~ ~ ~ - - , ' ~ ~ ~ ~ ~ ~ ~ ~' —~ _ ~ ~ ~ ~ ~ ~ _ ~ ~ ~ ~ ~ ~ ~ ~ ~ - ~ ~ ~ ~ ~ ~ ~ ~ - ~ ~ ~ ~ ~ ~ ~ � ~ ~~ ~ _ ~ ~ ~- ~ ~ � ~ ~ ~ ~ ~ ~ | ~~ ~~ ~~ ~~ ~~ EXHIBIT "B" ZONING USE INTERPRETATION This submittal needs to be scheduled fora public hearing In accord and Intl timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 From: Goldberg, Daniel To: Javier Fernandez Cc: Garcia -Pons, Cesar; Sorice, Elia; Shedd, Rvan; Ellis, Jacqueline; Montes, Eduardo Subject: RE: Animal Clinic Use Date: Wednesday, July 28, 2021 9:51:16 AM Attachments: image002.onq This submittal needs to be scheduled fora public hearing In accord and Intl timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 SECURITY NOTE: *This email has originated from OUTSIDE of SMGQ Law. Please exercise caution with attachments and links * Javier, Apologies for replying to a two month old e-mail but for the benefit of Planning staff as they process your rezoning, I am in agreement with your analysis below. Since this is non-commercial, with no fee being charged for care of these animals it is more akin to a Community Facility and because these aren't pets or domesticated animals this more squarely fits as a Community Facility. Even if, arguendo, this were an Animal Clinic (a General Commercial Use), that is allowed by Right in the T4-L transect. A Community Facility is by Warrant, allowing for a review by Planning of the proposed use, assuming the change in zoning occurs. Daniel S. Goldberg, Esq. Zoning Administrator Office of Zoning 444 SW 2"d Avenue, 2"dFloor Miami, FL 33130 Phone: (305)416-1442 From: Javier Fernandez <jfernandez@smgqlaw.com> Sent: Monday, May 17, 2021 10:33 AM To: Goldberg, Daniel <DaGoldberg@miamigov.com> Cc: Garcia -Pons, Cesar <CGarciaPons@miamigov.com> Subject: RE: Animal Clinic Use CAUTION: This is an email from an external source. Do not click links or open attachments unless you recognize the sender and know the content is safe. Dan: Good morning. I greatly appreciate your taking the time to speak with me this morning about PHHS proposed use. I trust our conversation resolved your questions/concerns. Should you have any further questions, please do not hesitate to contact me at your earliest convenience. In the interim, I will follow-up with Cesar about pending modifications to our draft covenant that we must resubmit. All the best, Javier JAVIER E. FERNANDEZ, ESQ. $ !vt ATT(?RN.ays G SMGQLAW.com SANCHEZ•MEDINA, GONZALEZ. QUE AC3A. SAGE. GOMEZ 0MACHADO LLP 201 Alhambra Circle I Suite 1205 I Coral Gables, Florida 33134-5107 Office: 305.377.1000 Ext. 116 I Cell: 305.761.2274 jfernandez@smgglaw.com I SMGQLAW.com From: Javier Fernandez Sent: Friday, May 14, 2021 6:46 PM To: Daniel Goldberg (dgoldbergPmiamigov.com) <dgoldbergPmiamigov.com>; cgarciapons( miamigov.com Subject: Animal Clinic Use Dan & Cesar: This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Good evening. As a follow-up to your discussion regarding Pelican Harbor's proposed use, I would like to share the following observations: 1. PHSS is a not -for -profit organization. We believe the use is Civic Use, specifically a Community Facility, as the use will be operated by not -for -profit organization for a community -oriented purpose or objective, specifically environmental education and the preservation of natural wildlife, which we believe can be fairly characterized as for the primary benefit/service to the general public. 2. While a primary element of PHSS' services is medical/surgical care for injured or sick animals, none of those services are offered in exchange for a fee or is PHSS soliciting business from members of the general public as a for -profit animal clinic would. We provide services to injured, native animals exclusively (not domesticated pets or animals). No fees are assessed/charged for the service rendered. 3. An Animal Clinic use is defined in s. 1.2 of the Code as follows: Animal Clinic: A facility which provides medical and surgical care for sick animals, including overnight ardin and may include overnight boarding for seven (7) or less healthy animals, all within a completely enclosed building. See Section 1.1 (Commercial, General Commercial). 0 PU8 , Even assuming for the sake of argument that our use should be characterized as C nature, the concern around the limitation on the number of animals only applies to the bo healthy animals. To clarify, we do not charge a fee to keep a healthy or sick animal overni also offer boarding services to the general public. That said, the definition of an Animal Cli contains no limitation on the number of sick animals that may be boarded ovemight. The limi the boarding of up to seven (7) animals at such a Use applies only to healthy animals. I believe a 4 G'' 0 4- Q .1 .. o s NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Miami Code. The appliwde decision -making bodywill ret4ew the Intormation at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 r ew coV'"Q reading of the use requires such a distinction as when the definition of an Animal Kennel is read in pari materia with its clinic counterpart a failure to account for such a distinction would render the inclusion of the word "healthy" in the Animal Clinic Use definition a surplusage. Let me know when we can schedule a time to discuss this on Monday. I look forward to putting this issue to rest with your help. Sincerely, Javier JAVIER E. FERNANDEZ, ESQ. S M Arc RNkYs Q SMGQLAW.com SANCHEZ-MED1NA. GONZALEZ. QUESADA. LACE. GOhfMEZ MACHADO LLP 201 Alhambra Circle I Suite 1205 I Coral Gables, Florida 33134-5107 Office: 305.377.1000 Ext. 116 I Cell: 305.761.2274 jfernandez@smgglaw.com I SMGQLAW.com This submittal needs to be scheduled for a public nearing in accordance with timelines set forth in the City of Miami Code.The applicade decision -making body will renew the information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 T Miami -Dade Transportation Planning Organization K This submittal needs to be scheduled for a public healing In accordance wilt hmellnes set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PREPARED BY: KIMLEY HORN AND ASSOCIATES, INC. IN ASSOCIATION WITH: ZYSCOVICH ARCHITECTS, INC. INFINITE SOURCE COMMUNICATIONS GROUP, INC. COMMUNIKATZ, INC. JUNE 2020 Beach -Northeast Corridors L In Ms submittal needs to be schedu led for a public healing accordance wiHr bmelmes set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. Scenario and Visioning Plan DISCLOSURE PAGE PZ-20-6058 09/19/22 The preparation of this report has been financed in part from the U.S. Department of Transportation (USDOT) through the Federal Highway Administration (FHWA) and/or the Federal Transit Administration (FTA), the State Planning and Research Program (Section 505 of Title 23, U.S. Code) and Miami -Dade County, Florida. The contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation. The Miami -Dade TPO complies with the provisions of Title VI of the Civil Rights Act of 1964, which states: No person in the United States shall, on grounds of race, color, or national origin, be excluded from participation in, be denied the benefits of, or be subjected to discrimination under any program or activity receiving federal financial assistance. It is also the policy of the Miami -Dade TPO to comply with all of the requirements of the Americans with Disabilities Act. For materials in accessible format please call (305) 375-4507. This submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 This submittal needs to be sc hedu Led fora public hearing in accordance with timelines set fonh in the City of Miami Cede. The applica de decision-rna king bedy will renew the information at the public hearing to render a recommendad on or a final decis on. PZ-20-6058 09/19/22 TABLE OF CONTENTS Chapter 1. Introduction 1 1.1 Study Corridors and Limits 2 1.2 Organization of Report 3 Chapter 2. Overview of Beach and Northeast Corridors 9 2.1 Northeast Corridor 11 2.1.1 SMART Plan Northeast Corridor Inventory Study 11 2.1.2 Tri-Rail Coastal Link PD&E Study 14 2.1.3 Tri-Rail Downtown Miami Link Study 16 2.1.4 Brightline Intercity Passenger Rail Service 17 2.1.5 City of North Miami Beach Comprehensive Plan - Mixed Use Districts 17 2.1.6 City of North Miami Station Areas Transit Oriented Development Study 18 2.1.7 North Miami Beach TOD Master Plan 19 2.1.8 City of Miami Tri-Rail Coastal Link Station Area Studies 20 2.2 Beach Corridor 22 2.2.1 SMART Plan Beach Corridor Inventory Study 22 2.2.2 Beach Corridor Rapid Transit Project 26 2.3 Other Literature 31 2.3.1 Miami -Dade County's Code of Ordinances 31 2.3.2 FDOT's Transit Oriented Development Guidelines 32 2.3.3 Federal Transit Agency New Starts Funding Criteria 34 Chapter 3. Land Use Scenarios Development and Testing 37 3.1 Northeast Corridor Land Use Scenarios Development and Testing 39 3.1.1 Scenario Development Framework 39 3.1.2 Alternative Land Use Scenarios 43 3.1.3 Evaluation Criteria 50 3.1.4 Testing of Alternative Land Use Scenarios 51 3.1.5 Summary 52 3.2 Beach Corridor Land Use Scenarios Development and Testing 3.2.1 Scenario Development Framework 3.2.2 Alternative Land Use Scenarios 55 3.2.3 Testing of Land Use Scenarios 56 Chapter 4. Charrettes and Stakeholder Coordination 57 4.1 Charrette Series 1 59 4.1.1 Charrette 1.1 91 4.1.2 Charrette 1.2 105 4.1.3 Charrette 1.3 119 4.2 Charrette Series 2 133 4.2.1 Charrette 2.1 133 4.2.2 Charrette 2.2 149 4.2.3 Beach Corridor Virtual Workshop 163 4.3 Stakeholder Coordination 164 4.3.1 Study Advisory Committee Meetings 164 4.3.2 Technical Oversight Committee Meeting 165 4.3.3 Stakeholder Meetings 165 Chapter 5. Development of Recommendations 167 5.1 Northeast Corridor Preferred Land Use Scenario and Land Use Policy Recommendations 168 5.1.1 Northeast Corridor Preferred Land Use Scenario 168 5.1.2 Northeast Corridor Land Use Policy Recommendations 172 5.2 Beach Corridor Preferred Land Use Scenario and Land Use Policy Recommendations 247 5.2.1 Beach Corridor Preferred Land Use Scenario 247 5.2.2 Beach Corridor Land Use Policy Recommendations 251 Chapter 6. Summary and Recommendations 267 6.1 Northeast Corridor 268 6.1.1 Charrettes and Stakeholder Coordination 268 6.1.2 Land Use Scenarios Development 269 6.1.3 Land Use Policy Analysis 270 6.1.4 Northeast Corridor Transit Oriented Development Analysis Summary 270 6.1.5 Northeast Corridor Station Area Recommendations and Land Use Vision 272 6.2 Beach Corridor 275 6.2.1 Charrettes and Stakeholder Coordination 275 6.2.2 Land Use Scenarios Development 276 6.2.3 Land Use Policy Analysis 276 6.2.4 Beach Corridor Transit Oriented Development Analysis Summary 277 6.2.5 Corridor Station Area Recommendations and Land Use Vision 278 This submittal needs to be sc hedu Led bra public hearing in accordance with timeline: set fonh in the City of Miami Code. The app.icabe decision -making bcdywill review the infomtation at the public bearing to ender a recorurnenclat on or a final decision. PZ-20-6058 09/19/22 -�-mil LIST OF APPENDICES Appendix A. TPO Resolution for SMART Plan Appendix B. Literature Review Appendix C. Scenario Development and Testing Appendix D. Charrette Series 1 Appendix E. Charrette Series 2 Appendix F. Stakeholder Engagement Appendix G. Land Use Policy Analysis This submittal needs to be sc hedu Led fora public hearing in accordance with timelines set fonh in the City of Miami CMe. The applica de decision-rna king bcdy will reblew the information at the public hearing to render a recornmendadon or a final dect on. PZ-20-6058 09/19/22 LIST OF FIGURES This submittal needs to be sc hedu Led bra public hearing in accordance with timeline: set fonh in the City of Miami Code. The app.icabe decision -making bcdywill review the infomtation at the public bearing to ender a recorurnenclat on or a final decision. PZ-20-6058 09/19/22 Figure 1-1: SMART Plan Map ""'.. 4 Figure 1-2: Beach Corridor 5 Figure 1-3: Northeast Corridor 6 Figure 1-4: Beach and Northeast Corridor Study Limits 7 Figure 2-1: Municipalities along the Northeast Study Corridor 12 Figure 2-2: Northeast Corridor Land Uses 13 Figure 2-3: FDOT D4 Tri-Rail Coastal Link Identified Stations 15 Figure 2-4: Tri-Rail Downtown Miami Link 16 Figure 2-5: Brightline Service Areas 17 Figure 2-6: North Miami Mobility Hub and TOD Strategic Plan Concept 18 Figure 2-7: Beach Corridor Land Use Distribution 22 Figure 2-8: Beach Corridor Existing Land Use Map 23 Figure 2-9: Distribution of Year 2015 Employment by Type (Beach Corridor) 25 Figure 2-10: Tier One Beach Corridor Rapid Transit Study Area 27 Figure 2-11: Design District and Downtown Miami Segments 28 Figure 2-12: Bay Crossing and Miami Beach Segments 29 Figure 2-13: Locally Preferred Alternative 30 Figure 2-14: Planning Terms Associated with a Transit Station 32 Figure 3-1: Northeast Corridor Study Area 40 Figure 3-1: Northeast Corridor Study Area (continued) 41 Figure 3-1: Northeast Corridor Study Area (continued) 42 Figure 3-2: Scenario 1 Socioeconomic Data 45 Figure 3-3: Scenario 2 Socioeconomic Data 47 Figure 3-4: Scenario 3 Socioeconomic Data 49 Figure 3-5: Study Area for Land Use Scenario Development 54 Figure 4-1: Beach Corridor Group 1- Summary Design 75 Figure 4-2: Beach Corridor Group 2 - Summary Design 76 Figure 4-3: Downtown Overlap - Summary Design 77 Figure 4-4: Northeast Corridor South - Summary Design 78 Figure 4-5: Northeast Corridor South -Overlay - Summary Design 79 Figure 4-6: Northeast Corridor North - Summary Design 80 Figure 4-7: Northeast Corridor North -Overlay - Summary Design 81 Figure 4-8: Downtown & Northeast 36th Street Stations 137 Figure 4-9: Northeast 79th Street and Northeast 125th Street Stations 141 Figure 4-10: Northeast 163rd Street and Aventura Stations 145 Figure 4-11: Downtown and Northeast 36th Street Stations 153 This submittal needs to be sc hedu Led fora public hearing in accordance with timelines set fonh in the City of Miami CMe. The applica de decision-rna king bcdy will reblew the information at the public hearing to render a recornmendadon or a final decison. PZ-20-6058 09/19/22 Figure 4-12: Northeast 79th Street and Northeast 125th Street Stations - `"'.. 7 Figure 4-13: Northeast 163rd Street and Aventura Stations 161 Figure 5-1: Northeast Corridor 173 Figure 5-2: SMART Plan Northeast Corridor Aerial Map - Aventura 179 Figure 5-3: Existing Land Use within Aventura Station Area 181 Figure 5-4: Future Land Use within Aventura Station Area 183 Figure 5-5: Zoning within Aventura Station Area 185 Figure 5-6: SMART Plan Northeast Corridor Aerial Map - North Miami Beach 189 Figure 5-7: Existing Land Use Within North Miami Beach Station Area 191 Figure 5-8: Future Land Use within North Miami Beach Station Area 193 Figure 5-9: Zoning within North Miami Beach Station Area 195 Figure 5-10: SMART Plan Northeast Corridor Aerial Map - North Miami 199 Figure 5-11: Existing Land Use within North Miami Station Area 201 Figure 5-12: Future Land Use within North Miami Station Area 203 Figure 5-13: Zoning within North Miami Station Area 205 Figure 5-14: SMART Plan Northeast Corridor Aerial Map - City of Miami 209 Figure 5-15: Existing Land Use within NE 79th Street Station Area 211 Figure 5-16: Future Land Use within NE 79th Street Station Area 213 Figure 5-17: Zoning within NE 79th Street Station Area 215 Figure 5-18: SMART Plan Northeast Corridor Aerial Map - Midtown 219 Figure 5-19: Existing Land Use within Midtown Station Area 221 Figure 5-20: Future Land Use within Midtown Station Area 223 Figure 5-21: Zoning within Midtown Station Area 225 Figure 5-22: Existing Land Use within Wynwood/Edgewater Neighborhood District 229 Figure 5-23: Future Land Use within Wynwood/Edgewater Neighborhood District 231 Figure 5-24: Zoning within Wynwood/Edgewater Neighborhood District 233 Figure 5-25: SMART Plan Northeast Corridor Aerial Map - Downtown 237 Figure 5-26: Existing Land Use within City of Miami Station Area 239 Figure 5-27: Future Land Use within City of Miami Station Area 241 Figure 5-28: Zoning within City of Miami Station Area 243 Figure 5-29: SMART Plan Beach Corridor Aerial Map 256 Figure 5-30: Historic Districts and Sites of the City of Miami Beach 257 Figure 5-31: Existing Land Use within City of Miami Beach Urban District Area 259 Figure 5-32: Future Land Use within City of Miami Beach Urban District Area 261 Figure 5-33: Zoning within City of Miami Beach Urban District Area 263 1111111111111111 LIST OF TABLES Table 3-1: Trend Scenario Socioeconomic Data Table 3-2: Build Scenario 1 Socioeconomic Data 44 Table 3-3: Build Scenario 2 Socioeconomic Data 46 Table 3-4: Build Scenario 3 Socioeconomic Data 48 Table 3-5: Potential Evaluation Criteria 50 Table 3-6: Weekday Boardings by Station -Alternative Scenarios 51 Table 3-7: FTA New Starts Land Use Criteria 52 Table 3-8: Evaluation of Scenarios per FTA Land Use Criteria 52 Table 3-9: Trend Scenario Socioeconomic Data 55 Table 3-10: Estimated Socioeconomic Data 56 Table 5-1: Northeast Corridor Preferred Land Use Scenario Socioeconomic Data 169 Table 5-2: STOPS Boarding Estimates for Northeast Corridor Commuter Rail 170 Table 5-3: STOPS Boarding Estimates for Metromover Extension 170 Table 5-4: FTA New Starts Land Use Criteria 171 Table 5-5: Evaluation of Scenarios per FTA Land Use Criteria 171 Table 5-6: SMART Plan TOD Analysis Summary 177 Table 5-7: Station Area Vision - Aventura 186 Table 5-8: Characteristics of a Metropolitan Urban Center 186 Table 5-9: Station Area Vision - North Miami Beach 196 Table 5-10: Characteristics of a Metropolitan Urban Center 196 Table 5-11: Station Area Vision - North Miami 206 Table 5-12: Characteristics of a Community Urban Center 206 Table 5-13: Station Area Vision - El Portal/City of Miami 216 Table 5-14: Characteristics of a Community Urban Center 216 Table 5-15: Station Area Vision - Midtown Miami 226 This submittal needs to be sc hedu Led bra public hearing in accordance with timeline: set fonh in the City of Miami Code. The app.icabe decision -making bcdywill review the infomtation at the public bearing to ender a recorurnenclat on or a final decision. PZ-20-6058 09/19/22 x This submittal needs to be sc hedu Led fora public hearing in accordance with timelines set fonh in the City of Miami CMe. The applica de decision-rna king bcdy will reblew the information at the public hearing to render a recornmendadon or a final decison. PZ-20-6058 09/19/22 Table 5-16: Characteristics of a Metropolitan Urban Center Table 5-17: Station Area Vision - Wynwood/Edgewater District 234 Table 5-18: Characteristics of an Urban Neighborhood District 234 Table 5-19: Station Area Vision - Downtown MiamiCentral 244 Table 5-20: Characteristics of a Regional Urban Center 244 Table 5-21: Beach Corridor 248 Table 5-22: STOPS Boarding Estimates for Metromover Extension 249 Table 5-23: STOPS Boarding Estimates for Trunkline Elevated Rubber Tire Vehicles 249 Table 5-24: STOPS Boarding Estimates for Dedicated Lanes for Bus/Trolley 250 Table 5-25: FTA New Starts Land Use Criteria 250 Table 5-26: Evaluation of Beach Corridor Scenarios per FTA Land Use Criteria 250 Table 5-27: SMART Plan TOD Analysis Summary 254 Table 5-28: Station Area Vision - Miami Beach Urban District 264 Table 5-29: Characteristics of an Urban Neighborhood District/Employment District 265 Table 6-1: SMART Plan TOD Analysis Summary 271 Table 6-2: Station Area Vision - Aventura 272 Table 6-3 Station Area Vision - North Miami Beach 272 Table 6-4 Station Area Vision - North Miami 273 Table 6-5 Station area Vision - El Portal/City of Miami 273 Table 6-6 Station Area Vision - Midtown 274 Table 6-7 Station Area Vision - Wynwood/Edgewater 274 Table 6-8 Station Area Vision - Downtown MiamiCentral 275 Table 6-9: SMART Plan TOD Analysis Summary 277 Table 6-10 Station Area Vision - Miami Beach 278 xi 11111111/1/111. LIST OF ACRONYMS ACS BERT B RT BU CBD CDMP CITT CRA CTAC CUC DDA DTPW FAR FEC FECI FDOT FIU FLU FTA FSUTMS GIS GHG H RT HUD LDR LPA LRTP LUP MAZ MDT M DX MUC MOCA NEPA American Community Survey Bus Express Rapid Transit Bus Rapid Transit Business Use Central Business District Comprehensive Development Master Plan Miami -Dade Citizens' Independent Transportation Trust Community Redevelopment Agency Miami -Dade Citizens' Transportation Advisory Committee Community Urban Centers Miami Downtown Development Authority Miami -Dade Department of Transportation and Public Works Floor Area Ratio Florida East Coast railway Florida East Coast Industries Florida Department of Transportation Florida International University Future Land Use Federal Transit Administration Florida Standard Urban Transportation Model Structure Geographic Information Sciences Greenhouse Gas Heavy Rail Transit U.S. Department of Housing and Urban Development Land Development Regulations Locally Preferred Alternative Long Range Transportation Plan Land Use Plan Micro -Analysis Zones Miami -Dade Transit Miami -Dade Expressway Authority Metropolitan Urban Centers Museum of Contemporary Art National Environmental Policy Act O&M PD&E PER PTP PWD RUC TCRPC TOC TO D TPO TRCL TRDML SAC SEOPW SERPM SFRC SFRTA SMART STOPS Thle submittal needs to be scnedu led for public hearing In accordance wilt hmellnes set forth in the city of Miami Cede. The applicable decision-malung badyvrlt review the Intormation at the public hearing to .ender a nendation or ahoof deuaan. PZ-20-6058 09/19/22 Operations and Maintenance Project Development and Environmental Studies Preliminary Engineering Report People's Transportation Plan Persons with Disabilities Regional Urban Centers Treasure Coast Regional Planning Council Technical Oversight Committee Transit Oriented Development Miami -Dade Transportation Planning Organization Tri-Rail Coastal Link Tri-Rail Downtown Miami Link Study Advisory Committee Southeast Overtown/Park West CRA Southeast Florida Regional Planning Model South Florida Rail Corridor South Florida Regional Transportation Authority Strategic Miami Area Rapid Transit Plan Simplified Trips -on -Project Software xii This submittal needs to be schedu led for a public healing In accordance wiHr hmellnes set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 • QuetI(. INTRODUCTION G 0 NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. In 2002, Miami -Dade County voters approved a one-half percent local surtax with the purpo the People's Transportation Plan (PTP), including several rapid transit corridors. The primary goa reduce traffic congestion by improving public transit options and making the public less reliant on automobiles for mobility. The Strategic Miami Area Rapid Transit (SMART) Plan, adopted by the Miami -Dade Transportation Planning Organization (TPO) in 2016 (see Appendix A), intends to advance six of the PTP's rapid transit corridors along with a network of Bus Express Rapid Transit (BERT) service projects (see Figure 1-1). The advancement of each of the six SMART Plan corridors is progressing through the following study efforts: • Project Development and Environment (PD&E) studies • Land Use Scenarios and Visioning Planning studies • Economic Mobility and Accessibility studies The Miami -Dade DepartmentofTransportation and PublicWorks (DTPW) and Florida DepartmentofTransportation (FDOT) are tasked with conducting the PD&E studies, which evaluate engineering and environmental aspects including the transit mode, alignment and station locations. The Miami -Dade TPO has been tasked with the integration oftransportation and land use plan ningandthedevelopmentofstrategiesto maximizethe effectiveness of the transit infrastructure investments. Furthermore, the Miami -Dade TPO is conducting an Economic Mobility and Accessibility Study. Transit supportive land use plays a important role in the success of major rapid transit projects. The purpose of the Land Use Scenarios and Visioning Planning studies is to develop a preferred land use strategy for each of the six SMART Plan corridors. This report summarizes the development and testing of Land Use Scenario Plans forthe Beach and Northeast Corridors. 1.1 Study Corridors and Limits PZ-20-6058 09/19/22 ,,,,tV! EW COc• The limits forthe Beach Corridor Land Use Scenarios and Visioning Planning are from Midtown Miami (at or near NE 41 Street and North Miami Avenue/NE 2 Avenue) to the Miami Beach Convention Center. The PD&E study for the Beach Corridor was conducted by the DTPW and the Locally Preferred Alternative (LPA) was endorsed by the Miami -Dade TPO Governing Board in January 2020. The study limits, preferred transit modes, and alignment as defined in the PD&E study are shown in Figure 1-2. The preliminary land use scenarios were developed before the LPA was selected and the preferred land use scenario developed after the LPA was selected, including the modes, alignment and station locations. Additional information on the organization of the Land Use Scenarios and Visioning Planning forthe Beach Corridor is presented in Section 1.2. The limits forthe Northeast Corridor Land Use Scenarios and Visioning Planning are from Downtown Miami to City of Aventura along the existing Florida East Coast (FEC) railway. The PD&E study for the Northeast Corridor is being conducted bythe FDOT District Four and the study limits are shown in Figure 1-3. The PD&E study has so far identified the transit mode (commuter passenger rail), alignment (existing FEC rail corridor), and six preliminary station locations in Miami -Dade County. However, the PD&E study is currently on -hold until negotiations with FEC Railway for securing track access are complete along with the identification of a funding source for the project's operations and maintenance (O&M). The Northeast Corridor Land Use Scenarios and Visioning Planning study was developed based on the preliminary station locations already identified in the PD&E study. 2 G 0 4 As shown in Figure 1-4, the study areas of Beach and Northeast Corridors overlap betwee and Midtown Miami. The Land Use Scenarios and Visioning Planning considered the potential i rapid transit corridors in the overlap area. The study areas of the two corridors were adjusted between Downtown Miami and Midtown Miami to create one contiguous area. The land use planning analysis for the overlap area is documented under the Northeast Corridor. PUBL., NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 Q4�i R VIEW COU 1.2 Organization of Report A consolidated Land Use Scenarios and Visioning Planning report was prepared for the Beach and Northeast Corridors since portions of the two corridors overlap. Each chapter in the report listed below consists of separate sections for the Beach and Northeast Corridors: • Chapter2: Overview of the Beach and Northeast Corridors • Chapter3: Land Use Scenarios Development and Testing Chapter4: Charrettes and Stakeholder Coordination Chapter5: Development of Recommendations Chapter6: Summary and Recommendations 1. 3 Figure 1-1: SMART Plan Map Strategic Miami Area o „cif NW�� Rapid Transit (SMART) PIanflH I I � I I I DOR,BrVD TPf r Miorfai-Dade Transparlalion Planning OrganlxtrIlon FDOT EUREKA DR HAINLIN MILL DR SILVER PALM DR COCON. PALM DR EMPORE DR WALDIN W PALM DR uU I MIAMI•DADE CID NW ASS NWMISS Doral MIWAAR vnw 817 NW 1PP Si PALMER° ESPY NW ANSE! EASTWEST CORRIDOR _� �_��_�ww ERn IHU 811j BIRD RD SD.ETDR seen / 3 r 878 KENDALL CORRIDOR! S 1 Oa Si SW,zen zI SW MUSS 8P1 SW IRS Si SWPEISS SWELOSS CORAL REEF DR 6 SW SASS Pinecrest Palmetto Bay DASPOOSS owuRDD„DR \ Cutler Bay `�4P sw13en 4� I 044' O / Homestead SW MASS SWEISS Coral Gables oA„Florida City V#MiamiSMARTPIan www.MiamiSMARTPIan.com Miami Gardens NW 1.SLE NOTICE This submittal needs to lee scnedu led for a public hearing in accordance with tlmellnes set forth in the City of Miami Ccde.The app.icade decision -making bcdywifl review the Inforrnaton at the public hearing to 'ender a recommendation or a final tleaeon. PZ-20-6058 09/19/22 I EW C0V Aventura 1PP Si 5s "..rove ssn 1 Si Miami Beach BEACH CORRIDpR VENETIAN 0 Downtown CSVIN LEGEND O Termi al Existi g Metrorail Existi gTri-Rail .«« Existi g Rail RA IDTRANSIT CORRIDORS: fin alphabetical order) Beach Cortidor East-West Cortidor Ke dall Cortidor North Cortidor © Northeast Corridor 6 South DadeTra sitway 4 BUS EX RESS RA IDTRANSIT (BERT) NETWORK QFlagler Cortidor OS. Miami -Dade Express ON.W. Miami -Dade Express 0 S.W. Miami -Dade Express 0 Florida'sTur pike Express (North) Beach Express North 0 Beach Express Ce tral 61, Beach Express South Flori^dasTur pike Express (South) ` \ry, *MapN t Drawn Scale Revised March 2020 4 PUBL., G 0 4 Figure 1-2: Beach Corridor 0 it NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiHr tmellnes set forth in the City of Miami Code. The applies de deuIsion-making body review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 IEW COV 9 tW4II St A aW :4 U. 31 .. 9t 9) NE 54th 3t • 9 North Miami Avenue & NW 40th Street North Miami Avenue & NW 34th Street North Miami Avenue & NW 26th Street 1aN3ast yi ana 5t NW ts151 ar St nd 5t rd St e h 5 t kt st Ste Si North Miami Avenue & 16th Street NW 5th 3 S N 919 51 North Miami Avenue & NW 29th Street North Miami Avenue & NW 22th Street fir ra:kell uey Children`s Museum ;Museum : i Park I .t Stetio� ; Laa muf fct and Herald Plaza {Tra nsferl Recommended Solutions A Q Proposed Stations _ Proposed Miami Extension (APM) Proposed Trunkline (APM/Monorail) Proposed Miami Beach Extension (Dedicated Bus/Trolley) Connection to Potential Tri Rail / Brightline Stop . 4— Metromover with Stations Metrorail with Stations 3.unnet Biscayne Bey *�os Miami Beach tit •-K nr5t u _ 5 Lenox & Sth Street Washington Avenue & Sth Street 0.5 1. 5 817 MIRA1.+AA P WY NW199ST ILF E55ST la LW IL 461 w a z z z z swim Figure 1-3: Northeast Corridor Gardens dmwit n NW 109Si z MW 79$T 5W 17AVE .14W 1/AVE A1A MairlDCSIW 98 ST JOH N F.XENNEFMCSWY AiLi.„ TUTTLE GlaVY VE,NfSUH CVO Downtown ALTQMROAD WASHIMGTOHAUE COLLINS AVE 715T Miami Beach This submitlal needs to be schedted for a public hearing in accordance with umerines set forth in the City of Miami Cede -The app.icabe decision -making bodywitL revewthe intomriatan at the public hearing to 'ender a rnendation or a final decision. PZ-20-6058 09/19/22 6 Figure 1-4: Beach and Northeast Corridor Study Limits s;ivai1 ARMS JopIIAOD >JSeay4loN Pue g3eag tr Z 0 easy eouanyul lopwoO lseayuoN i _` 1 eay eouenyul lopplOO y3ea9 • pue6e- ••.- • • 1 ♦ H3V39 IWVIW 30V11IA "'AVE NINON 30ISdNOS 39V111A )133H3 NVIONI saNV1sI dOBTJVH AV9 untie IVH 1V9 • ▪ 1 1• ■ 1• • ■ ■ • IWVIW ■ ■1 I • 00 4• ▪ • • 1 1 ♦••�rli♦ • • ♦ ♦ • I S321OHS • IWVIW •.. • ! • • NNVd • 3NAVOSI9 ♦ • • • • Iuar!1V 114ON ♦•IWVIW H121ON ` • ♦ ■ 1 • ■ ■ • ■ • ♦ • HOV391WV1W1 • NINON • plea ♦ �u+kNN HOV39 ♦ S31SIANNOS VON • • • HOV39 N301O0 e • ♦ • • 1V12IOd 13 3ova-IWVIW a31VHOdHOONINa 30V0-IWVIW 0311,21Od21O3NINI1 l-ae.-3a_. 30V0-IWVIW 031V2IOd21OONINa soapleo !tut 44 SN3021VO IWVIW This page was intentionally left blank. ThisThrg9ubrnftNneedg to be schedu Led for a public hearing r accordance with t mellne, set forth in the City of Miami Code. The apptica Lie deosion-maing body wilL review the InfornIaton at the pub!. Meaning to render a recommendation or a final decoon. PZ-20-6058 09/19/22 4f;i2it, OVERVIEW OF BEACH AND NORTHEAST CORRIDORS Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a recommendation or a final tleuaon. This chapter provides a summary of documents reviewed as part of Land Use and Vision' Beach and Northeast SMART Plan Corridors. This Land Use and Visioning Plan is being dev recognition that transit supportive land uses play a important role in the success of major transit investments such as the SMART Plan. The SMART Plan is intended to help achieve community goals through the integration of transportation and land use planning and the development of strategies. This study provides the technical basis for the development of transit supportive land uses for the Beach and Northeast SMART Plan corridors. Figure 1-1 depicts the SMART Plan corridors. The Beach Corridor extends from Midtown Miami (at or near NE 41 Street and N Miami Avenue/NE 2 Avenue) to the Miami Beach Convention Center via the MacArthur Causeway, and the Northeast Corridor extends from Downtown Miami to the City ofAventura along the existing FEC Railway Corridor. Since the Beach and Northeast Corridors overlap in the Downtown -Midtown area, this study evaluates both corridors together. The information gathered du ringthe literature reviewwas utilized forthedevelopmentand evaluation ofalternative land use scenarios. The following sources were reviewed and are summarized in this technical memorandum: • The SMART Plan Corridor Inventory Studies for the Beach and Northeast Corridors by the Miami -Dade TPO • The Tier I Evaluation Report and Miami Corridor Analysis Report of the Beach Corridor Rapid Transit Project being conducted by the Miami -Dade Department of Transportation and Public Works (DTPW) • The documents of Tri-Rail Coastal Link PD&E study being conducted by FDOT District Four. Note that the portion of Tri-Rail Coastal Link PD&E Study within Miami -Dade County is called the Northeast Corridor. • Tri-Rail Downtown Miami Link by the South Florida Regional Transportation Authority (SFRTA) • Brightline Intercity Passenger Rail Service by All Aboard Florida • City of North Miami Beach Comprehensive Plan Amendment— Mixed Use Districts • North Miami Mobility Hub and Transit Oriented Development (TOD) Strategic Plan by IBI Group • North Miami Beach TOD Planning by the Treasure Coast Regional Planning Council (TCRPC) • City of Miami Tri-Rail Coastal Link Station Area Studies by TCRPC and PlusUrbia Design • Miami and North Miami Beach TOD Planning by the TCRPC • TOD guidelines by Miami -Dade County and FDOT • ESRI's 3D Land Use Evaluation Tool Guide documentation and training material • The Federal Transit Administration's New Starts funding criteria It should be noted that some of local studies are ongoing and the final documents were not available for review. 10 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 2.1 Northeast Corridor 2.1.1 SMART Plan Northeast Corridor Inventory Study The Miami -Dade TPO developed Corridor Inventory Studies in 2017 to document the land uses, zoning, and socioeconomic data within a 1-mile buffer along the SMART Plan Corridors. The following sections provide a summaryoftheCorridorinventoryStudyfortheNortheastCorridor.Thedetailed report is included as Appendix B. The Northeast Corridor is the only corridor of the six (6) SMART Plan Corridors with an active existing railway. The railway is owned and operated by the FEC Industries. The municipalities within the study area include Aventura, North Miami Beach, North Miami, Biscayne Park, Miami Shores, El Portal, and Miami. These municipalities and the unincorporated areas of Miami -Dade County within the study limits are shown in Figure 2-1. Existing Land Uses The primary land uses in the Northeast Corridor are low density residential, followed by business and office as shown in Figure 2-2. In general, high density development is limited to the Downtown Miami area. Socioeconomic Data The population within the study area is approximately 238,000.The racial/ethnic composition alongthe Northeast Corridor is more even among Hispanic, White Non -Hispanic, and Black Non -Hispanic populations in comparison to the entire county's population. The median household income is $42,968. Approximately 38 percent (38%) of the population along the corridor own their homes and the other 62 percent (62%) are renters. The corridor inventory report includes maps that illustrate the distribution of population with less than $25,000annual income, population older than 65 years, zero car households, transit dependent population, etc. 11 Thls submitlal needs to be schedu led for a public hearing In accordance wilt, hmellnes set forth in the city of Miami Cede. The app.icabe decision -mating body W S review the Intormaiol at the public hearing to tender a tecomrsendation or a final decision. Figure 2-1: Municipalities along the Northeast Study Corridor BROWARD COUNTY nC 7,Sir• Jr 11e5lJonktfY� �sjL ME 9 1100r,4- FYI mdl MAY 5. edE.TrfHW 1,11a 1Y.1.151 arvv T. S1 NW MI, ST sPA1dCaA sum Nay, .11+51 NC MMMHe1T my1Z+T1,s1 rxvl2el951 MIAMI-DADE N,COUNTY 1 = r144 Ni 111N1131 .t ,o4.15f St y s_ Wav #N 71N51 -a :::1 •�•:r'-14 Y r NQE7TH MIAMI' e ♦ $ Fk YNEtARK: Fas+ + 7 IY1 7 r5i 51 g J1'Kk ._ Miami -Dade SMART Plan Northeast Corridor Norrleasi Corridor Overview Dale 1A7.2017 Scarce. Cenyrae.0ev TPO e.r ur.+.w» 0 0.3 0.6 Legend Corridor C.5 mile Bul'rer NE Corridor AVENTURA BISCAYNE PARK EL PORTAL MIAMI MIAMI SHORES NORTH MiAMI NORTH MIAMI BEACH UNINCORPORATED MIAMI-DADE Wa1er Miami -Dade COunty Ma1cr Roads PZ-20-6058 09/19/22 12 PUB1, 6,11 G 0 4 Figure 2-2: Northeast Corridor Land Uses rm•r5TMsr NNP1rlHST eniZeigo sr Ityd 19 TH St re,merST NE n.TH sr NE,aaf 3, $ NE 10.Si .L.� rE InrH 3* 3 � fr 1,aaHsr 8 r,sx ✓ g NE term, ST SkadtEa'r 3 * INre9 • MY Ia9THer Me MOH Br ax,e,ar eT NW nrri er CFNLCdutava WI 'UM er Nn x.+rm Si or N MTH ST ar .,n-vcrH.sr' HIIlri05T Nrr Nwl e]lTh+ S N.N. rla Hw aatr:sr m iar ME in, s' i@rhEpY c,4w• I IN Vets TWA*, surN.�.s.Es aw IAcpPGE CA Miami -Dade SMART Plan North East Corridor EXISTING LAND USE Salrroe: Miami -Dade County Date: a/6/2017 N TPA r 1 1 1 9 7Y 0eae aaa.aa �Maa W� 0 0.3 0.6 1.2 moo Legend BUSINESS AND OFFICE ENVIRONMENTALLY PROTECTED PARKS HIGH DENSITY S RESIDENTIAL{HDR}6G 125 DU/AC INDUSTRIAL AND OFFICE INSTITUTIONS, ▪ UTILITIES AND COMMUNICATION LOW DENSITY RESIDENTIAL (LDR ) 2.5- 6 DU/AC LOW MEDIUM DENSITY RESIDENTIAL WI DENSITY INCREASE 1 LOW -MEDIUM DENSITY ▪ RESIDENTIAL{LMDR}6- 33 DU/AC MEDIUM DENSITY RESIDENTIAL{MDR) 13- 25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL {M HDR 25-60 DU/AC OFFICE/RESIDENTIA_ PARKS AND RECREATION TRANSPORTATION {ROW RAIL, METRORAIL, ETC.} NECo,1dor Major Roads Water Miami•bade County ON NOTICE This submittal needs to be scheduled for a public hearing In accordance wiHr tmellnes set forth in the City of Miami Code. The applicade deuIsion-making bodywill review the Information at the public hearing to render a mendatianor a final tleciaan. 44, R1VIEW CO PZ-20-6058 09/19/22 1. 13 11111111111111111, 2.1.2 Tri-Rail Coastal Link PD&E Study G 0 QuetI(. �.n „0 it S NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a recommendation or a final tleuaon. 4� Ew C°�,Q The Northeast Corridor is the Miami -Dade County segment of the Tri-Rail Coastal Link (TRCL) project .eing PZ-20-6058 09/19/22 conducted by FDOT District Four. The TRCL project plans to add 85 miles of commuter rail service from Downtown Miami to Jupiter as an integrated extension of Tri-Rail. Twenty-five (25) stations have been identified for further evaluation during the Project Development phase as shown in Figure 2-3. These include six (6) station locations within Miami -Dade County in Aventura, North Miami Beach, North Miami, Upper East Side, Midtown/Design District, and Miami Central. The service will share tracks with FEC freight and Brightline Intercity passenger rail services. Stations for the Brightline Intercity passenger rail have already been constructed in Miami, Fort Lauderdale, and West Palm Beach. These Brightline stations may be used by the future Tri-Rail Coastal Link. Implementation of the Tri-Rail Coastal Link will be phased and occur based on availability of local matching funds. Approximately 30% of the National Environmental Policy Act (NEPA) effort for the Northeast Corridor has been complete and negotiations are underway for securing track access to the FEC Railway and to obtain local O&M funding. The PD&E study is currently on hold pending the access agreement and local financing plan. 14 PUBL., Figure 2-3: FDOT D4 Tri-Rail Coastal Link Identified Stations q1© Tri-Rail Coastal Link Getting Southeast Florida To Work 1111 G 0 4 NOTICE This submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR revlewthe Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 44, RtViEW CO ' KEY Tri-Rail Coastal Link Blue Line Tri-Rail Coastal Link Red Line Tri-Rail Coastal Link Green Line • Existing Station O Proposed Station O Proposed All Aboard Florida Station • Maintenenace and Layover Facility ✓ Airport riks Seaport Metrorail Green Line Metrorail Orange Line Connections Northwood Note: Proposed station locations are identified for further study but subject to change kEregifbrn • Mangonia Park West Palm Beach Palm Beach International Airport Lake Worth Boynton Beach Delray Beach Boca Raton Boca Town Center Q Jupiter O Palm Beach Gardens O Lake Park O Riviera Beach n O West Palm Beach/St. Mary's 11111 • 0 Downtown West Palm Beach 0 0 Downtown Lake Worth • U • cn t/l • 0 Deerfield Beach • Pompano Beach • " Cypress Creek Fort Lauderdale Fort Lauderdale/Hollywood Intl. Airport Station at Dania Beach Sheridan Street Hollywood ftt Golden Glades • Opa-locka • • • • • • O Downtown Boynton Beach O Downtown Delray Beach O Downtown Boca Raton O Downtown Deerfield Beach 0 Downtown Pompano Beach 8 0 Oo O� Tri-Rail/Metrorail Transfer ®g Hialeah Market •""l'b Miami Airport Il® solgev �� :',# B„ O South Florida Regional Transportation Authority DRAFT February 10,2014 www.Tri-RailCoastalLink.com Oakland Park Wilton Manors Downtown Fort Lauderdale Fort Lauderdale Airport/ E Port Everglades Dania Beach Downtown Hollywood Hallandale Beach Aventura North Miami Beach North Miami 79th St/Upper Eastside Midtown/Design District Downtown Miami AINf10O H3V38 W1Vd 1. 15 NOTICE -this submittal needs to be schedu lee for a public hearing accordance wibr hmei nes set forth in the city of Miami Dade. The app.icabe decision -mating bodyvnll revewihe lniormaliot at the public hearing to tender a recommendation or a final decision. 2.1.3 Tri-Rail Downtown Miami Link Study The SFRTA is connecting Tri-Rail commuter rail service from the South Florida Rail Corridor (SFRC) sout of the Tri-Rail Metrorail Transfer Station, to the FEC Corridor into Downtown Miami to provide a one -seat ride passenger service. The 9-mile extension, known as Tri-Rail Downtown Miami Link (TRDML), is a Public -Private Partnership involving SFRTA, Florida East Coast Industries (FECI), FEC Railway, and All Aboard Florida. MiamiCentral Station in Downtown Miami will serve as an intermodal transportation hub providing connections to Brightline, Tri-Rail, Miami -Dade Transit (MDT) Metrobus, Metrorail, and Metromover. Figure 2-4: Tri-Rail Downtown Miami Link TRkARAIL DOWNTOWN MIAMI LINK Legend: Existing Tri-RaQ Service Downtown Miami Link Draft 6/19/20 16 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 2.1.4 Brightline Intercity Passenger Rail Service �� Rev! EW Cod+ All Aboard Florida, a subsidiary of FECI, introduced Brightline, an express intercity train service initially.etween Miami and West Palm Beach. Serviceto Orlando is anticipated by2021.AsofMay 2020,thereare stops in Downtown Miami, Downtown Fort Lauderdale, and Downtown West Palm Beach. Furthermore, a future Aventura station is proposed at a parcel across Aventura Mall. In early 2020, the Miami -Dade Board of County Commissioners approved a $76M investment. As of summer 2020, the Station design and permitting are underway and a construction contractor has been selected. Figure 2-5: Brightline Service Areas (Source: www.gobrightline.com) 2.1.5 City of North Miami Beach Comprehensive Plan - Mixed Use Districts The City of North Miami Beach amended its Comprehensive Plan in 2016, including the Future Land Use and Transportation Elements, with the goal of establishing guidelines for maintaining a financially sustainable transportation system that meets the needs of residents in a safe, convenient, and efficient manner. The Future Land Use Element seeks to encourage redevelopment and development to enhance the economic base of the City of North Miami Beach and to improve the aesthetic quality of residential neighborhoods and non- residential corridors, while protecting established single-family neighborhoods. Seven unique mixed -use districts were established with individual regulations and streetscape standards. The Transportation Element seeks to maintain a financially feasible, multimodal, urban transportation system that meets the mobility needs of the residents in a safe, convenient and efficient manner while being compatible with the existing and future land use pattern and the environment. 17 111111111111111 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the City of Miami Cede.The app.icabe decision-malung bodywiLL revewthe information at the public hearing to antler a recommendation or a final tleuaon. 2.1.6 City of North Miami Station Areas Transit Oriented Develop The City of North Miami developed a Mobility Hub Plan and TOD Strategy focused around its proposed ortheast Corridor station near NE 123rd Street and the FEC Railway. The Mobility Hub and TOD Strategic Plan consists of a two-part planning process: a detailed station area plan within a half -mile radius of the proposed FEC station and a series of guiding principles for mobility and placemaking. The Mobility Hub will serve as a nexus to transportation options, including FEC Railway passenger service, Miami - Dade Transit Metrobus, North Miami Express trolley service, local jitney services, shared bicycle systems, and pedestrian and bicycle infrastructure. The plan will provide an array of transportation services, amenities, and urban design enhancements that encourage economic development. The Mobility Hub plan provides guidance for first and last mile connectivity by identifying pedestrian priority streets, green residential streets, and mufti -use trails. Furthermore, the plan identifies opportunities to strengthen links between modal access points. The plan also identifies opportunities to transform neighborhood destinations through creative placemaking and designating open spaces. Some examples include the North Miami Station Square, Museum of Contemporary Art (MOCA) and City Hall Plaza Area, and the North Miami Public Market (Arts and The Market). The Mobility Hub plan provides guidelines for overlay zones and catalyst nodes that will make up the transit supportive area consisting ofa half -mile buffer around the proposed transit station. The plan references parking management best practices including reducing on -street parking, implementing off-street parking management policies, and integrating parkingwith other mobilityservices such as transitstops and shared bicycle systems. Figure 2-6 shows a concept for the North Miami Mobility Hub and TOD Strategic Plan. Figure 2-6: North Miami Mobility Hub and TOD Strategic Plan Concept PZ-20-6058 09/19/22 LEGEND 01 FIRST & LAST MILE CONNECTIVITY rA Pedestrian Priority Sheds pia'^ Green Streets dices. Shed Streets & Alleyways •e'- •• Protested Bike Lanes • Saler Intersections 02 MULTIMODAL INTEGRATION t{� NoMi Routes 0 NoMi Pivot 03 CREATIVE PLACEMAKING Catalyst Areas i Pktpurpose Parking Lots 04 TRANSIT SUPPORTIVE AREA 0 hold Station Square s MOCA Plaza 'Civic Canker Complex - Transit Node f;y Nerth Miami High School / Library 1 Art;: & '' Culture District . Transit Node Ok PARKING MANAGEMENT 0: OP -Street Parking 0 On-3aeei Peeking 18 G 0 O PUBl../ 1. Objectives of the Mobility Hub plan, such as implementing a multi -point local business dev providing access to affordable housing, and increasing homeownership rates, will be econo providing a platform for broader economic development. Finally, the Mobility Hub plan presents opportunities for the City of North Miami to absorb, respond, recover and prepare for environmental, physical, economic, social and technology disruptions. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. 2.1.7 North Miami Beach TOD Master Plan PZ-20-6058 09/19/22 Q !EW CO The TCRPC developed the North Miami Beach TOD Master Plan through a Federal Transit Administration (FTA) grant secured by SFRTA. A charrette was held in March 2018 to investigate ways to improve mobility, access, quality of life, and economic vitality around the planned Northeast Corridor station in the City. • Potential station locations considered include NE 151 Street, NE 159 Street, NE 161 Street, and NE 164 Street. • Evaluate land use zoning changes around potential station locations to consider higher intensity and mixed - use development with incentives for redevelopment. • Consider shifting density to the selected station location. • Focus economic development strategies on residential and hospitality industry. • Evaluate potential hotel developments within the 0.5-mile TOD area surrounding potential station locations • Develop a City Mobility Plan and incorporate into the Comprehensive Plan, including: ♦ A Thoroughfare Plan, delineating existing and future planned rights -of -way. ♦ A Bikeways/Pathways Plan delineating bicycle, pedestrian, and trails network with an increased emphasis of the future station catchment area. ♦ Traffic Calming Elements ♦ Multimodal Network Plan, including expansion of local transit circulator servicing potential station location. ♦ A Mobility Financial Plan, addressing capital improvement and operating/maintenance costs. • Develop a complete streets concept for the West Dixie Highway corridor including pedestrian, bicycle, and intersection improvements. • Consider developingan elevated pedestrian walkwayabove US 1/Biscayne Boulevard to enhance pedestrian access to station location. • Redesign the Snake Creek Canal bridge with expanded bicycle and pedestrian amenities. • Consider expansion of the Community Redevelopment Agency (CRA) to include NE 151 Street if the station is selected at this location. 19 1111111111111111 2.1.8 City of Miami Tri-Rail Coastal Link Station Area Studies G 0 PUBLI(, NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL revewthe intonation at the public hearing to antler a recommendation or a final tleuaon. 44, 0' ReV! Ew Cps PZ-20-6058 09/19/22 TCRPC and PlusUrbia Design developed the City of Miami Station Area Study (March 2019 draft report t rough an FTA grant secured by SFRTA. The study focused on three station areas within the city: Downtown Miami, Midtown Miami, and Little River/79 Street. A summary is provided below. Downtown Miami The recommendations focus on accessibility to and from the MiamiCentral Station, safety and comfort, public space, and resiliency. The study also recommends the redesign of street rights -of -way to accommodate non - motorized mobility options. Additional recommendations include: • Implement speed and congestion management strategies and policies. • Implement traffic calming, lighting, and streetscape/landscape improvements. • Enhance public spaces through partnerships with local communities and businesses, limited vehicular access streets, car free zones, and pedestrian only connections. • Balance land uses surroundingthe station areas by requiring residential and non-residential uses within the same block. Rezone underutilized civic and institutional uses into compatible zoning categories to promote redevelopment. • Increase building's minimum height from two stories to five stories to match the lower tier zoning category —T5 (mid -rise typologies). • Implement strategies to develop vacant and underdeveloped lots, promote active frontages, and reduce blight around the station. • Design future streets using permeable materials to minimize flood risks and promote creative designs to maintain active ground floors in flood prone areas. Midtown Miami The primary focus of the study for Midtown Miami was to evaluate two potential station locations: NE 36 Street and NE 29 Street. • At NE 36 Street, the north leg is deemed more suitable for a station than the south leg. There are some right-of-way constraints for providing a southbound station platform wide enough (25 feet) to meet the standards. Accessibility and mobility around the station are identified as challenges. • At NE 29 Street, the south leg is deemed more suitable for a station than the north leg. Main advantages of this location are the sufficient availability of FEC right-of-way for station platforms and land availability for redevelopment. The need for pedestrian access improvements has been identified. 20 G 0 PUBL, 1. PZ-20-6058 09/19/22 4v.N. Co Little River/79 Street The recommendations focus on accessibility to and from a future station, safety and comfort, p resiliency. Additional recommendations include: • Improve pedestrian and bicycle connections to neighborhoods within a half -mile from the station. • Redesign street rights -of -way to accommodate non -motorized mobility options. • Implement traffic calming, driveway consolidation, and streetscape/landscape improvements. • Assess station parking needs and strategically locate parking where the land is available. Provide safe pedestrian connections from the parking locations to the station. • Implement wayfindingsignage in and around the station. • Improve and design open spaces along the Little River Waterway. • Integrate transit supportive densities around the station to create a compact built form while transitioning to the surrounding community. • Miami21 calibration — make revisions to the code within the TOD standards to allow context sensitive development to enhance commercial activity and ridership. • Increase building's minimum height from two stories to five stories to match the lower tier zoning category - T5 (mid -rise typologies). • Implement strategies to develop vacant and underdeveloped lots, promote active frontages, and reduce blight around the station. • Create a Tree Succession and Maintenance Plan to plant new trees in a half -mile radius around the station and address tree maintenance as part of the plan. • Mitigate flooding risks by implementing resiliency design strategies. Use permeable materials to minimize flood risks. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. 21 1111111111111111 2.2 Beach Corridor 2.2.1 SMART Plan Beach Corridor Inventory Study K� �P NOTICE Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. 44, RtVIEW CO ' PZ-20-6058 09/19/22 The Miami -Dade TPO developed Corridor Inventory Studies in 2017 to document the land uses, zoning, and socioeconomic data within a 1-mile buffer along the SMART Plan Corridors. The following sections provide a summary of the Corridor Inventory Study for the Beach Corridor. The detailed report is included as Appendix B. It should be noted that the structure and content corridor inventory report is different and comparable information may not be available from the study. As shown in Figure 2-7, residential is the predominant type of existing land use alongthe corridor, covering about 35 percent (35%) of the study area. Commercial and Service, and Parks each make up 14 percent (14%) of the land uses. Institutional land uses are primarily concentrated in the City of Miami and represent 12 percent (12%) of the study area. Vacant land represents almost 11 percent (11%) of the land within the study area. Figure 2-8 illustrates the geographic distribution of land uses within the study area. Figure 2-7: Beach Corridor Land Use Distribution 441 CP IV U Beach Corridor ' 0 Land Use *1#' tribution Residential Commercial & Service Hotels Industrial Institutional Parks Transportation 22 Miami -Dade SMART Plan Beach Corridor Land Use Map Source. Miami Dade Caunly Date. 9/20/2017 TP6 eI*.+w a...ww. 0 0.25 0.5 Figure 2-8: Beach Corridor Existing Land Use Map 1 Miles Una Use i7:2 I lerhattle Boner POIchale Home wine Ilk, ance - sw®.Ha. Pr. - Beath Cnreaf - Toweearte n - Wine LJn. a.te.MFe.eeneel - CaMhin4tetnrerk. Mimi . :amnnw 111 MemryPMsmmmgn. - 1one-Exmwy1.111-F.m..r - blalmdtor4 uiE S4Cpb. Moen, f aDmcWay.. Ramp. - Meydae i - Hq D...1y INA-Familr I rrdmmnhM E.treGian Sine.. E away RAY Meier Roma Reparlenbaigorponerneed owned Hwang - emd.atr.I all AQmewemre Save-F.1ua Tr as+-ru tlbkla, l/.me1.5 i- bivm.I I.mnm.., OEra y,d r: - P..Ya. Preserves. m'--ealmn Area. Tin+arniCAM..- cc.'muat. 5e plgepee.., SUM.- inownio .1.snon. Owe...VW Cerocamfolunatw wine- 'etercrown+.W. am.g. ThIs submittal needs to be scheduCd for a pa No hearing accordance with dmellnes set forth in the City of Miami Cede. The applicade decision-rna king bcdy will review the information at the pub'c hearing to render a recommendation or a finaldeciaan. PZ-20-6058 09/19/22 * MITI Ga..ma,me..mm owned Umt ✓ erna R+meefed, PMeeaG Ied '•wm..r. F•mwecred. wwa.em+e,mr o.mmea tenement nt Rived,' Owned, llnotntetted C.m.I myd-0r,..y Iw. t wean,. Qmswn. aer Woof. Water #anrDwde cowry 23 NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. Transit Supportive Land Use Policies Both the City of Miami and the City of Miami Beach have implemented transit supportive land designations. Of note is the City of Miami's Miami21 form -based zoning code, which allows for transit oriented, pedestrian friendly, and mixed -use developments in the transect zones (The building block for Miami21's Form Based Zoning Code). In addition, the City of Miami Beach has established exceptions to the building height restrictions based on the area and lot sizes as described in Section 3.4 of the Beach Corridor Inventory Report. Miami -Dade County's Comprehensive Development Master Plan (CDMP) identifies three types of urban centers: community (CUC), metropolitan (MUC), and regional (RUC). The urban centers are areas targeted for mixed uses, densification, and multimodal transportation options. A RUC is identified in Downtown Miami. Further, CUCs are identified at Government Center Station and Overtown/Arena Station. In Miami Beach, a MUC is identified near the Lincoln Road Shopping Center. PZ-20-6058 09/19/22 44, RtVi Ew COY Socioeconomic Data Socioeconomic data for the Beach Corridor was gathered from the Southeast Florida Regional Planning Model (SERPM-V7) for years 2015 and 2040, US Census 2010, and the American Community Survey (ACS). Approximately 107,010 people lived within the study area in 2015 with 61,010 people in the City of Miami and approximately 46,000 people in Miami Beach. The estimated number of workers within the study corridor was 42,200, with 22,200 in the City of Miami and 20,200 in Miami Beach. The estimated number of jobs within the study corridor was 108,651, with 65,464 in the City of Miami and 43,187 in Miami Beach. The breakdown of employment by category for the SERPM 2015 data is shown in Figure 4. Overall, service, professional, and government sectors account for 60 percent (60%) of employees in Miami and 37 percent (37%) of employees in Miami Beach. The retail, hotel, restaurant, or entertainment industries account for21 percent (21%) of employees in Miami and 53 percent (53%) of employees in Miami Beach. Household income data indicates that 35 percent (35%) of households in Miami and 30 percent (30%) of households in Miami Beach earn less than $25,000 annually. In the highest income group (greater than $100,000), Miami has 15 percent (15%) of households and Miami Beach has 23 percent (23 percent) of households. Needs and deficiencies alongthe Beach Corridor include vehicular congestion, limited right of way for increasing roadway capacity, singular flows in traffic patterns due to a lack of land use mix, car dependence, and the lack of one -seat -ride transit connections between Miami Beach and Downtown Miami. 24 30,000 25,000 20,000 15,000 10,000 Figure 2-9: Distribution of Year 2015 Employment by Type (Beach Cor Year 2015 Employment by Type This submittal needs to be schedu led for a public hearing in accordance with tl melines set forth in the City of Miami Code. The applica de decision -making bodywill renew the intonation at the public hearing to render a recommendation or a finaldeciaan. PZ-20-6058 09/19/22 29,023 12,601 5,000 3, 0 2,391 4,789 1,116 4,624 5,752 1 3,236 7,773 12,689 12,415 8,767 o =' a o 'o' a o c ,� c a`,, c a, o c, a, ,� -, O LY o O a, 2 ? o r o u, O a, i o = Q. Lo W L o Fa 4 Q 25 11111111111111111, 2.2.2 Beach Corridor Rapid Transit Project G 0 4 PURLI(. �.n „.O-+S NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL revewthe intonation at the public hearing to antler a recommendation or a final tleuaon. 44, 0' ReV! Ew COs PZ-20-6058 09/19/22 Miami -Dade County DTPW conducted the Beach Corridor Rapid Transit Project in two tiers. The goals oft e project include connecting existing and future planned land uses with a direct and convenient rapid transit options while linking other existing/ future transportation systems such as Metrorail, Tri-Rail, Brightline, Metromover, Metrobus, local circulators, taxi services, rideshare services, and non -motorized networks. The Tier One Evaluation for the study area depicted in Figure 2-10 resulted in the identification of four transit modes for further evaluation. These modes are automated guideway transit (Metromover expansion), monorail, bus rapid transit/express bus, and light rail transit/streetcar. As shown in Figures 2-11 and 2-12, four project segments had been defined: Design District, Downtown Miami, Bay Crossing, and Miami Beach. This was done to assess the possibility of different transit modes by sub areas of the corridor. Miami -Dade County's DTPW conducted the Beach Corridor Rapid Transit Project in two tiers: Tier One focused on transit technology screening, and Tier Two included a Preliminary Engineering and Environmental Assessment. The goals of the project include connecting existing and future planned land uses with a direct and convenient rapid transit options while linking other existing / future transportation systems such as Metrorail, Tri-Rail, Brightline, Metromover, Metrobus, local circulators, taxi services, rideshare services, and non -motorized networks. The Tier One Evaluation for the study area depicted in Figure 2-10 resulted in the identification of four transit modes for further evaluation. These modes are automated people mover, monorail, bus rapid transit and light rail transit/streetcar. As shown in Figures 2-11 and 2-12, four project segments had been defined: Design District, Downtown Miami, Bay Crossing, and Miami Beach for Tier Two Evaluation. This was done to assess the possibility of different transit modes by sub areas of the corridor. The Preliminary Engineering Report (PER) prepared by DTPW identified the Recommended Alternative for the selection of the Locally Preferred Alternative (LPA). The Miami -Dade TPO Governing Board passed a resolution in January 30, 2020 selecting the LPA for the Beach Corridor with the following recommendations: • An extension of the existing Metromover along the median of Miami Avenue to NW 41 Street is the selected technology in the Design District • Elevated rubber tire vehicle is the selected technology for the Beach Corridor Trunkline extending from the existing Downtown Metromover Omni Extension along the MacArthur Causeway to 5 Street near Washingtown Avenue in Miami Beach • Dedicated lanes for bus/trolley along Washingtown Avenue is the selected technology for the Miami Beach Convention Center Extension The Miami -Dade County DTPW's PER and the TPO Governing Board's Resolution are included in Appendix B. The station locations identified in the PD&E study are also depicted in Figure 2-13. 26 G 0 rt- PUBL., 1. Figure 2-10: Tier One Beach Corridor Rapid Transit Study Area belepi 0 1 lIWjM .,,Yes: • 4a.t Sel..a.k1r 4u trwa. co z NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 LEGEND Kogimitteloai Salad l Odivet ►tra.e+a.! -.li'. Slater Viosicycliy aourictry hie ,I.J F•a0i+Cr.M. s✓ Mate*Ma 'if'a.... 14. 0. i m....,ar Wfdr.., • 41=144. Mlwawr wt.' J' South Boach Iism* torch Ni1 4 l • Cc I.i 6 utu+, Pi+at• C.onnec l*'g t0 Iuafs9Ta 'Belch e=molt ion �rnlrf SaVTl Ste, Cwnrarrts [+ww 27 Thls submitlaI needs to be scnedu led fora public hearing In accordance with dmellnes set forth in the City of Miami Code. The app.icabe decision -making body visit review the inionnaton at the public hearing to antler a rnendation or a final decision. Figure 2-11: Design District and Downtown Miami Segments - wnrfe. a Aaporowol meted lie ex r b'» Rr 41111.vet SA* Per - p MIPPIk..Dda r r.r, 172+2341,4.Ye41(w k+rr. e. Prrever 70641 errk r T 7 Pilor CsiPt eilloeaaiom Shad A. nor two. M1q'rtvrd XieryYalvss JMkAatf$AO( Design DisNlcl Segment .t.▪ yf.r.. 1 �r Downtown Miami Segment AWN! MWHIMIN rpm— guano Beach Corridor Rapid Transit Pro$ecl PZ-20-6058 09/19/22 28 LEGEND Ma4ornower AFgranant Shady LA.& crw. a7(EMvea dl MOWN NylnmMt Smog Lela Ti a11Elewle4) — LiphinarSreefrarANpnme t Stgly L111i19 Met 2IA4•0sd0for EI d! BRI Enss Elm Study Anw Tim 7 1prrarl Sha, Aran Watson lsltad Tier Two Allgnrnenl Allernotives Study Areas 5 - I MiAMEDADE Figure 2-12: Bay Crossing and Miami Beach Segments HiVscus Is ran d Palm !stand Star Wend Beach Corridor Rapid Transit Project Isfona This submittal needs to be schedted for a public hearing accordance with tmellne, set forth in the City of Miami Cede. The applica de decision -making body will review the Infoma w at the public hearing to render a recommendation or a final deciaan. PZ-20-6058 09/19/22 29 Figure 2-13: Locally Preferred Alternative Thls submitlal needs to be upheld led tor a public hearing In accordance with umerines set forth in iha City of Miami Cede.The app.icade decision -making body wit review bte intomlatian at the public hearing to tender a recommendation or a final decision. PZ-20-6058 09/19/22 a e Pan �Arh St North Miami Avenue & NW 34th Street 1. Se a.741O I Nv+ isrn St was din FMr1 sl+natn. rbrY i'r✓. r.ehy,. me *Ind North Miami Avenue & NW 26th Street e�f North Miami Avenue & NW 16th Street NW sth 51 MN 3rd St N a.nd SI �w 1ctS1 St 5yy sat St Rd St 4 i rolsl g th S1 SAK Si 1. < SW 9M St '!5w 111h St NE son, ]I North Miami Avenue & NW 49th Street North Miami Avenue & NW 29th Street North Miami Avenue & NW 22th street Herald Plaza (Transfert 6r,cFell Key i Rx' ChIldren's Museum 5 Herald Plata (Transfer) Museum Park Station e°+v ooege island 0 Recommended Solutions N 0 Proposed Stations Proposed Miami Extension (APM) Proposed Trunkline (APMIMonorail) Proposed Miami Beach Extension (Dedicated Bus/Trolley) Connection to Potential Tri Reit / Brightline Stop Metromover with Stations Metrorail with Stations 2 Sunbelt Island. Bncayne flay r.tka Ur....rudn- Fxr rrrM fo 90 _ Miami Beach t r1 Lenox & 5th Street L a.rnmus Lai arta Lummu3 gelled rya 11,]M r. cars Stan tam 51 1 Washington Avenue & 5th Street r ksrrer Island 0 DS Niko 30 G 0 rt- PUB1, 1. 2.3 Other Literature 2.3.1 Miami -Dade County's Code of Ordinances NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 44, RSVI Elm CO' PZ-20-6058 09/19/22 Chapter 33C of the Miami -Dade County Code of Ordinances provides guidelines for the development of non- Metrorail Fixed -Guideway Rapid Transit Zones within the City of Miami. These guidelines for Rapid Transit Zone areas include permitted uses, FloorArea Ratio, densities, building heights, building frontage, parking requirements, open space, landscaping, pedestrian passage, etc. Some standards are summarized below. Permitted Uses: A minimum of two (2) of the following three (3) permitted uses shall be included in Rapid Transit Zone Station developments: • Business and Civic Uses. Allowed uses include Neighborhood Business Use (BU-1), Limited Business Use (BU-1A), and Special Business Use (BU-2) zoning districts. • Residential Uses. All residential or mixed -use developments with more than four (4) residential units shall provide a minimum of 12.5 percent (12.5%) of their units as work force housing units. Workforce housing units are for those whose income is between 65 percent (65%) and 140 percent (140%) of the most recent median family income ($59,100 Area Median Income in FY2019) for Miami -Dade County, as reported by the U.S. Department of Housing and Urban Development (HUD). • Housing for the Elderly. FloorArea Ratio (FAR): The FAR is defined for Community Urban Centers only and requires a minimum FAR of 1.5. Maximum Density: The maximum densities forthe developments are defined as follows. • Metropolitan Urban Centers — 250 residential units per net acre • Community Urban Centers —125 residential units per net acre Additional densities are allowed for developments meeting Leadership in Energy and Environmental Design (LEED) or a similar organization accredited by the U.S. Green Building Council (USGBC). Building Heights: The maximum building heights forthe developments are defined as follows. • Metropolitan Urban Centers —25stories (maximum —7 stories pedestal, 13 stories tower, 5 stories penthouse) • Community Urban Centers -15 stories (maximum — 5 stories pedestal, 8 stories tower, 2 stories penthouse) An increased height allowance is provided for developments meeting LEED or a similar organization accredited by the USGBC. Parking: Minimum parking requirements are provided in Section 33-124 of the Zoning Code. Open Spaces: A minimum of 15 percent (15%) of the lot area shall be reserved for open space. 31 Aid 2.3.2 FDOT's Transit Oriented Development Guidelines Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL revewthe intonation at the public hearing to antler a recommendation or a final tleuaon. Transit Oriented Developments (TOD) are defined as areas of compact development that are comprised of mixed uses, within the influence area of transit stations and corridors served by a premium transit system. The Transit Core is defined as the area within 0.25 miles of a premium transit station, the area within 0.5 miles of a premium transit station is defined as the Transit Neighborhood, and the area within 1.0 mile is defined as the Transit Supportive Area. Premium transit is defined as commuter rail, light rail, bus rapid transit, or a station that functions as a local bus hub serving a minimum of three fixed local bus routes operating with headways of less than 30 minutes. The following excerpt from the TOD Guidelines introduces planning terms associated with a transit station. Figure 2-14: Planning Terms Associated with a Transit Station Premium Transit Station: A transit station serving a premium type or types of transit (e.g., commuter rail, light rail, or rapid transit) or a station that functions as a local bus hub serving a minimum of three fixed local bus routes operating with headways of 21-30 minutes or less. TOD Station Area: The area within one-half mile (approximately500 acres) around a Premium Transit Station, comprised of the Transit Core and Transit Neighborhood. NOTE: The model regulations presented in this Guidebook focus on this 500-acre area. Transit Core: The area within the first quarter -mile (approximately 125 acres) around a Premium Transit Station. Transit Neighborhood: The area within the second quarter -mile (approximately 375 acres) surrounding a Transit Core. Transit Supportive Area: Area within a one -mile radius surrounding a Transit Neighborhood and Transit Core. (Source: A Framework for TOD in Florida.) The document describes three TOD place types: Regional Centers, Community Centers, and Neighborhood Centers. The definitions of each type as provided in A Framework for TOD in Florida are provided on the next page. The station area gross residential densityshould be between 55to75dwelling units per acre for heavy rail, between 35 to 55 dwelling units per acre for commuter and light rail, and between 20 to 35 dwelling units per acre for Bus Rapid Transit (BRT). In addition, the recommended station area gross employment density should be between 200 and 250jobs per acre for heavy rail, and between 100 and 200jobs per acre for commuter and light rail. 32 O Regional Center NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 A":0e,R�V� Ew cd 1 Regional Centers are centers of economic and cultural significance, including downtowns and central business districts, which serve a regional travel market and are served by a rich mix of transit types ranging from high speed or commuter rail to BRT to local bus service. Usually emphasizing employment uses, Regional Centers increasingly are being sought out for residential uses in response to changing demographics and housing preferences. Regional Centers are larger in size than Community Centers and Neighborhood Centers and tend to contain more than one transit station and multiple bus stops. Small block sizes, more lot coverage, higher intensities and densities of development, civic open spaces, and minimal surface parking result in a highly urban development pattern in Regional Centers. The bottom Figure 1-6 illustrates a prototypical Regional Center urban form that reflects application of the station area and site level targets identifies for the Regional Center TOD place Type (Table 1-1). - A framework for TOD in Florida O Community Center 1 Community Centers function as sub -regional or local centers of economic and community activity and include urban and town centers served by one or more transit types. Residential densities in Community Centers are typically lower than residential densities in Regional Centers, but the mix of uses in them is more balances between residential and employment uses. More intense and dense development in Community Centers tends to be concentrated within walking distance of the transit station. The pattern of development in Community Centers ranges from urban to suburban. Block sizes, lot coverage, and development intensities and densities all tend to be moderate. Parking is typically structures and located close to the transit stations. The bottom of Figure 1-7 illustrates a prototypical Community Center urban form that reflects application of the station area and site level targets identified for the Community Center TOD place type (Table 1-2). - A framework for TOD in Florida O Neighborhood Center 1 Neighborhood Centers are dominated by residential uses and are served by some type of premium transit. Non-residential uses in them are limited to local -serving retail and services. Residential densities in Neighborhood Centers tend to be lower than in Community Centers and at their highest within walking distance of the transit station. Neighborhood Centers are found in older urban areas and newer suburban developments. Open space is usually abundant in them, and parking is mostly in surface lots. The bottom of Figure 1-8 illustrates a prototypical Neighborhood Center urban form that reflects application of the station area and site level targets for the Neighborhood Center TOD place type (Table 1-3). - A framework for TOD in Florida 33 11111111111111111, 2.3.3 Federal Transit Agency New Starts Funding Criteria Thls submitlal needs to be schedu led for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a recommendation or a final tleuaon. PZ-20-6058 09/19/22 The FTA provides guidance for evaluating and rating new transit investments seeking funding under t e New Sta its progra m in the Final Interim Policy Guidance Federal TransitAdministration Capital Investment Grant Program (June 2016). New Starts project justification depends on the following equally -weighed six (6) subfactors: mobility improvements, environmental benefits, congestion relief, cost-effectiveness, economic development, and land use. Additionally, the local financial commitment criteria depend on current conditions (25%), commitment of funds (25%), and financial capacity and reasonableness of assumptions (50%). New and Small Starts Project Evaluation and Rating Individual Criteria Ratings Summary Ratings Overall Rating Mobility Improvements Environmental Benefits Congestion Relief Cost -Effectiveness Economic Development Land Use 16.66% 16.66% 16.66% 16.66% 16.66% 16.66% Current Condition Commitment of Funds Reliability/Capacity 25% 25% 50% Project Justification 50% of Overall Rating NOTE: Must be at least "Medium" for project to get "Medium" or better Overall Rating Local Financial Commitment 50% of Overall Rating Overall Project Rating • What is a corridor per FTA? The land use measure for New Starts projects includes an examination of existing corridor and station area development; existing corridor and station area development character; existing station area pedestrian facilities, including access for disabled persons; existing corridor and station area parking supply; and the proportion of existing "legally binding affordability restricted" housing within 0.5 miles of station areas to the proportion of "legally binding affordability restricted" housing in the counties through which the project travels. Land Use 34 The breakpoints for station area population, employment densities, and Central Business Di are shown in the following tables. This submittal needs to be scheduled for a public hearing in accord ance wkh timelines set forth in the City of Miami Cede. The applied de decision -making body will reblew the information at the public hearing to render a rnendation or a finaldecisan. PZ-20-6058 09/19/22 Rating Station Area Development Parkin Supply Employment Served by System Avg. Population Density (persons/square mile) CBD Typical Cost Per Day CBD Space Per Employee High > 220,000 > 15,000 > $16 <0.2 Medium -High 140,000 - 219,999 9,600 -15,000 $12 - $16 0.2 - 0.3 Medium 70,000 -139,999 5,760 - 9,599 $8 - $12 0.3 - 0.4 Medium -Low 40,000 - 69,999 2,561- 5,759 $4 - $8 0.4 - 0.5 Low <40,000 <2,560 <$4 > 0.5 Rating Proportion of Legally Binding Affordability Restricted Housing in the Project Corridor Compared to the Proportion in the Counties through which the Project Travels High > 2.50 Medium -High 2.25 - 2.49 Medium 1.50 - 2.24 Medium -Low 1.10 - 1.49 Low < 1.10 Cost Effectiveness COST EFFECTIVENESS BREAKPOINTS Rating Range High <$1.00 Medium -High Between $1.01 and $1.99 Medium Between $2.00 and $3.99 Medium -Low Between $4.00 and $5.00 Low > $5.00 Mobility Rating Mobility Improvements: Estimated Annual Trips (Trips by Non -Transit Dependent Persons plus Trips by Transit Dependent Persons Multiplied by 2) High >30 Million Medium -High 15 Million - 29.9 Million Medium 5 Million - 14.9 Million Medium -Low 2.5 Million -4.9 Million Low <2.5 Million Congestion Relief 35 CONGESTION RELIEF BREAKPOINTS Rating New Weekly Linked Transit Trips High 18,000 and above Medium -High 10,000 to 17,999 Medium 2,500 to 9,999 Medium -Low 500 to 2,499 Low 0 to 499 Thls submittal needs to be schedu lee for a public hearing In accordance witty hmellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a rnendation or a final decision. PZ-20-6058 09/19/22 Environmental Benefits The environmental benefits measure for New Starts projects is the sum of monetized value of the benefits resulting from the changes in air quality and greenhouse gas (GHG) emissions, energy use, and safety divided by the annualized Federal share of the project. FTA multiplies the resulting ratio by 100 and expresses the environmental benefit as a percentage. Rating Range High > 10% Medium -High 5to10% Medium 0to5% Medium -Low 0 to -10% Low < -10% Economic Development Please see "Guidelines for Land Use and Economic Development Effects for New and Small Starts Projects" on the FTA website. 36 G 0 rt- PUBL., NOTICE This submittal needs to be scheduled for a public hearing j in accordance withti mgr., set forth in the City of ` Miami Code. The applica tiedecision-rna king body will renew the lntomaton at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 V� W GO !EQ IIIIIIIIIIIIIIIIII CHAPTER 3 LAND USE SCENARIOS DEVELOPMENT AND TESTING LAND USE SCENARIOS DEVELOPMENT AND TES The Land Use Scenarios and Visioning Plan was developed with the recognition that transit s play an important role in the success of major transit investments. The plan aims to achieve co through the integration of transportation and land use planning in a proactive manner. This chapter summarizes the development and testing of alternative land use scenarios forthe Beach and Northeast Corridors. Please note that the development of land use scenarios for the Overlap Area is presented under the Northeast Corridor. The Preferred Land Use Scenario forthe two corridors is presented in Chapter5. Thls submittal needs to be schedu led for a public hearing In accordance tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the Information at the public hearing to antler a recommendation or a final tleuaon. This chapter is organized into the following sections: • 3.1- Northeast Corridor Land Use Scenarios Development and Testing ♦ Scenario Development Framework ♦ Alternative Land Use Scenarios ♦ Evaluation Criteria ♦ Testing of Alternative Land Use Scenarios ♦ Summary • 3.2 - Beach Corridor Land Use Scenarios Development and Testing ♦ Scenario Development Framework ♦ Alternative Land Use Scenarios ♦ Evaluation Criteria ♦ Testing of Alternative Land Use Scenarios ♦ Summary 38 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 3.1 Northeast Corridor Land Use Scenarios Development and Testing 3.1.1 Scenario Development Framework Thissection outlines howthestudyarea was defined and whattypesof data and evaluation methodswere used. The study area for land use scenarios development was defined based on the preliminary station locations identified in the Tri-Rail Coastal Link PD&E Study. Note that the portion of this tri-county study within Miami -Dade County is referred to as the Northeast Corridor. The Northeast Corridor will utilize the existing FEC railroad corridor and the PD&E Study has identified six potential commuter rail station locations in Miami -Dade County. These station locations are in Aventura, North Miami Beach, North Miami, Upper East Side (NE 79 Street/El Portal), Midtown/ Design District, and Downtown Miami (MiamiCentral Station). In addition, the land use scenario assessments considered potential station locations in Wynwood/Edgewater and at NE 151 Street. Land use assessments for these two additional locations were performed recognizing the areas' growth potential may result in the PD&E study considering an infill station or relocation of currently identified stations. The Northeast Corridor also consists of an Overlap Area with the Beach Corridor alignment, which includes the station areas of Midtown/Design District, Wynwood/Edgewater, and Downtown Miami. The transit modes, alignment, and station locations for the Beach Corridor were identified by Miami -Dade DTPW in the Beach Corridor Rapid Transit Project PD&E Study. Land use scenario development for the station locations in Miami Beach is discussed in Section 3.2. Based on the FTA guidelines, a half -mile influence area (buffer) along the existing FEC railroad corridor was used to define the limits of study area for Land Use Scenario and Visioning Planning study. This half -mile influence area was divided into Station Area Segments for analysis purposes. Within each Station Area Segment, a half - mile radius around the potential station location was defined to identify opportunities for mixed use and TOD. Figure 3-1 depicts the study corridor along with the half -mile buffer, half -mile station areas radii, and Station Area Segments. Note that a Station Area Segment for Wynwood/Edgewaterwas included in all land use scenarios. 39 • P U130 Odd. C• 0 Figure 3-1: Northeast Corridor Study Area .410. NOTICE This su broth' needs to be schedu led for a public hearing in accordance with fi rnelines set forth in the City of Morel Cede. Tile apoicale decleion -making tywtL review the information at the public Mearog to -ender a ecomntendtooncrs final decdPion. Legend 0.5-Mile Buffer „.., - - Study Corridor Buffer ' Micro -Analysis Zone 1019t I."VIZZS t 223143, A ""33..• = =.= 3.3. Alt 4 5 !. 4.0.0 ..41 NE 11.1.il ; .10 ; A s ; E 1.. La1=1,15 r2 ,c10111 re le. ir he dune,. lee dOrd it ..1.111 Or A .... Alt Ir. SI ; ..., 1 .11.112 • A 1 0 ii 1 — -0- 1110. Fine: Aw 400 Ai t 041. L haeo ; - • t , Air 14.111 ud =isms! we lel di # 4 do hen= ; 99 oo. pr 3 re oath ai 9 91149191, s • ' 0 0.5 1 Miles 1 7- a a • • 5411in RA 16.11 A 4 PZ-20-6058 09/19/22 ew COV 40 This submittal needs to be schedu Led for a public hearing in accordance with tl melines set forth in the City of Miami Code. The applica de decision -making bodywill renew to intonation at the public hearing to render a recommendation or a finaldeciaan. Figure 3-1: Northeast Corridor Study Area (continued) skartU 144,1 11,13,5 mE 4.79 Street/ El Portal • • • • • 3. North Miami Legend 0.5-Mile Buffer • Study Corridor Buffer Micro -Analysis Zone 0 0.5 1 Miles e PZ-20-6058 09/19/22 41 Figure 3-1: Northeost Corridor Study Areo (continued) ~ x � ~.~~» � ~~~ ~* - 0 » _ ~. � . -~~ . . , � , -' ' ° . . - � ' «~�~ 0.5 1 - ° � ° " ^ 0.5-Mile Buffer Study Corridor Buffer Micro-Aralysis Zone --d�tv, ,.�t dd.., PZ-20-6058 oo/19/22 � ---_-- -° ��. ' �-' . .' .�-� ~ _- -,"~~ .~.. � / ' ' -"v70*� ~ o� 42 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. The other major aspect of developing the framework for the land use scenarios assessment economic data, forecast units, and horizon years. Population and employment were used socioeconomic variables to quantify the land use scenarios. While Station Area Segments were used to report population and employment data at the macro level, much smaller Micro -Analysis Zones (MAZ) were used to input socioeconomic data to the travel demand model for evaluating alternative land use scenarios. The current Southeast Florida Regional Planning Model (SERPM) Version 7, which is the travel demand model used by the Miami -Dade TPO for developing 2040 Long Range Transportation Plan (LRTP), has established 2040 as the horizon year. Therefore, all land use scenarios were developed and evaluated for year 2040. The socioeconomic data available from SERPM for year 2040 was considered the Trend Scenario (i.e., growth without implementation of the SMART Plan in the Northeast Corridor) and the land use scenarios were built upon it. The FTA's Simplified Trips -on -Project Software (STOPS) was used to forecast transit ridership/boardings at the station level, which were used to evaluate and compare alternative land use scenarios. 3.1.2 Alternative Land Use Scenarios PZ-20-6058 09/19/22 Whilethefocusofland use scenario development isthe NortheastCorridor,the Beach and NortheastCorridorstudy areas overlap between Downtown Miami and Midtown/Design District. Therefore, potential transit alternatives forthe Beach Corridor were taken into consideration when alternative land use scenarios were developed forthe segment between Downtown Miami and Midtown/Design District. Initially three unique land use scenarios were developed for the Northeast Corridor SMART Plan, each representing different land use visions and intensities. At the time these alternative land use scenarios were developed, the Beach Corridor LPA had not been selected. Therefore, information available from the Beach Corridor Tier One Evaluation was utilized. The Preferred Land Use Scenario for the Beach/Northeast overlap area (see Chapter 5) was updated after the selection of LPA for the Beach Corridor. As previously mentioned, the Trend Scenario represented the baseline conditions. 3.1.2.1 Trend Scenario The Trend Scenario represents "business as usual" growth without the implementation of the SMART Plan. Table 3-1 summarizes population and employment data from the 2040 LRTP forthe Station Area Segments defined in Figure3-1. For comparison purposes, population and employment for year 2010 are also included in Table3-1. Between 2010 and 2040, the Northeast Corridor study area population and employment are projected to increase by 73 percent and 41 percent, respectively. 43 Table 3-1: Trend Scenario Socioeconomic Data Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Station Area Segment Existing (2010) Trend (2040) Baseline Growth Population Employment Population Employment Population Employment Aventura 19,566 20,041 23,602 30,025 4,036 9,984 North Miami Beach 17,083 9,758 33,320 13,774 16,202 4,016 North Miami 31,601 9,799 33,794 14,607 2,193 4,808 NE 79 St/El Portal 28,009 10,480 43,185 15,491 15,176 5,011 Midtown/Design District 21,414 14,232 43,578 20,001 22,164 5,769 Wynwood/Edgewater 16,287 9,098 44,347 13,300 28,060 4,202 Downtown Miami 17,957 38,552 40,947 51,031 22,990 12,479 Total 151,917 111,960 262,773 158,229 110,821 46,269 3.1.2.2 Build Scenario 1 "In Town -Downtown" The first scenario focused most of the SMART Plan growth in Greater Downtown Miami and hence is called 'In Town -Downtown.' The primary impetus for this scenario is a potential connection between Downtown Miami and Miami Beach through the SMART Plan Beach Corridor project. Under this scenario, Greater Downtown Miami was envisioned to enhance its position as a regional center, spurred by two new SMART Plan transit systems (Northeast and Beach) connecting to the MiamiCentral Station. The SMART Plan influenced residential (market rate and workforce housing) and employment developments were envisioned in Greater Downtown Miami. The other Station Area Segments along the Northeast Corridor were assumed to experience modest growth beyond the Trend Growth estimates. The socio-economic data projections associated with the Build Scenario 1 are summarized in Table 3-2. Additional background information used for developing the three build scenarios are included in Appendix C. Table 3-2: Build Scenario 1 Socioeconomic Data Station Area Segment Trend (2040) Build Scenario 1 Trend + Build Scenario 1 Population Employment Population Employment Population Employment Aventura 23,602 30,025 1,500 0 25,102 30,025 North Miami Beach 33,320 13,774 0 0 33,320 13,774 North Miami 33,794 14,607 500 500 34,294 15,107 NE 79 St/El Portal 43,185 15,491 0 0 43,185 15,491 Midtown/Design District 43,578 20,001 1,000 500 44,578 20,501 Wynwood/Edgewater 44,347 13,300 0 0 44,347 13,300 Downtown Miami 40,947 51,031 16,000 10,000 56,947 61,031 Total 262,773 158,229 19,000 11,000 281,773 169,229 44 PUBL./ 601 Figure 3-2: Scenario 1 Socioeconomic Data NORTH MIAMI. 79 TH STREET MIDTOWN WYNWOOD/ EDGEWATER DOWNTOWN AVENTURA- NORTH -- MIAMI BEACH 0 rt. a ... 0 it NOTICE This submittal needs to be schedu Led for a public hearing In accordance wiltItmellnes set forth in the City of Miami Code. The apple decIsion-rna king body ...AR review the Information at the public hearing to render a recommendation or a final tled0on Scenario Population Scenario Employment 10K to 25K 25K to 35K 35K to 45K 45K to 55K +55K EACH PZ-20-6058 09/19/22 44, VIEW CO' 45 Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. 3.1.2.3 Build Scenario 2 "SMART Shift" The build second scenario shifts the core of SMART Plan growth from Downtown Miami to Wynwoo and hence is called `SMART Shift.' This shift in SMART Plan growth is influenced by a potential Beach Corridor alternative, which assumes a connection between Miami Beach and Midtown that will serve Wynwood/Edgewater communities. Under this scenario, Wynwood/Edgewater was assumed to experience the most significant SMART Plan growth, including a mixed use/residential district in Edgewater along Biscayne Bay and the Health District expansion. Downtown Miami will remain the employment hub and other Station Area Segments will experience moderate growth beyond the Trend Growth estimates. The socio-economic data projections associated with the Build Scenario 2 are summarized in Table 3-3. PZ-20-6058 09/19/22 Table 3-3: Build Scenario 2 Socioeconomic Data 44, R'EV!EW GO` • ff. er Station Area Segment Trend (2040) Build Scenario 2 Trend + Build Scenario 2 Population Employment Population Employment Population Employment Aventura 23,602 30,025 3,000 6,000 26,602 36,025 North Miami Beach 33,320 13,774 9,900 7,500 43,220 21,274 North Miami 33,794 14,607 4,000 2,000 37,794 16,607 NE 79 St/El Portal 43,185 15,491 2,000 1,000 45,185 16,491 Midtown/Design District 43,578 20,001 6,000 1,000 49,578 21,001 Wynwood/Edgewater 44,347 13,300 12,000 4,000 56,347 17,300 Downtown Miami 40,947 51,031 5,000 7,000 45,947 58,031 Total 262,773 158,229 41,900 28,500 304,673 186,729 46 PUBL./ 601 Figure 3-3: Scenario 2 Socioeconomic Data MIDTOWN WYNWOOD/ EDGEWATER DOWNTOWN NORTH MIAMI NORTH -- MIAMI- BEACH.. 0 rt. a --- 0 it NOTICE This submittal needs to be schedu Led for a public hearing In accordance wiltItmellnes set forth in the City of Miami Code. The apple decIsion-rna king body ...AR review the Information at the public hearing to render a recommendation or a final tled0on 44, °PEVIEW CO'v Scenario Population Scenario Employment 10K to 25K 25K to 35K 35K to 45K 45K to 55K +55K BEACH PZ-20-6058 09/19/22 47 1111111111111111111,4, 3.1.2.4 Build Scenario 3 "Highly Connected" Thethird build scenario envisions growth spread out alongthe corridorand hence is called `HighlyCon core of SMART Plan growth shifts further north from Wynwood/Edgewater to Midtown/Design District, influenced by a preliminary Beach Corridor alternative, which considered BRT operation between Miami Beach and Midtown utilizing 1-195. Notable SMART Plan growth possibilities under this scenario include residential developments in Midtown, mixed use redevelopments in North Miami Beach, and non-residential developments in Aventura. The Station Areas Segments in North Miami and Upper East Side/El Portal/79 Street were envisioned to experience neighborhood/com munity scale growth with some densification. The socioeconomic data projections associated with the Build Scenario 3 are summarized in Table 3-4. K� �P NOTICE Thls submittal needs to be scheduled for a public hearing In accordance wit, hmehnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvnll review the lntormaton at the public hearing to .ender a rnendation or a final decision. Table 3-4: Build Scenario 3 Socioeconomic Data PZ-20-6058 09/19/22 IE e Station Area Segment Trend (2040) Build Scenario 3 Trend + Build Scenario 3 Population Employment Population Employment Population Employment Aventura 23,602 30,025 5,000 10,000 28,602 40,025 North Miami Beach 33,320 13,774 8,100 4,500 41,420 18,274 North Miami 33,794 14,607 6,000 4,000 39,794 18,607 NE 79 St/El Portal 43,185 15,491 5,000 3,000 48,185 18,491 Midtown/Design District 43,578 20,001 13,000 2,000 56,578 22,001 Wynwood/Edgewater 44,347 13,300 2,000 1,500 46,347 14,800 Downtown Miami 40,947 51,031 6,000 7,000 46,947 58,031 Total 262,773 158,229 45,100 32,000 307,873 190,229 48 Figure 3-4: Scenario 3 Socioeconomic Data MIDTOWN WYNW000/ EDGEWATER DOWNTOWN NORTH MIAMI_ NORTH MIAMI' BEACH. G 0 4 PURL, NOTICE This submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. 44, R�VI EW CO PZ-20-6058 09/19/22 Scenario Population Scenario Employment 1 0K to 25K 25K to 35K 35K to 45K 45K to 55K +55K BEACH 1. 49 1111111111111111 3.1.3 Evaluation Criteria K� �P NOTICE Thls submittal needs to be schedu led for a public hearing accordance witty tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the Inlormaton at the public hearing to antler a recommendation or a final tleuaon. PZ-20-6058 09/19/22 0'44/ EW C0� As summarized in Table3-5, a variety of candidate parameters were considered for evaluating land use scenarios. The applicability, sensitivity, data availability, and ease of use were considered before deciding whether to apply each parameter. Based on this assessment, the quantitative criteria selected to evaluate land use scenarios are transit ridership measured using weekday transit boardings and FTA's land use ratings based on employment and population density. The ridership data was estimated from the FTA's STOPS model. In addition to the quantitative methods, qualitative criteria (public input and local context) were also used and are discussed in the Charrette and Stakeholder Coordination chapter. Table 3-5: Potential Evaluation Criteria Parameter Criteria Applicability Selection 1. Transit ridership Weekday boardings by station Direct correlation with scenarios and measurable data can be developed. Applicable at station level. Yes 2. Mixed use development potential Employment to population ratio Not a global measure due to differing community interests for growth No 3. Redevelopment potential Parcel suitability for redevelopment Not sensitive to different scenarios since the suitability remains constant No 4. Land use transition into neighborhoods Dwelling units per acre or floor area ratio within 0.25- mile and 0.50-mile radii of station Not a global measure due to differing community interests for growth No 5. Public input From charrette meetings Scenarios were refined based on public input Yes 6. Local context Consistency with land use plans Scenarios were refined based on Study Advisory Committee meetings and review of local plans Yes 7. FTA Land Use criteria Employment and population density This criterion is applicable at the overall corridor level. Yes 50 G 0 rt- PUB1, 1. 3.1.4 Testing of Alternative Land Use Scenarios NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 �/. ''VIEW CO' The land use scenarios were evaluated using the two quantitative criteria (transit ridership and FTA's and use rating) identified in the previous section. While transit ridership criteria are applicable both at system level and station area level, FTA's land use criteria are applicable at the corridor level only. 3.1.4.1 STOPS Ridership Estimates The STOPS model estimates for all except the Build Scenario 2 considered six potential station locations, as identified in the PD&E studyforthe Northeast Corridor. In Build Scenario 2, infill stations at Wynwood/ Edgewater and NE 151 Street were also modeled to estimate ridership. Wynwood and Edgewater are two rapidly growing communities located between Downtown Miami and Midtown. Transit supportive land use policies are already in place for Wynwood/Edgewater. A station at NE 151 Street would serve Florida International University Biscayne Campus and planned large-scale developments such as Sole Mia. Please note that the purpose of considering these additional station locations is for land use scenario development purposes only and the PD&E study will determine the final station locations. The STOPS forecasts summarized in Table 3-6 indicate that both the number of stations and growth intensity would have a positive correlation with transit ridership. As expected, the Build Scenario 1, which assumed a modest growth along the corridor except in Downtown Miami, had the lowest ridership forecast out of the three build scenarios. The Build Scenario 2, with two additional stations in Wynwood/Edgewater and NE 151 Street, had the highest system level transit ridership. The Build Scenario 3, with the highest growth projections, but with six stations, had the second highest system level transit ridership and the highest average boardings per station. These results were presented during the Study Advisory Committee (SAC) meetings and public charrettes for input, and the scenarios were refined as discussed in Chapter4. Table 3-6: Weekday Boardings by Station -Alternative Scenarios Station Area Segment 2040 Trend (6 Stations) 2040 Trend (7 Stations) 2040 Trend (8 Stations) Build Scenario 1 Build Scenario 2 Build Scenario 3 Aventura 1,543 1,543 1,699 1,638 2,861 2,722 North Miami Beach 1,286 1,175 1,127 1,372 1,836 2,397 NE 151 Street - - 796 - 1,738 - North Miami 1,977 2,139 2,181 2,053 2,763 2,600 NE 79 St/El Portal 1,149 1,251 1,273 1,187 1,723 1,568 Midtown/Design District 2,359 2,058 2,055 2,454 2,306 2,869 Wynwood/Edgewater - 1,425 1,427 - 2,011 Downtown Miami 4,702 4,342 4,403 5,050 5,062 5,336 Total 13,016 13,933 14,961 13,754 20,300 17,492 Boardings per Station 2,169 1,990 1,870 2,292 2,538 2,915 51 A 3.1.4.2 FTA Land Use Criteria The employment and population density associated with each scenario were compared with the FT Land Use criteria outlined in Table 3-7 below, and the resulting ratings are summarized in Table 3-8.All scenarios have a Medium -High rating for employment. The population density criterion results in a Medium -High rating for the Build Scenario 1, and a High rating for the Build Scenarios 2 and 3. Overall, Medium -High or High ratings reaffirm the Northeast Corridor's strong suitability for implementation. This submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Dade. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a tatommendation or a final decision. Table 3-7: FTA New Starts Land Use Criteria Rating Employment Served by System Average Population Density (persons/square mile) High >220,000 >15,000 Medium -High 140,000-219,999 9,600-15,000 Medium 70,000-139,999 5,760-9,599 Medium -Low 40,000-69,999 2,561-5,759 Low <40,000 <2,560 Table 3-8: Evaluation of Scenarios per FTA Land Use Criteria PZ-20-6058 09/19/22 its Scenario Employment Employment Rating Population Density (persons/square mile) Population Density Rating Trend 158,000 Medium -High 13,140 Medium -High Build Scenario 1 169,000 Medium -High 14,100 Medium -High Build Scenario 2 187,000 Medium -High 15,240 High Build Scenario 3 190,000 Medium -High 15,400 High 3.1.5 Summary This section presented the development of alternative land use scenarios for the Northeast Corridor. Three build scenarios were developed and tested using quantitative and qualitative methods. Each land use scenario was unique and was developed to capture different possibilities of transit and land use developments along the corridor. Land use implications associated with two station locations that are currently not included in the Tri- Rail Coastal Link PD&E study were also evaluated based on community and stakeholder agency input. Overall, land use scenario analysis reaffirms the Northeast Corridor's suitability for premium transit implementation. The Charrettes and Stakeholder Coordination chapter includes input provided bythe public and stakeholder agencies on the land use scenarios. The selection of the Preferred Land Use Scenario is discussed in the Development of Recommendations chapter. 52 G 0 3.2 Beach Corridor Land Use Scenarios Development and Testing 3.2.1 Scenario Development Framework PUB1, 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 44, '' VIEW COO PZ-20-6058 09/19/22 This section outlines how the study area was defined and what types of data and evaluation methods were used. Thestudyarea for land usescenariodevelopment isgenerally bounded by1-195/Julia Tuttle Causewaytothe north, I-395/MacArthur Causeway to the south, 1-95 to the west, and Washington Avenue to the east. The preliminary land use scenarios were developed before the selection of the Beach Corridor LPA and hence the alignment, modes, and station locations were not available. However, the Preferred Land Use Scenario was developed after the selection of the LPA by the Miami -Dade TPO Governing Board. The Beach Corridor LPA identifies the following proposed vehicle technologies (mode) and station locations: • For the Design District Extension, the selected technology is an extension of the existing Metromover in the median of Miami Avenue to NW 41 Street in the Design District with the following proposed stations: ♦ North Miami Avenue and NW 40 Street ♦ North Miami Avenue and NW 34 Street ♦ North Miami Avenue and NW 29 Street ♦ North Miami Avenue and NW 26 Street ♦ North Miami Avenue and NW 22 Street ♦ North Miami Avenue and NW 16 Street • For the Beach Corridor Trunkline, which extends from the existing Downtown Metromover Omni Station alongthe MacArthur Causeway to 5 Street nearWashington Avenue in Miami Beach, the selected technology is elevated rubber tire with the following proposed stations: ♦ Herald Plaza and NE 15 Street (transfer station) ♦ Children's Museum at Watson Island ♦ 5 Street and LennoxAvenue ♦ 5 Street and Washington Avenue (transfer station) • For the Miami Beach Convention Center Extension, the selected technology is dedicated lanes for bus/ trolleys along Washington Avenue with the following station locations as proposed by Miami -Dade DTPW: ♦ 5 Street and Washington Avenue (transfer station) ♦ Washington Avenue and 10 Street ♦ Washington Avenue and 14 Street ♦ Washington Avenue and Lincoln Road ♦ Washington Avenue and 19 Street (Miami Beach Convention Center) The land use and visioning study limits for the Beach Corridor within the overlap area (i.e., from Downtown Miami to Midtown/Design District) arethesameasthe Northeast Corridor. Based on FTAguidelines, a half- mile influence area (buffer) alongthe proposed alignmentwas used to definethe study area limits alongthe MacArthurCauseway and in Miami Beach. This study area was defined to identify opportunities for additional growth, including mixed use and transit -oriented development (TOD). 53 �. � Legend 0.5-Mile Buffer Study Corridor ovne, Micro -Analysis Zone . .—� | / A—==�__ ` ~~ `~ ~ ' ~°~ � � � -~~~~ ~- -. ~° ,~ ^ " ` " ^ ^ ~. .~°~~~~~~�~�-. , ^ , , , .. PZ-20-6058 09/19/22 S4 PUBL, G 0 a Socioeconomic data, forecast units, and horizon years were identified as part of the assessor land use scenarios. Population and employment were used as the primary socioeconomic varia the land use scenarios. Similartothe Northeast Corridor land use analyses, population and employment forecasts were developed for MAZs and were input, as the socioeconomic data to the travel demand model, to evaluate alternative land use scenarios. Socioeconomic data from the 2040 SERPM model, which represents the LRTP, were considered the Trend Scenario. The FTA's STOPS model was used to forecast transit ridership/ boardings at the station level, which were used to evaluate and compare alternative land use scenarios. 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 3.2.2 Alternative Land Use Scenarios e. tVIEW COe PZ-20-6058 09/19/22 Three land use scenario alternatives were developed for the Beach Corridor during the initial study phase before the Beach Corridor Rapid Transit Study determined the LPA. The preferred land use scenario was developed after the selection of the LPA for the Beach Corridor. 3.2.2.1 Trend Scenario The Trend Scenario represents "business as usual" growth without the implementation of the SMART Plan. Table 3-9 summarizes population and employment data from the 2040 LRTP for the Beach Corridor Station Area Segments defined in Figure 3-5. Table 3-9: Trend Scenario Socioeconomic Data Station Area Segment Existin (2010) Trend (2040) Baseline Growth Population Employment Population Employment Population Employment Midtown/Design District 21,414 14,232 43,578 20,001 22,164 5,769 Wynwood/Edgewater 16,287 9,098 44,347 13,300 28,060 4,202 Downtown Miami 17,957 38,552 40,947 51,031 22,990 12,479 Miami Beach 47,195 47,567 63,369 68,733 16,174 21,166 Total 102,853 109,449 192,241 153,065 89,388 43,616 55 1111111111111111111111. 3.2.2.2 Build Scenario Alternatives Miami Beach is projected to experience notable population and employment growth under the Tre Given the population and employment intensity under the Trend Scenario, minimal additional growth is anticipated in Miami Beach due to the SMART Plan. This assumption is consistent with the input received during public charrettes and SAC meetings. The socioeconomic data estimated for the three alternative scenarios is summarized in Table 3-10. Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Table 3-10: Estimated Socioeconomic Data PZ-20-6058 09/19/22 Station Area Segment Trend + Build Scenario 1 Trend + Build Scenario Trend + Build Scenario 2 3 Population Employment Population Employment Population Employment Midtown/Design District 44,578 20,501 49,578 21,001 56,578 22,001 Wynwood/Edgewater 44,347 13,300 56,347 17,300 46,347 14,800 Downtown Miami 56,947 61,031 45,947 58,031 46,947 58,031 Miami Beach 64,369 68,733 63,869 69,233 64,369 68,733 Total 210,241 163,565 215,741 165,565 214,241 163,565 3.2.3 Testing of Land Use Scenarios The evaluation of preliminary land use scenarios for the Northeast Corridor captured the impacts of alternative alignments considered for the Beach Corridor as summarized in Section 3.1.2. These alternative alignments resulted in three preliminary land use scenarios of the Beach/Northeast Corridor overlap area. Testing of land use scenarios associated with the Beach/Northeast Corridors overlap area are documented in Section 3.1.4. 56 NE CORRIDOR ■ CORRIDOR CHAPTER NOTICE This submittal needs to be scnedu Led for a public hearing In accordance with omellnes set forth in the City of Miami Code. The applica de decision-rna king body will review the infonnaton at the public hearing to render a recommendation or a final decia on. CHARRETTES AND STAKEHOLDER COORDINATION This submittal needs to be schedu led for a public hearing In accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lniormaton at the public hearing to antler a rnendation or a final tleuaon. Engagement with the public, stakeholder agencies, and elected officials was a key elemen Northeast Corridor Land Use Scenario and Visioning Planning process. The central elemen involvement for the land use scenario and visioning process was the public charrettes. Two series of charrettes were conducted during the study. The first series, consisting of three charrettes, was conducted to obtain public input for the development of land use scenarios for the Beach and Northeast Corridors. The second series, consisting of two charrettes, was conducted to obtain public input for the preliminary preferred land use scenario for the Northeast Corridor, including the Downtown Overlap Area. Due to the COVID-19 restrictions, a virtual workshop was conducted with stakeholder agencies to obtain input for the Beach Corridor preferred land use scenario following the selection of the Locally Preferred Alternative (LPA). This chapter is organized into the following sections: PZ-20-6058 09/19/22 • 4.1— This section documents results of charrette series 1 • 4.2 — This section documents results of charrette series 2 • 4.3 — This section summarizes the SAC, Technical Oversight Committee (TOC), and elected official and local agency meetings 58 G 0 rt- PURL, 1. 4.1 Charrette Series 1 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. 44, R�VI EW CO' PZ-20-6058 09/19/22 Purpose and Process As part of the Preferred Land Use Scenario and Visioning Planning process, the TPO facilitated a series of public charrettes and/orworkshops designed to introducethe general publicto land use scenario and visioning planning, describe the steps to be taken in developing land use scenarios, and demonstrate how each corridor can develop alternative land use plans, test the impact of selected plans and understand the beneficial outcomes for better linking land use, urban design, and transportation decision -making. The Charrette Series 1 for the Beach and Northeast Corridors consisted of three charrettes, conducted on February 01, February 05 and February 10, 2018, respectively. Through interactive exercises and mapping of ideas, the charrettes provided all participants the opportunity to start building the land use vision for each corridor. As an important first step, the process helped identify preferred future land uses through hands-on mapping exercises and roundtable discussions with the goal of establishing a shared vision for the future of each corridor. Charrette Format The Charrette Series 1 was set-up as a series of planning and design workshops to discuss and explore land use issues related to transit. With the assistance of facilitators working with workshop participants and support by TPO staff providing assistance upon request, participants were asked to generate ideas to support land use scenario development. Each charrette event opened with an introductory presentation on the interrelationship between land use, urban form and transportation, followed by breakout table exercises designed to engage citizens, elected officials and TPO staff in a discussion on the topics of land use and transportation mode choices with a focus on the following four (4) key questions: 1. What are Preferred Uses? 2. What are Preferred Ways to get to Places? 3. Share One Word that best describes the Corridor Today 4. Share One Word that embodies the Future Vision for the Corridor Participant Groups were then asked to map preferred land uses at preferred locations within each of the corridors. Through this open public process, community members and the design team worked together to develop options that can guide the appropriate redevelopment scenarios envisioned within the corridor areas. In addition to the interactive / hands-on mapping exercises, attendees participated in a polling session with 20 questions designed to gather feedback on community priorities and preferences. The ideas and preferences illustrated in this reportembodythe public's vision forthe future ofthe Beach and NortheastSMART Plan Corridors. 59 • This submittal needs to be .chedui.d for a public hearing accordance wilt, Bmei nes set forth in the city of Miami Cede.The app.icabe decision -making body vett review the Intobnaion at the public hearing to tender a tatommendation or a final tleciaon. PZ-20-6058 09/19/22 PLAN �T Tft anApIca EN AREAS ESTPATEGICAS „, e•1RtAl SMART TALLERES BREDORES 1P�p) I4 on Alf &�x4q„lids Atik plat rs ,C rnC pdtnn m PLAN ESTAAT K PQU TRANSPO P-10 LLYMT B ACH ZCN CO T Its q ROM nrpmptlf moo obiN. eHB 01 Irfk nM. 'ITbn qv, cbtban OnnsPI 0]k NY. dUsra. Baba, pll Mk. -15ed.It jinpl .p sMt{{1B �!blrBn fl lled9moment,. Immyp$@k new Eel PAWN .1 Se omen/. a awn bl k re ma«r ealeM1YR Wn Wasp psrplilele pre, Imhscdlasyne ilk entomb, myl nNIT SI I701, M fEhmaile. Prem . P.raktyyi —1 +firnYa OOrok'rAtNN ALAI AwnmphM 71 yn PBa XW"."p''.pP' M" Eett4evyp UBv if fnHayey>m 1 kcAlBAle; axe Ole Yanrign Pw.iMnel f=ptlkl. 'Wetllletlt6isle C+. 'u La Ie1eiW@c�d°h''m'cped (sin dMknitt el f.an Oa Trk'ake lr 00 puo II. 0 3se coma 1. $IOo dP m n1lNaciL -, ae ashfkeow ae la uea m:t.*n k1la• E9]S ee eQumiler ded Oe mil BeaG1 CI node: co Rmlue dad ay ;839 LAL1.EB 10It15,10 de Mom eel MB VOLorizeer Lim ManmA becarm Ads falltL> are'BntNyLd IEWO 1 l01k,L P01e vol1Pcgllcti1ely TRIP troal LTE N1MEWI 7 1,. p., sore Wed lime 1 thet Aida F133135 IATELTE MIMEWO 9 VO s11s11i9 .,hint Rion &e epla Aq 4833 N A.yahom Bplk[rgrd Went A 33132 upew. !mow.. weer, ra,a M aw..l l uk*ir mew Attu. roo uw epwear MM .Ymnlmar ma.1• •Ar Me wweurgew e,wwwww Pew ena.a keg. tNv 11,awitst.c elOweeiM+nve'Lwnervue Mau, n. wWwwWEAlewswe weal ,Ba iw"weawess Wee • e.tsJe dal'te ed - Lava.. •Hems/Wawa,.N ri°11,13isaY1 .1110.033AMPIon AP 60 G 0 PURL, 1. Outcomes The purpose of this section is to provide information and summarize community input during the Charrette Series 1 for the Northeast and Beach SMART Plan Corridors. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 44, 4'4-VI EW CO ' a n Atotal of three charrette events were held as part of the TPO's Charrette Series 1 forthe Beach and the Northeast SMART Plan Corridors. The three (3) Corridor Charrette Series 1 events were conducted on February 01, February 05 and February, 10, 2018 respectively. Atotal of 110 people attended including 15 elected officials. • Charrette 1.1 was held on February 01, 2018 at the City of North Miami Public Library with a total of 60 participants of which 30 were general public, 9 were agency staff, 6 were elected officials, and 15 were staff. The breakout table sessions included two (2) tables, Group A and Group B, which addressed the Northeast Corridor; one (1) table covering the Beach Corridor, and, one (1) table or group focused on the Downtown Overlap area. • Charrette 1.2 was held on February 05, 2018 at the New World Center in Miami Beach with a total of 62 participants of which 24 were general public, 12 were agency staff, 4 were elected officials, 5 were aides, and 17 were staff. The breakout table sessions included one (1) table covering the Beach Corridor, one (1) table or group focused on the Downtown Overlap area, and one (1) table, addressing the Northeast Corridor. • Charrette 1.3 was held on February 10, 2018 at the Miami Marriott in the Downtown Overlap Area with a total of 46 participants of which 25 were general public, 16 were staff, and 5 were elected officials. The breakout table sessions included one (1) table or group focused on the Downtown Overlap area, one (1) table of covering the Beach Corridor, and, one (1) table addressing the Northeast Corridor. The charrette outcomes are summarized in the following sections by corridor and cover the input received from charrette participants forthe Northeast Corridor and forthe Beach Corridor as well as input received on the area identified as the Downtown Overlap area. 61 1111111111111111 Summary What are Preferred Uses? Visioning and planning for efficient transportation requires communities to understand and evaluate the relationship between urban form and transportation in order to determine how best to shorten commuting distances between complementary land uses, provide more travel choices, and create a more efficient transportation system and improved quality of life. During the first interactive / hands on exercise, participants were asked to identify public and private uses they would like to see developed within each corridor. Participants were then asked to rank the top three choices of preferred uses. The exercise allowed participants to consider possible scenarios (futures) that might occur based on the uses that already exist, on trends that are evident, or on city, county and/or regional goals and community values captured through discussions. The following tables summarize the top three land use preferences identified by charrette participants for each corridor. As illustrated, the top three ranked uses by corridor are as follows: Northeast Corridor Beach Corridor Downtown 1. Workforce Housing 2. Mixed Uses 3. Offices and Restaurants / Cafes 1. Workforce Housing 2. Restaurants / Cafes 3. Parks / Plazas / Dog Parks 1. Workforce Housing 2. K-12 Schools 3. Parks / Plazas / Dog Parks This submittal needs to be scheduled for a public hearing in accordance with timelines set fonh in the City of Miami Ctde.The app.icabe decision -making body will review the infomtation al the public rIearin9 to ender a recorwenclat on or a final decision. PZ-20-6058 09/19/22 ALL CHARRETTES WHAT ARE PREFERRED USES? PARKS/PLAZAS/DOG PARKS DAYCARE K-12 SCHOOLS HIGHER EDUCATION HOUSING (TYPE) WORKFORCE HOUSING HEALTH URGENT CARE/HOSPITALS LIBRARY CULTURAL CENTER ART GALLERIES BOOKSTORES RESTAURANTS/CAFES RETAIL OFFICES COLLABORATIVE WORSPACE INDUSTRIAL USES HOTELS ENTERTAINMENT PEDESTRIAN/ BIKE TRAILS BREWERY DISTRICT TRANSIT HUB PARK + RIDE BEACH/PARKS SERVICES ADULT CARE WORK PLACE 7-1 1-7 13 2 6 9 13 30 2 0 9 1 4 19 7 19 10 0 0 6 4 0 23 5 0 0 0 0 0 0 22 1 4 2 8 38 9 1 11 2 1 25 9 5 8 0 0 5 2 0 0 1 4 0 11 1 0 0 9 3 14 0 3 20 5 0 0 0 0 4 3 7 3 0 0 0 0 0 0 1 0 0 0 0 0 0 62 G 0 rt- PUBL., 1. WHAT ARE PREFERRED USES? NORTH EAST WORK PLACE ADULT CARE SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS/DOG PARKS WHAT ARE PREFERRED USES? BEACH WORK PLACE ADULT CARE SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES 25. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT... WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS/DOG PARKS 22 0 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 hmellnes set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 ''VIEW CO WHAT ARE PREFERRED USES? DOWNTOWN WORK PLACE ADULT CARE SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS/DOG PARKS 63 1111111111111111 What are Preferred Ways to Get to Places? The travel distance between an origin and a destination a longwithtravelmodechoiceareprimary factors influencing travel behavior. Mixed -use, higher -density urban environments may decrease the travel distance between complementary land uses, and support transit, bicycle, and walking as viable alternatives to the automobile for meeting daily travel needs. The physical distance between complementary land uses tends to promote one form of travel over another depending on the context, and is often related to issues of safety and convenience for pedestrians and bicyclists seeking options and preferred experiences related to quality of life choices. During the second interactive / hands-on exercise, participants were asked to identify preferred modes for accessing and connecting to preferred land uses identified during the first exercise. The tables below summarize the preferred modes for the Northeast Corridor area. WHAT ARE PREFERRED WAYS TO GET TO PLACES? K� �P NOTICE Thls submittal needs to be schedu led for a public hearing In accordance witthtmermes set forth in the city of Miami Cede. The app.icabe decision -mating bodywiLL review the information at the public hearing to xndera tecommendation or a final decision. PZ-20-6058 09/19/22 .��RtV! EW CO'*ON' Z3-nr TOTAL VALUE PER PRIORITY SD D B W CC W Z PARKS/PLAZAS DAYCARE K-12 SCHOOLS HIGHER EDUCATION HOUSING (TYPE) WORKFORCE HOUSING URGENT CARE/HOSPITALS LIBRARY CULTURAL CENTER ART GALLERIES BOOKSTORES RESTAURANTS/CAFES RETAIL OFFICES COLLABORATIVE WORSPACE INDUSTRIAL USES HOTELS ENTERTAINMENT PEDESTRIAN/ BIKE TRAILS BREWERY DISTRICT SPORTING EVENTS TRANSIT HUB PARK + RIDE BEACH/PARKS SERVICES MAINLAND ACTIVITIES ADULT CARE WORK PLACE 0 0 1 7 1 1 1 2 7 4 0 0 0 0 1 0 0 1 0 2 0 0 3 8 4 0 17 0 1 1 1 0 1 0 1 1 0 0 2 0 3 0 0 0 7 0 6 16 0 0 0 0 0 6 0 1 0 0 Note: T - Transit; SD - Shared Drive; D - Drive; B - Bike; W - Walk NORTHEAST CORRIDOR SUMMARY Mode Beach Downtown Northeast 38% Transit (T) 27% 35% Shared Drive (SD) 12% 6% 8% Drive (D) 10% 4% 11% Bike (B) 18% 26% 12% Walk (W) 33% 29% 31% Total 100% 100% 100% 64 PUBL, Z3 [NE] TRANSIT WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS Z3 [NE] SHARED DRIVE WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS Z3 NE] DRIVE WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 3 WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LI BRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS G 0 4 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 hmellnes set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. 44, V ''VIEW CO ' PZ-20-6058 09/19/22 Z3 [NE] BIKE Z3 [NE] WALK 2 2 2 2 3 6 WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES 1 RETAI L RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) 1 HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 2 4 4 8 4 16 1. 65 4 What are Preferred Ways to Get to Places? The tables below summarize the preferred modes for the Beach Corridor area. WHAT ARE PREFERRED WAYS TO GET TO PLACES? 9/19/22 �, sew co�'"Q Z1-BEA6n TOTAL VALUE PER PRIORITY T ibis submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Dade. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a tatommendation or a final tleciaon. PZ-20-6058 0 SD D B CC 0 CC CC 0 a W CCI PARKS/PLAZAS DAYCARE K-12 SCHOOLS HIGHER EDUCATION HOUSING (TYPE) WORKFORCE HOUSING URGENT CARE/HOSPITALS LIBRARY CULTURAL CENTER ART GALLERIES BOOKSTORES RESTAURANTS/CAFES RETAIL OFFICES COLLABORATIVE WORSPACE INDUSTRIAL USES HOTELS ENTERTAINMENT PEDESTRIAN/ BIKE TRAILS BREWERY DISTRICT SPORTING EVENTS TRANSIT HUB PARK + RIDE BEACH/PARKS SERVICES MAINLAND ACTIVITIES ADULT CARE WORK PLACE 1 1 1 6 2 9 3 1 4 2 1 1 3 6 1 0 0 1 1 0 0 3 0 4 2 1 5 0 2 0 0 3 3 0 0 0 2 0 1 0 0 2 3 1 0 7 0 0 0 2 0 0 4 2 0 2 2 5 3 0 15 1 2 0 1 0 1 4 2 2 0 12 8 2 1 1 0 0 3 2 0 0 0 0 0 1 0 0 1 1 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 2 1 1 0 0 BEACH CORRIDOR Mode Transit (T) Shared Drive (SD) Drive (D) Bike (B) Walk (W) Total Beach 27% 12% 10% 18% 33% 100% SUMMARY Downtown Northeast 35% 38% 6% 4% 26% 29% 100% 8% 11% 12% 31% 100% 66 PUBL., G 0 4 Z1 [BEACH] TRANSIT Z1 [BEACH] SHARED DRIVE WORK PLACE ADULT CARE MAINLAND ACTIVITIES 2 SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB 1 SPORTING EVENTS GROCERIES 1 MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE 1 OFFICES RETAIL 3 RESTAURANTS/CAFES 1 BOOKSTORES 1 ART GALLERIES 2 CULTURAL CENTER LIBRARY 1 URGENT CARE/HOSPITALS 3 WORKFORCE HOUSING HOUSING (TYPE) 2 HIGHER EDUCATION K-12 SCHOOLS DAYCARE 1 PARKS/PLAZAS 1 0 6 WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES 2 RETAIL RESTAURANTS/CAFES BOOKSTORES 1 ART GALLERIES 2 CULTURAL CENTER i 4 LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final tleciaan. 44, V ''VIEW CO ' PZ-20-6058 09/19/22 Z1 [BEACH] DRIVE WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 1 Z1 [BEACH] BIKE Z1 [BEACH] WALK WORK PLACE WORK PLACE ADULT CARE ADULT CARE MAINLAND ACTIVITIES MAINLAND ACTIVITIES SERVICES SERVICES BEACH/PARKS BEACH/PARKS PARK -RIDE PARK -RIDE 1 TRANSIT HUB 1 TRANSIT HUB 1 SPORTING EVENTS SPORTING EVENTS GROCERIES 3 GROCERIES 2 MIXED USE MIXED USE BREWERY DISTRICT BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ; PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT ENTERTAINMENT HOTELS HOTELS INDUSTRIAL USES INDUSTRIAL USES COLLABORATIVE WORSPACE 4 COLLABORATIVE WORSPACE 1 OFFICES OFFICES 2 RETAIL RETAIL 8 RESTAURANTS/CAFES RESTAURANTS/CAFES 12 BOOKSTORES BOOKSTORES ART GALLERIES i ART GALLERIES 2 CULTURAL CENTER CULTURAL CENTER 2 LIBRARY LIBRARY 4 URGENT CARE/HOSPITALS URGENT CARE/HOSPITALS 1 WORKFORCE HOUSING WORKFORCE HOUSING HOUSING (TYPE) 2 HOUSING (TYPE) 1 HIGHER EDUCATION HIGHER EDUCATION K-12 SCHOOLS K-12 SCHOOLS DAYCARE DAYCARE PARKS/PLAZAS 7 PARKS/PLAZAS _...- 1. 67 4 What are Preferred Ways to Get to Places? The tables below summarize the preferred modes for the Downtown Overlap area. WHAT ARE PREFERRED WAYS TO GET TO PLACES? PARKS/PLAZAS DAYCARE K-12 SCHOOLS HIGHER EDUCATION HOUSING (TYPE) WORKFORCE HOUSING URGENT CARE/HOSPITALS LIBRARY CULTURAL CENTER ART GALLERIES BOOKSTORES RESTAURANTS/CAFES RETAIL OFFICES COLLABORATIVE WORSPACE INDUSTRIAL USES HOTELS ENTERTAINMENT PEDESTRIAN/ BIKE TRAILS BREWERY DISTRICT SPORTING EVENTS TRANSIT HUB PARK + RIDE BEACH/PARKS SERVICES MAINLAND ACTIVITIES ADULT CARE WORK PLACE DOWNTOWN OVERLAP SUMMARY Mode Beach Transit (T) Shared Drive (SD) Drive (D) Bike (B) Walk (W) Total 27% 12% 10% 18% 33% 100% Downtown 35% 6% 4% 26% 29% 100% NOTICE This submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Dade. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a recommendation or a final decision. TOTAL VALUE PER PRIORITY 1 0 0 5 4 0 0 0 1 0 1 0 0 2 1 1 0 0 1 0 1 0 0 0 0 1 0 1 0 1 2 0 0 0 0 0 0 0 1 2 1 1 0 2 1 0 0 0 1 0 0 0 0 0 1 1 3 0 0 5 1 0 2 1 1 9 0 0 0 0 0 0 0 0 0 3 0 0 3 3 1 0 0 0 0 Northeast 38% 8% 11% 12% 31% 100% 68 PUBL., Z2 [DWTN] TRANSIT Z2 [DWTN] SHARED DRIVE WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING 1 HOUSING (TYPE) 1 HIGHER EDUCATION 1 K-12 SCHOOLS 1 DAYCARE PARKS/PLAZAS 1 0 WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER 1 LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS Z2 [DWTN] DRIVE WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS G 0 4 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 hmellnes set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. 44, V ''VIEW CO ' PZ-20-6058 09/19/22 Z2 [DOWNTOWN] BIKE Z2 [DOWNTOWN] WALK WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS WORK PLACE ADULT CARE MAINLAND ACTIVITIES SERVICES BEACH/PARKS PARK + RIDE TRANSIT HUB SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 1. 69 NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Facilitated Breakout Table Exercises The following diagrams and maps summarize the input received during the charrette breakout Participants were asked to discuss and map preferred land uses at preferred locations along the Northeast Corridor and within the Beach Corridor and the Downtown Overlap area. Through this open public process, community members and the design team worked together to develop land use scenarios that can serve to guide the appropriate redevelopment intensity, scale and character envisioned within the corridor areas. Discussions were centered on three key components. These were identified as having the greatest potential to influence land use visioning decisions and to impact land use scenarios. 1. Assets and Economic Drivers 2. Transportation and Connectivity 3. Neighborhood Assets / Preservation For each of the corridors, the following summarizes participants' thoughts, ideas and concerns. Northeast Corridor ASSETS AND ECONOMIC DRIVERS PZ-20-6058 09/19/22 For Aventura and Ojus District Ojus District: • Transit Hub Center west of FEC Railway - north of 195 Street and south of 200 Street; • New mixed -use district with high intensity development potential; • New school west of corridor and hospital district. Aventura: • Redevelop parking lot by Target store into structured parking to make land available for development; • New mixed -use development north of 207 Street east of Biscayne Boulevard; • New residential development east of Biscayne Boulevard and north of 203 Street; • Potential medical and Aventura mall connection; • Potential Transit Hub at Hospital District for nurses housing and hospital supportive uses. For North Miami Beach and North Miami 163rd Street: • Potential TOD (Transit -Oriented Development) site - Downtown high intensity mixed -use district at 163 Street connected to new downtown "Main Street" at 164 Street; • New Mixed -use development west of 159 Street and Dixie Highway; • New high intensity development north of 163 Street & Biscayne Boulevard (+/-1400 units); • North Miami Beach CRAtax increment district west of rail corridor; • More than 10,000 Units in new Mixed -use Districts in North Miami Beach next to corridor. 70 G 0 rt- PUBL., 1. 151st Street: NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. • Potential TOD site north of 151 Street- access to Biscayne Boulevard and close to FIU (Florida University) and Sole MIA (4,000 units); • Station should be more intense and provide parking garage; • Potential industrial areas can be rezoned to allow for mixed -use development/workforce housing south of 151 Street between Biscayne Boulevard and 18 Avenue; • Potential big box development south of 151 Street fronting Biscayne Boulevard and Sole Mia; • South of 151 Street -thriving Urban Industrial District. PZ-20-6058 09/19/22 "Pt vrE coo' • 125th Street - North Miami: • 125 Street - New Johnson and Wales district - higher education uses; • TOD site on 121 Street and 16Avenue - future retail restaurant district; • Connect by shuttle to government and cultural district west of future station; • North Miami CRA (Community Redevelopment Area) north of 121 Street - intensify future development for office uses on Biscayne Boulevard; • Increase density along Biscayne Boulevard north of 105 Street; • Intensify density between 125 and 135 Street, east of the railroad corridor. For City of Miami 79th Street: • TOD site - Potential higher density north of 79 Street east of the river; • Potential workforce housing redevelopment at higher density west of corridor south of 80 Terrace and 78 Street. El Portal: • Potential TOD mixed -use site in El Portal - east of the rail corridor on Biscayne Boulevard and south of 87 Street; • Redevelopment with mixed -use development options west of rail corridor on Park Drive between 87 Street and 92 Street; • Connect new neighborhood service corridor on NE 2 Avenue from El Portal to Miami Shores to the north and to Little River to the south. Miami Shores: Younger families are moving into the area and aging in place -10% annual turnover cycle of home sales; • Area east of corridor between 87 Street and 92 Street - potential for medium density development for office/ retail employment; • Improvements on 2 Avenue will allow for restaurants and/or mixed -uses. Other: • Promote workforce /affordable housing 71 CG 0 ADDITIONAL COMMENTS ON TRANSPORTATION AND CONNECTIVITY PURLI(. NOTICE Thls submittal needs to be schedu led for a public hearing In accordance witth tmermes set forth in the city of Miami Cede. The app.icabe decision -mating bodywiLL review the information at the public hearing to .ender a tecommendation or a final decision. For Mobility - Dedicated / Protected Bike Lanes: • Greenway trail access and bike connectivity along river edges; • New greenway for biking parallel and to west of rail corridor between 125 Street and 135 Street and PZ-20-6058 09/19/22 connecting to FIU; • Bikeways on 79,123 and 163 Streets to connect to beach. "'VIEW COv- For Transit Station areas: • Alternative / additional train station locations were identified for Aventura, NE 163 /151 Streets, and 79 Street/El Portal; • Aventura transit stop will need to provide bridge connector for pedestrian access east of rail corridor and Biscayne Boulevard to near Aventura mall; • 151 Street Station connection to FIU; • 125 Street and 123 Street historic station site - link to Broad Causeway. For Last -Mile Connections: • Circulator connecting NE 163 Street to 151 Street • Provide bike path to Sole Mia and FIU • Commuter circulator on Miami Shores from 2nd Avenue to 6 Avenue and from 90 Street to the south to connect to transit station in El Portal. ADDITIONAL COMMENTS ON NEIGHBORHOOD ASSETS/PRESERVATION • Preserve residential neighborhood character west of corridor; • Preserve schools and library at 163 Street; • Library and cultural uses west of corridor near 135 Street. Beach Corridor ASSETS AND ECONOMIC DRIVERS • Alton Road/ West Avenue - more residential use; transition to workforce housing; make Alton Road development taller; new development along West Avenue; • Convention Center and 17 Street —housing above retail; need 17th Street streetscape design; redevelop Convention Center area; • Encourage more retail services by Collins Park area; • Workforce housing, micro -housing and workforce mobility — above 5 Street; activate entry to MacArthur Causeway with mixed use and housing; support workforce mobility at (1) Mt. Sinai hospital, (2) hotels, and (3) tourism; • More parks and linear parks to enhance east/ west connection and for flood abatement; illuminate linear parks -access points; • No increased density 72 G 0 PUB1, 1. TRANSPORTATION AND CONNECTIVITY NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 I Coos • BikeMobility— dedicated/protected bike lanes; build pilot projects on NE1Avenue, NE3Ave '" "" 4 Avenue; Venetian Causeway, and NE 2 Avenue ending at NE 39 Street; • Transit Stops at Midtown / Design District; • Metromover extension — extend north to 36 Street and possibly to 41 Street; dedicated transit lane on NE 2 Avenue; • Connectivity —Beach Corridortrolley loop from Downtown to South Beach through Venetian and connecting to Edgewater; Beach Corridor trolley loop from Downtown to South Beach to provide access to Overtown; Biscayne Boulevard and NE 2 Avenue with dedicated transit lanes between Midtown and Downtown; • Other— improve E/W connection; easy access to parks and libraries; Bay Walk connectivity is a priority. NEIGHBORHOOD ASSETS / PRESERVATION • Preservation - keep cultural uses; preserve historic district; area around Purdy Ave to stay entertainment and mixed -use area; • Safety Concerns - ease of access to transit may encourage more criminal activity and homelessness in the Beach; • Land use, scale and density— Beach is very dense - ensure land uses are right mix for residents and tourists; keep good connection of neighborhoods; low to moderate development scale important! Downtown Overlap Area ASSETS AND ECONOMIC DRIVERS • Open Space - more green space in Wynwood and downtown; betterstreetscape/shade trees; N/S greenway on Northeast Corridor; • Workforce/Affordable Housing - in Downtown; North Miami Avenue by Midtown; housing for persons with disabilities (PWDs) and elderly; • Redevelopment- higherdensity and connectivity alongwaterfrontsouth of36 Street; provide redevelopment opportunities south of54 Street along Federal Highway; • Affordability— provide environment to live &work in this area; provide neighborhood services. NEIGHBORHOOD ASSETS / PRESERVATION • Preserve Old San Juan neighborhood character— similar to Little Puerto Rico; • North Miami Avenue — dividing line for maintaining neighborhood character to the west. 73 Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the into maton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 This page was intentionally left blank. IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII SOUTHS POINTE PPRK. Figure 4-1: Beach Corridor Group 1 - Summary Design fdQ ORKIN5 . Pd W,iDORKFOf1C S4 0 1 p 'u ° 2.1 STWA' �" PRESER11EH45tuRIC" 4Df '' 4S � ADD 1�EfC,f{BORI4DODr LIf�EAR`PARKS 1 t CKET AND • FUNGI A di [fie UIMMOSyrj�L`apsk PARK �?T 4Dgi Gl1 C1 ! r it • WATER T , CONVENTIO NIER NOTICE n. NIhBEAeH G0, lCAL,': REGR',""t'. P'1 75 Miami -Dade Transportation Planning Organization Figure 4-2: Beach Corridor Group 2 - Summary Design OOTH! P,OINTE PARK- EOE1! AREA INCREASE N11CRO NOUSiNG WORKF�ORCE,HOU iNG m � C 5 Qd s ill W ORKF ORCEPURUCIGARAGE 'CneSTNr�loOHI +r v a ,t .. URGENT CARE FACILITIES ............ DENSITY NEICiHT AN _ _ • a , r UE16w11n1,,wu4U SfnuICE'a . 1 * t PRESERVE NEiGtiBO Th0OD =11 Cli'ARiAG1TER� ANOeSCA'LE ::41]-1'1:l1:0 iNCENTIVES FOR OFFICE HOUSING r, y ue NC f11�+�i�li''RfX!,ei i i� 1 HOTEL rrf� 1�1 k t c` 'KFpRC f yO,d GREF'' IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII Figure 4-3: Downtown Overlap - Summary Design 0 to Z NOTICE Miami -Dade Transportation Planning Organization - Noels esl Corridor __'! Manlius! Corridor Boundary learn Corm. Beech Corral. Bnunaerr - Melromwer Malromner Stations Melroall Melrorall Slalbns - Fql • HoepBels • CdNurr¢ml Facallin Parks 77 Figure 4-4: Northeast Corridor South - Summary Design p1.11>t- DPEI: SPACE PRESERVATION 6 r�ii'J ACCESS°fO PAHNS � A6Ck<uri , STAB II CENTEfi 1:00.1ECTED lI E 9'f71 ' fAPN !Arm, i0`'ARN dPJ9TM1"��I➢ 1. _50. . k.1--0V,C LOW SCAI E 9ESIiY.- .__. PRE$EHVA7ID[! DEVELOP AROUND - ' OOLF,PURSE o St1PLL liilue III:Ff Dr R51 fY ALCPNI; [MCA 0 NOTICE Miami -Dade Transportat42- ion Planning Organization __! xnnnemlra asnnai: EGunalional Paris IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII Figure 4-5: Northeast Corridor South -Overlay - Summary Design ‘,,a'�t" OPEN SPACE PRESERVATION 6 H6COEATIE�r`i1 ACGESSRO PdRK5 ST I)J CEt TER COMIECTEO� _C Ett RN NO DRIVE _ TO: APN • btu. . LOWSGACESIEI131TY PRESPAtl,i TIOIJ DEVELOP AROUND 4�� S .GOLFFR URSE,7. $1IIELLr L:IIIY • iIIf;H-DENSITY '_ 9 _; ALONG BISCAYNE- '' T Miami -Dade Transportation Planning Organization 79 STATION 6 P � � PION I1T N' Y s :._. : N P ;p'A c4aT��y""iP�`N •_ :! N- C .. ti o•. 14€t ST Rry.4tHa+"' _. `‘,.. liw�.0 axe i Figure 4-6: Northeast Corridor North - Summary Design I nYx JSL M r o __ ;AIAtCJtTt RA. TPA ° g'- i 42 NOTICE Miami -Dade Transportation Planning Organization IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII Figure 4-7: Northeast Corridor North -Overlay - Summary Design r\ . GFIII idix Q USEDIST Vie,,__________ _____ __ Cttpll, RT QUNNE+ ilti , 1Uj1 ST AVOW T Miami -Dade Transportation Planning Organization Northeasitoaaldo, Northeast oonino.Bounanry 81 This page was intentionally left blank. PUBL., G 0 a 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. One Word - Today A.' The final charrette exercise provided each participant the opportunity to share One Word to the Corridor Today. The following tables summarize the input for the Northeast Corridor and the Beach Corridor. NORTHEAST CORRIDOR: WORD - NOW a• PZ-20-6058 09/19/22 tts‘' VIEW CCd e Charret Charrette 2 Charrette 3 23 [North East] GROUP A • AUTOCENTRIC • TRAINLESS • CONGESTED • UNDERUTILIZED • SPRAWL, LOW DENSITY • SPORADIC • RESILIANT • DIVERSE • CONNECTED BUT DISCONNECTED • HETEROGENOUS • TRUNK WITH WEAK LIMBS • NON -PEDESTRIAN GROUP B • NON-EXISTENT TRAFFIC • UNORGANIZED • SCARY • CONGESTED • HAZARD • CHAOTIC • ACCIDENTS • STRESSING • MESSY • DISCONNECTED • CONGESTED • INTENSE • ENTERTAINMENT • LEGACY • CONGESTED • UP-AND-COMING • SAFER • DIVERSE • CONCERN WITH EAST -WEST MOBILITY (NO PLACE FOR CARS TO STACK AT RAIL CROSSINGS) • NEED BIKE -PEDESTRIAN SAFETY 83 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Charrette 1 Charrette 2 Charrette 3 Z1 [Beach] • TOO MUCH TRAFFIC • LACK OF PARKING • NEED FOR WIDER SIDEWALK • NOISE LEVELS PROBLEM • RELAXED -LAD BACK • CONVENIENT GROUP A • CONGESTED • UNTAPPED POTENTIAL • TOURISTIC • MIXED - USERS (TOURIST, VISITORS, RESIDENTS) CLOSE BUT FAR (TAKES TO LONG TO GETH THERE) • SCRUTINIZED (OVER- REGULATED) • EXPENSIVE GROUP B • NON -PEDESTRIAN FRIENDLY • OVER -DEVELOPED • DYNAMIC • DIVERSE • NEED TRANSPORTATION TO MAINLAND • NOT ENOUGH CULTURAL EVENTS • TRANSPORTATION CHOICES GROUP C • UNDERUTILIZED • BEAUTIFUL • FULLY -DEVELOPED • HIGH -END • PLEASANT • NOT CONSISTENT • WALKABLE • MIXED -USE • HISTORIC • NO TRAINS ALLOWED • DENSE • HUMAN SCALE • CHAOTIC • AVOID IT • OBSTACLES 84 This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. One Word - Today The final charrette exercise provided each participant the opportunity to share One Word to be Corridor Today. The following table summarizes the input for the Downtown Overlap Area. PZ-20-6058 09/19/22 DOWNTOWN OVERLAP AREA: WORD - NOW Charrette 1 Charrette 2 Charrette 3 Z2 [Downtown] N/A N/A • CONGESTED • CHANGING • OVERWHELMING • INTENSE • HECTIC • POTENTIAL • INACCESSIBLE • DIVERSE • STERILE • THRIVING • DISJOINTED 85 G 0 One Word - Today The following tables summarize the charrette input for the One Word exercise that best embo Vision for the Northeast Corridor and the Beach Corridor. PURLI(. �.n „OSit NOTICE -this submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The app.icabe decision -mating bodyvnll review the lnlormatiot of the public hearing to tender a tatommendation or a final tleciaon. PZ-20-6058 09/19/2 NORTHEAST CORRIDOR: WORD - NOW tjkli 2 `•4V c9 , Charrette 1 Charrette 2 Charrette 3 Z3 [Northeast] GROUP A • CONNECTIVITY • ATTRACTIVE • COMPLETE • GRANULAR • CONVENIENT • ACCESSIBLE • DIVERSE • VIBRANT • FUNCTIONAL NETWORK • RESILIENT GROUP B • EASY • EFFICIENT • SAFE • UNCONGESTION • TRANSIT -READY OPPORTUNITIES • ARTICULATED • DENSER • CONNECTED • MIXED -USE • DENSITY • WALKABLE • GREEN • EASY • ECONOMIC DEVELOPMENT • MAINTAIN UNIQUENESS OF COMMUNITIES WHILE ENCOURAGING ECONOMIC DEVELOPMENT WHILE PURSUING QUALITY OF LIFE • INNOVATIVE • UNLIMITED • OPPORTUNITY 86 PUBL., G 0 a BEACH CORRIDOR: WORD - NOW 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body review the Information at the public hearing to render a recommendation or a final tleciapn. 44, REVIEW CO ' PZ-20-6058 09/19/22 Charrette 1 Charrette 2 Charrette 3 Z1 [Beach] • DEDICATED LANE IS THE FUTURE • CREATE FEEDER TROLLEYS • ENCOURAGE DIVERSITY OF LAND USES (URGENT CARE, SCHOOLS, WORKFORCE HOUSING) • WIDER SIDEWALKS AND MORE TREES GROUP A • SUSTAINABILITY • CONNECTIVITY • CONNECTED • INCLUSIVE • EASE GROUP B • SAFETY • LESS CARS • LESS CONGESTED • MORE INTERACTIVE • NEIGHBORHOOD ORIENTED GROUP C • MORE BIKE AND PEDESTRIAN FRIENDLY • AERIAL CABLE TRANSIT • VIBRANT • DOVERSE IN INCOMES • EXPANSIVE • THREAT • STATUS QUO • SMOOTH SAILING • NEIGHBORHOOD-ISH 87 -this submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The app.icabe decision -mating bodyvnll review the lnlormatiot of the public hearing to tender a tatommendation or a final decision. One Word - Today The following table summarizes the charrette input for the One Word exercise that best embodies Vision for the Downtown Overlap Area. PZ-20-6058 09/19/22 DOWNTOWN OVERLAP AREA: WORD - NOW Charrette 1 Charrette 2 Charrette 3 Z2 [Downtown] N/A N/A • GROWING • SPECTACULAR • STRATEGIC • CONNECTED • CONGESTED • DYNAMIC • INACCESSIBLE 88 G 0 rt- PUBL, 1. This page was intentionally left blank. NOTICE This submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. 44, R�VI EW CO' PZ-20-6058 09/19/22 -this submittal needs to be sctedu Let for a public hearing r accordance wilt h mein. set forth in the City of tort! Cede Tbe appteatle deusion -matiny...lib review the Intormathot at the public hearing to tender a tatommendation or a final decon PZ-20-6058 09/19/22 90 4.1.1 Charrette 1.1 Charrette Participants NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. Overview Charrette 1.1 was held on February 01, 2018 at the City of North Miami Public Library in the North Miami area with a total of 60 participants. The breakout table sessions included one (1) table covering the Beach Corridor, one (1) table or group focused on the Downtown Overlap area, and, two (2) tables, Group A and Group B, addressing the Northeast Corridor. 91 1111111111111111 Beach Corridor Tables What are Preferred Uses? The following table summarizes the top land use preferences identified by charrette participants for the Beach Corridor. As illustrated, the top ranked preferred uses were as follows Beach Corridor 1. Collaborative Workspace and Workforce Housing 2. Health Urgent Care / Hospitals and K-12 Schools What are Preferred Ways to Get to Places? The charrette participants identified preferences for mobility options. The following table summarizes the findings: C1.1 SUMMARY Mode JO 0 Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) 13% 33% 7% 20% 27% NOTICE This submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the City of Miami Dade. The appicabe decision -mating bodyvnll review the inlormatiot at the public hearing to tender a tatommendation or a final decision. PZ-20-6058 Ix. 09/19/22 N'44/ WHAT ARE PREF.fiREr�w CO' BEACH GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 0 Z1 [BEACH] TRANSIT SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS E NTE RTAI NM ENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 92 Z1 [BEACH] SHARED DRIVE SPORTING EVENTS 0 GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS Z1 [BEACH] BIKE SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS G 0 rt- Z1 [BEACH] DRIVE SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 1 Z1 [BEACH] WALK SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 1 PURL, NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 hmellnes set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 4te VIEW CO 1. 93 Discussion Items: ECONOMIC DEVELOPMENT This submitlaI needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the information at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 • More hotels at Convention Center; • There is a need for urgent care facilities near Washington Avenue and area west of Alton Road; • South of 5th Street needs a multi -modal public garage with connection to trolley system; • Area west of Alton Road could transition to workforce housing. It also needs a public garage and adequate parkingfornewworkforce housing. TRANSPORTATION AND CONNECTIVITY • There should be a dedicated bi-directional transit lane; • Collins Avenue has a potential to become a bi- directional "transit mall" for pedestrian, taxis, etc. It could turn at Lincoln Road and continue back to Washington Avenue or Convention Center; • Area west of Alton Road needs connectivity for kids to connect to the mode of transit. NEIGHBORHOOD ASSETS AND PRESERVATION • Area around Purdy Avenue to stay entertainment and mixed -use area; • Miami Beach is over dense "you have to un-dense". Today Too Much Traffic Lack Of Parking Need For Wider Sidewalks Noise Levels Problem Relaxed -Laid Back Convenient Future Vision Dedicated transit lane is the future Create feeder trolleys Encourage diversity of land uses (urgent care, schools, workforce housing) Wider sidewalks and more trees 94 PURL, G 0 4 Discussion Items: NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. TRANSPORTATION AND CONNECTIVITY 44, RSV! EW CO ' PZ-20-6058 09/19/22 • NE 3 Avenue in need to quickly build bike lanes; • Build a pilot bike lane on NE 1 Avenue; • Take a lane from North Miami Avenue for bike lane; • Cycle track buffered on NE 1 Avenue and North Miami Avenue; • MacArthur Causeway should have a dedicated lane duringArt Basel, etc. -Transit only; • Protected bike lane along Venetian Causeway; • Bike/ pedestrian path along NE 4 Avenue. Bike lane should turn onto NE 2Avenue and end at NE 39 Street. Note: The Downtown Overlap Area Table did not participate in exercise discussions on (1) What are Preferred Uses nor (2) What are Preferred Ways to Get to Places? N/A Future Vision N/A 1. 95 Northeast Corridor What are Preferred Uses? The following table summarizes the top land use preferences identified by charrette participants for the Northeast Corridor. As illustrated, the top ranked preferred uses were as follows: Northeast Corridor 1. Workforce Housing 2. House and Parks / Plazas 3. Offices What are Preferred Ways to Get There? The charrette participants identified preferences for mobility options. The following table summarizes the findings: C1.1 SUMMARY Mode Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) 13% 33% 7% 20% 27% Gh� 0 it NOTICE This submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the City of Miami Cede. The appicabe decision -mating bodyvnll review the inlormatiot at the public hearing to tender a tatommendation or a final decision. A WHAT ARE PREP! 4 NE GROCERIES MIXED USE BREWERY DISTRICT 0 PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION 4 K-12 SCHOOLS 4 DAYCARE ] 2 PARKS/PLAZAS 14 6 5 8 7 4 2 3 2 9 9 0 PZ-20-6058 09/19/22 26 Z3 [NE] TRANSIT SPORTING EVENTS GROCERIES dl MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CAR E/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS 0 DAYCARE 0 PARKS/PLAZAS 0 7 96 PUBL, Z3 [NE] SHARED DRIVE SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS Z3 [NE] BIKE SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE 1 OFFICES 1 RETAIL RESTAURANTS/CAFES 1 BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS G 0 4 Z3 [NE] DRIVE SPORTING EVENTS GROCERIES MIXED USE BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 0 Z3 [NE] WALK SPORTING EVENTS 0 GROCERIES 1 MIXED USE 1 BREWERY DISTRICT PEDESTRIAN/ BIKE TRAILS ENTERTAINMENT HOTELS INDUSTRIAL USES COLLABORATIVE WORSPACE OFFICES 1 RETAIL 2 RESTAURANTS/CAFES BOOKSTORES ART GALLERIES 1 CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS/PLAZAS 4 5 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. 44, E VI EW CO' PZ-20-6058 09/19/22 1. GROUP A Discussion Items: ECONOMIC DEVELOPMENT Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 • New commercial mixed -use at El Portal, west of 2 Avenue and north of the river; • New commercial uses west of 2 Avenue and south of the river; • Higher density in Miami east of the river and north of 79 Street; • TOD at El Portal, east of the corridor, along Biscayne Boulevard and south of NE 87 Street; • New mixed -use development west of the corridor, north of 87 Street and Park Drive, west of Biscayne Boulevard, and south of 92 Street and 6 Avenue; • Mixed use density west of corridor near middle school; • Intense density (retail, entertainment and residential uses) east of corridor between 125 Street and 135 Street; • Potential mixed -use development east of Biscayne Boulevard and south of 115 Street and north of 111 Street; • New transit hub at 163 Street and 14th Avenue; • Downtown main street at 163 Street; • New development — "City within a City" west of corridor atthe corner of Dixie Highway, 18 Avenue and 159 Street; • Mixed -use development west of corridor at 163 Street and Dixie Highway; • High density residential east of corridor and north of 163 Street. 98 PUBL., G 0 4 TRANSPORTATION AND CONNECTI A fr 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 hmellnes set forth in the City of Miami Code. The applies de deuIsion-making body will revlewthe Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/2 2 coos • New pedestrian bridge along corn.. river; • Bike/pedestrian greenway paths along the river; • Transit connection along 135 Street; • New greenway parallel to and west of corridor, between 125 Street and 135 Street; • Parallel road for bike/pedestrian greenway near elementary school west of corridor at 125 Street; • Bike route greenway along corridor; • Bike connection from FIU to 125 Street and 135 Street; • Bike/walkway to connect to beach at 123 Street; • Bike path at 163 Street; • Retail and restaurants uses north of 163 Street; • Linkage to high -density Sunny Isle Beach at 163 Street. fiVIE 411, NEIGHBORHOOD ASSETS AND PRESERVATION • Residential neighborhood character west of corridor; • Cultural node at North Miami Museum of Contemporary Art; • Schools and library at 163 Street and 16 and 17th Avenues; • Library and cultural uses west of corridor, near 135 Street south of 18 Avenue; • Housing development west of corridor between 146 Street, 18 Avenue and 151 Street; • Keep industrial uses! • Parks west of corridor between Dixie Highway, 18 Avenue and 159 Street, and north of river/ south of Dixie Highway; • Civic uses west of corridor between 19 Avenue, 169 Street, 20 Avenue and 171 Street. 99 .Itlllllllllllllrll�lw1, ik uJOCr G II k r UNLIT: 1.11 t • GROUP B Discussion Items: ECONOMIC DEVELOPMENT Th' b dt Ineeds to be schedu lee for a public hearng accordancewilt n mein. setforth in the cry or N - Cede -fT app b tl n dir gbodyvA1 review the Infonmaton tthe o me public M1 r 9t tl ra recommendation or a final tleuaon. • Enchanted Forest Elaine Gordon Park at 135 Street intersection; • Arts and entertainment uses along corridor, south of 72 Street; • Higher education uses near Johnson and Wales University; • Lots of retail and restaurant uses south of Johnson and Wales University; • Multifamily residential uses east of corridor between 125 Street and 135 Street; • Transit hub at 121 Street and 16 Avenue; • Big boxstore. East of corridorat Biscayne Bou[evard and 121 Street; • Change trailer home park into a higher density development. At El Portal, east of the corridor along Biscayne Boulevard, south of NE 87 Street; • Transit hub and/or mixed -use District at El Portal, east of the corridor along Biscayne Blvd, south of NE 87 Street; • Re -develop with higher density housing development east of corridor along river at 78 Street; • Lots of redevelopment potential west of corridor, south of 80 Street; • Entertainment uses: bars and restaurants west of corridor, north of 72 Street; • Workforce housing west of corridor, south of 80 Street; • Mixed -use redevelopment along Biscayne Blvd and 87 Street; • Develop higher density at Biscayne Blvd north of 105 Street; • North Miami CRA, north of 121 Street; 100 G 0 rt- PURL, 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 • Intense retail (intensify future) at Biscayne Blvd and 121 Street; • Increase office use, east of Biscayne Blvd near Johnson Wales University; • Hospital supportive uses redevelopment near Aventura Hospital and Medical Center; • Mixed -use in Aventura at29 Street; • 4,000 new residential units planned at Sole Mia; • 163 Street to become a transit mixed -use corridor; • 1,400 residential and mixed -use development at northeast corner of 163 Street; • 500 unit mixed -use district, west of Biscayne Boulevard, north of 170 Street and east of Dixie Highway; • Workforce housing and mixed -use development east of corridor, south of Sole Mia; • Big box retail east of corridor, fronting Biscayne Boulevard, west of Sole Mia; • Car dealership or auto -oriented uses, east of corridor, south of 151 Street; • Industry and warehousing are increasing use in the future along west of rail corridor, south of 151st Street; • Urban industrial uses and jobs west of rail corridor, north of 151 Street; • North Miami Beach annexation, redevelopment of 163 Street mall; • North Miami Beach Downtown at NE 164 Street; • North Miami Beach CRAtax increment district west of rail corridor, south of 163 Street; • More than 10,000 units mixed -use District, west of corridor, north of 163 Street; • North Miami Beach Brewery District at 163 Street; • 500 Units and mixed -use development at 163 Street; • Redevelop parking site by Target store into structure parking in Aventura; • Built -out future redevelopment, east of corridor, in Aventura. North of 203 Street east of Biscayne Boulevard; • Residential redevelopment east of corridor, in Aventura. South of203 Street and east of Biscayne Boulevard; • Transportation Hub Center west of corridor, north of 195 Street and south of 200 Street; • Redevelopment mixed -use TOD east of corridor, south of William Lehman Cswy and Aventura Mall; • Redevelopment mixed -use at 207 Street south of NE 34 Avenue. 4'4-VI EW CO ' TRANSPORTATION AND CONNECTIVITY • 8- to 10-minute walk to Johnson Wales University from rail corridor at 125 Street; • 125 Street connects to 1-95; • Pedestrian connection at 107 Street and river; • Connection to Miami Beach along79 Street; • Biscayne Blvd needs to be more pedestrian and bike friendly; • Biscayne Blvd is unsafe to park; 44, 101 NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. • Future high traffic due to Sole • Snake Creek greenway and bike trai PZ-20-6058 09/19/22 Greenway trail access and connectivity; North Miami Beach trolley stops at 163 Street; • Dedicated bike lanes in 163 Street; • Sunny Isles Beach connection from 163 Street; • Transit connectivity east of corridor, fronting Aventura Mall and Biscayne Boulevard. NEIGHBORHOOD ASSETS AND PRESERVATION • Historic preservation east of corridor, along Biscayne Boulevard, south of 72 Street; • New Wynwood north of 72 Street; • Open space preservation and access to parks in Miami Shores Country Club; • Lower scale density preservation along corridor north of 91 Street; • Access to parks in Biscayne Boulevard and 121 Street; • School: Aventura charter school and community center; • Existing cemetery; • Existing warehouses; • Existing Costco and big box retail; • Existing FIU Biscayne Campus; • Oleta State Park protected; • Existing Spanish monastery and North Miami Beach tennis park; • Turnberry Isle Resort Golf Course, open space preservation and access to park. 102 PUBS, Future Vision GROUP A GROUP B GROUP A Autocentric Non -Existent Traffic Connectivity Train less Unorganized Attractive Congested Scary Complete Underutilized Congested Granular Sprawl, Low Density Hazard Convenient Sporadic Chaotic Accessible Resilient Accidents Diverse Diverse Stressing Vibrant Connected But Messy Functional Network Disconnected Unconnected Resilient Heterogenous Trunk With Weak Limbs Non -Pedestrian G 0 4 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 GROUP B Easy Efficient Safe U ncongested Transit -Ready Opportunities Articulated Denser Connected 44, RtVIElm CO 1. 103 NOTICE Thls submittal needs to be schedu Led for a public hearing In accordance wit,trnellnes set forth in the City of trari Cede Tt..PP.Fable decIsion-rrialung batlywiLL review the Intormaton at the public hearing to antler a 7tomrnendation or a final tledmon PZ-20-6058 09/19/22 EwCO' 1 104 4.1.2 Charrette 1.2 Thla submittal needs to be scheduled for a public hearing In accordance wiHr tlmellnes set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. Overview Charrette 1.2 was held on February 05, 2018 at the New World Center within the Beach area with a total of 62 participants. The breakout table sessions included three (3) tables: one (1) table covered the Beach Corridor, one (1) table focused on the Downtown Overlap area, and one (1) table addressed the Northeast Corridor. 105 4 Beach Corridor What are Preferred Uses? The following table summarizes the top land use preferences identified by charrette participants for the Beach Corridor. As illustrated, the top ranked preferred uses were as follows: Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 Beach Corridor 1. Workforce Housing 2. Restaurants/Cafes 3. Parks WHAT ARE PREFERRED USES? Z1 [BEACH] SERVICES BEACH/PARKS 11 ENTERTAINM ENT PATHWAY/LINEAR PARK PARK + RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES 0 CULTURAL CENTER l 10 LIBRARY 0 HEALTH URGENT CARE L 5 WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION 11 K-12 SCHOOLS 0 DAYCARE 0 20 1 PARKS 19 0 09/19/22 106 PUBL, G 0 4 What are Preferred Ways to Get There? The charrette participants identified preferences for mobility options. The following table findings: NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. C1.2 SUMMARY Mode Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) 22% 11% 10% Z1 [BEACH] DRIVE MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINM ENT PATHWAY/LINEAR PARK PARK +RIDE TRANSIT HUB G ROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS Z1 [BEACH] TRANSIT MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINM ENT PATHWAY/LINEAR PARK PARK +RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS s 44, Rk-VI EW CO' PZ-20-6058 09/19/22 Z1 [BEACH] SHARED DRIVE MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINM ENT PATHWAY/LINEAR PARK PARK +RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS Z1 [BEACH] BIKE Z1 [BEACH] WALK MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINM ENT PATHWAY/LINEAR PARK PARK +RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINM ENT PATHWAY/LINEAR PARK PARK +RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS 1. 107 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Discussion Items: GROUP A ECONOMIC DEVELOPMENT • New development to consider satellite education uses; • Off the map area, north of beach corridor boundary, should be included. Everybody uses the Julia Tuttle Causeway and creates congestion; • Wayfinding; • Do maximum parking requirements versus minimum parking requirements. Reduce parking requirements; • More parks for flood abatement; • West Avenue dense but not very pedestrian friendly. More residential use; • Most susceptible to redevelopment north of MacArthur Causeway at Miami Beach entrance; • 5th Street buildings non-contributing even though historic district begins north up at 6th Street - one lot deep; • Make Alton Road developments taller. Now - 60 feet but sensitive to portion adjacent to single family; • Alton Road east/west can have neighborhood oriented use; • Housing above retail on 17th Street; • 17th Street poor design for pedestrians and has new buildings with new retail vacant - needs new streetsca pe; • Schools: Safety issue to walk to. High school at capacity; • Passive recreation - no organized sports; • Develop Bayshore Municipal Park to be enhanced for youth and school uses; • Expand zoning use incentives to include office on Washington Avenue. TRANSPORTATION AND CONNECTIVITY • Transit loop: Washington Avenue - Alton Road. Preferred to use 17th Street or Dade Boulevard; • Bay: create one-way streets to allow dedicated transit lane and bike lane; • One way: Ocean Drive/Collins Avenue and Alton Road/West Avenue. New bridge helps! • Transit for all; 108 • OK to do new on West Avenue. West Avenue-125 feet; • Parking lots could be redeveloped - see Lincoln Lane new retail idea; • 5th Street up to Collins Avenue; • Collins Avenue transit mall all way to North Beach. GROUP B ECONOMIC DEVELOPMENT • Workforce housing 5th Street and Lenox Avenue; • Collaborate office space will happen by itself; • More services by Collins Park. Market? • East of Alton Road consider no workforce housing because of parking; • Linear parks / access points / illuminated; • Workforce and construction workers coming in. TRANSPORTATION AND CONNECTIVITY • Watertaxi location south of 5th Street marina. • Watertaxi location at Sunset HarborYachtClub. • Bike lane on Venetian Causeway. • Trolley uses local. NEIGHBORHOOD ASSETS AND PRESERVATION • Preserve historic district. • Keep cultural uses. • Preserve what they have. ope Jl Thla submittal needs to be scheduled for a public healing In accordance will hmellnes set forth in the City of Miami Code. The appka deuIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final tleciaan. ref 109 Thls submitlaI needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.Theapp.icabe decision-malung bodywiLL review the information at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 GROUP C Discussion Items: ECONOMIC DEVELOPMENT • Activate alleys as public space • Activate entry to Miami Beach from MacArthur Causeway with mixed -use development and affordable and/or micro housing. • Washington Avenue need quality of business upgraded. • Activate Convention Center area. • Workforce housing. • Workforce housing for hotel employees and families. TRANSPORTATION AND CONNECTIVITY • 1-395 and 1-195 need better bike and pedestrian lanes. • More freebie bike sharing • Flex lane to allow open space and parking during non -peak hours at5th Street. • Better vehicles for "trolley" service area more comfortable and easier to board/disembark. • Safer bike lanes. NEIGHBORHOOD ASSETS AND PRESERVATION • Pocket parks to build community. • Concern aboutdrawingmore criminal activity and homelessness to the Beach due to ease of travel. 110 GROUP A Congested Untapped Potential Touristic Mixed -Users (Tourists, Visitors, Residents) Close But Far (Takes Too Long to Get There) Scrutinized (Over -Regulated) Expensive Today GROUP A Sustainability! Connectivity Connected Inclusive Ease GROUP B Non -Pedestrian Friendly Over -Developed Dynamic Diverse Need Transportation to Mainland Not Enough Cultural Events Transportation Choices GROUP B Safety Less Cars Less Congested More Interactive Neighborhood Oriented NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. GROUP C Underutilized Beautiful Fully -Developed High -End Pleasant Not Consistent Walkable Mixed -Use Historic No Trains Allowed Dense Human Scale GROUP C More Bike and Pedestrian Friendly Aerial Cable Transit Vibrant Diverse In Incomes Expansive Threat 111 4 Northeast Corridor What are Preferred Uses? The followingtablesummarizes the top land use preferences identified by charrette participants for the Northeast Corridor. As illustrated, the top ranked preferred uses were as follows: Thls submittal needs to be schedu led for a public hearing accordance witty tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the Inlormaton at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 Northeast Corridor 1. Offices 2. Collaborative Workspaces 3. Cultural Center SERVICES 0 BEACH/PARKS Q ENTERTAINMENT 0 PATHWAY/LINEAR PARK PARK + RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS WHAT ARE PREFERRED USES? Z3 [NE] 2 2 2 3 09/19/22 112 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. What are Preferred Ways to Get There? Thecharrette participants identified preferences for mobilityoptions.Thefollowingtablesummari Mode Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) 50% 13°/O 13°/O 8°/O 17°/O Z3 [NE] DRIVE MAINLAND ACTIVITIES 0 SERVICES BEACH/PARKS ENTERTAINMENT PATHWAY/LINEAR PARK PARK+RIDE TRANSITHUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS C1.2 SUMMARY Z3 [NE] TRANSIT MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINMENT PATHWAY/LINEAR PARK PARK +RIDE TRANSIT HUB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS PZ-20-6058 09/19/22 Z3 [NE] SHARED DRIVE MAINLAND ACTIVITIES SERVICES BEACH/PARKS ENTERTAINMENT PATHWAY/LINEAR PARK PARK + RIDE TRANSIT H UB GROCERY STORE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARKS Z3 [NE] BIKE Z3 [NE] WALK MAINLAND ACTIVITIES 0 MAINLAND ACTIVITIES SERVICES 0 SERVICES BEACH/PARKS 0 BEACH/PARKS ENTERTAINMENT g ENTERTAINMENT PATHWAY/LINEAR PARK g PATHWAY/LINEAR PARK PARK+RIDE g PARK+RIDE TRANSITHUB g TRANSITHUB GROCERY STORE g GROCERY STORE COLLABORATIVE WORSPACE COLLABORATIVE WORSPACE OFFICES g OFFICES RETAIL g RETAIL RESTAURANTS/CAFES g RESTAURANTS/CAFES BOOKSTORES BOOKSTORES ART GALLERIES ART GALLERIES CULTURAL CENTER g CULTURAL CENTER LIBRARY g LIBRARY HEALTH URGENT CARE g HEALTH URGENT CARE WORKFORCE HOUSING g WORKFORCE HOUSING HOUSING (TYPE) g HOUSING (TYPE) HIGHER EDUCATION g HIGHER EDUCATION K-12 SCHOOLS K-12 SCHOOLS DAYCARE DAYCARE PARKS PARKS 113 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Discussion Items: ECONOMIC DEVELOPMENT • Medical and Aventura Mall connection. • Education at Johnson and Wales University. • Government and culture activities at NE 125th Street and NE 8th Avenue connect by shuttle. • Mixed use and high density. • Higher density along Biscayne Boulevard. • Development around golf course and Biscayne Boulevard. • Affordable housing. • Park space. • Workforce housing south of 72nd Street. TRANSPORTATION AND CONNECTIVITY • Station and pedestrian access near Aventura Mall. • East -west connection. • FIU campus connection. • FEC and 125th Street/123rd Street historic station site. Link to Broad Causeway. • Bicycle access. • Connection from Metrorail to 79th Street. • Last mile connection. NEIGHBORHOOD ASSETS AND PRESERVATION • Streetscape and canopy. 114 This submittal needs to be schedu Led for a public hearing In accordance wiltItmellnes set forth in the City of Miami Cede. The applies tie decIsion-rria king body wilL review the Information at the public hearing to render a recommendation or a final tledaon PZ-20-6058 09/19/22 115 Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 DOWNTOWN OVERLAP TABLE Discussion Items: ECONOMIC DEVELOPMENT • Housing development north of 54th Street and west of Federal Highway. • Re -development south of 54th Street along Federal Highway. • Park and ride on turning point of Beach Corridor at North Miami Avenue and NE 41st Street. • Higher density residential and connectivity at waterfront edge south of SR-112. • Open spaces in Wynwood. • More green spaces in Downtown. • Workforce housing in Downtown. • Office uses, parks and mixed -use in Downtown. TRANSPORTATION AND CONNECTIVITY • Pedestrian bridge over FEC. • Complete Streets - safe streets. • Connection to Wynwood. • 1st Last mile to station in Edgewater to FEC and Beach Corridor. • Transit to new station. • Financial District transit. • Streetscape and shade trees. Today Future Vision Congested Mixed -use Intense Density Entertainment Walkable Legacy Green Easy 116 G 0 rt- PUBL, 1. This page was intentionally left blank. NOTICE This submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. PZ-20-6058 09/19/22 44, R�VI EW CO' 117 Thls submidal needs to be upheld led for a public hearing In accordance with umerines set forth in the City of Miami Cede.The app.icade decision -making body wit revewihe infomlatan at the public hearing to tender a tecomrnenclation or a final decision. PZ-20-6058 09/19/22 118 G 0 PUBL, 1. 4.1.3 Charrette 1.3 NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 A",e,��l EW co�Q� Overview Charrette 1.3 was held on February 10, 2018 atthe Miami Marriott in the Downtown Overlap Area with a total of 43 participants. The breakout table sessions included one (1) table of covering the Beach Corridor, one (1) table or group focused on the Downtown Overlap area, and, one (1) table addressed the Northeast Corridor. 119 4 Northeast Corridor What are Preferred Uses? The following table summarizes the top land use preferences identified by charrette participants for the Beach Corridor. As illustrated, the top ranked preferred uses were as follows: Thls submittal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 Beach Corridor 09/19/22 1. Restaurants / Cafes / Entertainment 2. Retail /Workforce Housing/ Park/ Dog Park 3. Art Galleries/ Health Urgent Care / Hospitals /ALF/ Housing/ K-12 Schools WHAT ARE PREFERRED USES? BEACH WORK PLACE 0 MIXED USE 0 GROCERY STORES 0 ADULT CARE 0 COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES 0 ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 120 PUBL, G 0 4 What are Preferred Ways to Get There? NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. Thecharrette participants identified preferences for mobilityoptions.Thefollowingtablesummari C1.3 SUMMARY Mode Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) 68°/O 0°/O 9°/O 5% 18°/O Z1 [BEACH] DRIVE WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK Z1 [BEACH] TRANSIT WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK PZ-20-6058 09/19/22 44, R4-VIEW C0 '. Z1 [BEACH] SHARED DRIVE WORKPLACE 0 MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 0 Z1 [BEACH] BIKE Z1 [BEACH] WALK WORK PLACE a WORK PLACE MIXED USE a MIXED USE GROCERY STORES a GROCERY STORES ADULT CARE a ADULT CARE COLLABORATIVE WORSPACE a COLLABORATIVE WORSPACE OFFICES a OFFICES RETAIL a RETAIL RESTAURANTS/CAFES/ENT. a RESTAURANTS/CAFES/ENT. BOOKSTORES a BOOKSTORES ART GALLERIES a ART GALLERIES CULTURAL CENTER a CULTURAL CENTER LIBRARY a LIBRARY URGENT CARE/HOSPITALS/ALF a IRG ENT CARE/HOSPITALS/ALF WORKFORCE HOUSING a WORKFORCE HOUSING HOUSING (TYPE) a HOUSING (TYPE) HIGHER EDUCATION a HIGHER EDUCATION K-12 SCHOOLS a K-12 SCHOOLS DAYCARE a DAYCARE PARK/DOG PARK PARK/DOG PARK 1. 121 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Discussion Items: ECONOMIC DEVELOPMENT • Workforce mobility: 1-Mt. Sinai Hospital ; 2-hotels and tourism. • TOD (transit oriented development) mixed use, incentivize smaller housing with no car (office). • No increased density. • Consider Density cap. TRANSPORTATION AND CONNECTIVITY • Loop using MacArthur Causeway, Alton Road and 1-195. • East side of Alton Road right-of-way from Golf Course. • Alton Road: votes for including transit and circulator trolleys to take people to the east side and back (from Alton Road). • Considera pilot project for Washington Avenue to see ifa lane closure project would work. • Collins Avenue should be considered for transit (bus, trolley, bike). NEIGHBORHOOD ASSETS AND PRESERVATION • Note on land use for South Beach: ensure land uses are the right mix for the residents in addition to tourists - but favor keeping a good connection between neighborhoods and low to moderate scale is important. Today Future Vision Chaotic Status quo Avoid it Smooth sailing Obstacles Neighborhood-ish 122 G 0 rt- PUBL., 1. Downtown Overlap What are Preferred Uses? The following table summarizes the top land use preferences identified by charrette participants for the Beach Corridor. As illustrated, the top ranked preferred uses were as follows: NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 Northeast Corridor 1. Workforce Housing 2. K-12 Schools 3. Park/ Dog Park WHAT ARE PREFERRED USES? DOWNTOWN WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE ■ OFFICES ■ RETAIL ■ RESTAURANTS/CAFES/ENT. • BOOKSTORES 0 ART GALLERIES 0 CULTURAL CENTER 0 LIBRARY 0 HEALTH URGENT CARE/HOSPITALS/ALF ■ WORKFORCE HOUSING • HOUSING (TYPE) • HIGHER EDUCATION 0 K-12 SCHOOLS DAYCARE PARK/DOG PARK • 09/19/22 44, R4-VI EW CO' 123 -this submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the City of Miami Cede. The app.icabe decision -mating bodyvnll review the lnlormatiot of the public hearing to tender a tatommendation or a final decision. What are Preferred Ways to Get There? Thecharrette participants identified preferencesformobility options.Thefollowingtablesummari C1.1 SUMMARY Mode Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) 35% 6% 5% 26% 29% Z2 [DOWNTOWN] DRIVE WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK PZ-20-6058 09/19/22 Z2 [DOWNTOWN] TRANSIT Z2 [DOWNTOWN: SHARED DRIVE WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING. HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK WORKPLACE 0 MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK Z2 [DOWNTOWN] BIKE Z2 [DOWNTOWN] WALK WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 124 Discussion Items: ECONOMIC DEVELOPMENT • North -South greenway along NE corridor. • Park or green space in Design District and Midtown area. • Pocket parks throughout corridors • Affordability a must. Townhouses. • Workforce housing along North Miami Avenue by Midtown. • Services, cultural district, affordable to live + work. • NE 22nd Street to NE 24th Street and to Mana Wynwood • Little Haiti market and open space. • Grocery delivery. Help use it. • Housing for PWDs and elderly. • Active uses underneath Expressways, such as retail, recreation, etc. (1-395/1-95). • Soccer Stadium. • Look at all the uses in corridor and see how people get there and how it can be improved. • Would capitalize on projected growth from west side Miami Beach. Today Future Vision Congested Growing Changing Spectacular Overwhelming Strategic Intense Connected Hectic Congested Potential Dynamic Inaccessible Inaccessible Diverse Sterile Thriving Disjointed NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. 125 TRANSPORTATION AND CONNECTI Thls submittal needs to be schedu lee for a public hearing accordance wilt, tmerines set forth in the city of Miami Code. The app.icabe decision -mating bodyvAL review the lntortnatioa at the public hearing to tender a tecommendation or a final decision. Q�. • Extend Metromover to 36th Street. oVlEW G©v- • Extending Metromover only to 36th Street maybe to 42nd Street. • Finish the Baywalk. • Baywalk- developer funding better. Mobility, safe bike lane, linear walk. • Baywalk connectivity recreational. Flag ship should be a priority. • East-West pedestrian movement -tracks and corridor. • New trolley between Downtown and South Beach. Dedicated or not? Or trolley on Venetian Causeway. • Crossing on Biscayne Boulevard needs to be safe. Be sure this is working. • Accessible transit to all parks and libraries. • Accessible street to walk. • Challenge crossing Biscayne Boulevard with respect to Metromover • Elevated crossing -tunnel for Biscayne Boulevard. • Biscayne Boulevard proposed NE 2nd and Biscayne Boulevard each one way - allows dedicated transit lane. • Provide other modes. Connectivity essential. • Alignment should use NW 2nd Avenue. • Right-of-way under Metrorail to connect to NW 2nd Avenue. • Beach Corridor should connect (serve) Overtown- would help redevelopment. • Stop (corridor) at Midtown (North on 2nd Avenue and turn on NE 36th Street). PZ-20-6058 09/19/22 NEIGHBORHOOD ASSETS AND PRESERVATION • Park at l8th Street and Biscayne (NE section) is not accessible (at Publix). • Old San Juan -preserve neighborhood character. i.e. Little Havana. • North Miami Avenue as a dividing line for maintaining neighborhoods character. Low scale west of corridor. High scale east of corridor. 126 G 0 rt- PURL, 1. Today Future Vision Congested Growing Changing Spectacular Overwhelming Strategic Intense Connected Hectic Congested Potential Dynamic Inaccessible Inaccessible Diverse Sterile Thriving Disjointed NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 44, R�VI EW CO 127 Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. Northeast Corridor What are Preferred Uses? The followingtablesummarizes the top land use preferences identified by charrette participants for the Northeast Corridor. As illustrated, the top ranked preferred uses were as follows: Downtown Corridor 1. Mixed Use / Restaurants / Cafes / Entertainment 2. Park/ Dog Park 3. Cultural Center/ Higher Education WHAT ARE PREFERRED USES? NE WORK PLACE 0 MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES 2 ART GALLERIES CULTURAL CENTER LIBRARY HEALTH URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 4 0 15 15 PZ-20-6058 09/19/22 128 PURL, G 0 o- 4 What are Preferred Ways to Get There? NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. PZ-20-6058 09/19/22 RtV1EW Thecharrette participants identified preferencesformobility options.Thefollowingtablesummariz C1.3 SUMMARY Mode Transit (T) Shared Drive (D) Drive (D) Bike (B) Walk (W) Total 35% 6% 21% 10% 27% 100% Z3 [NE] DRIVE WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK Z3 [NE] TRANSIT WORK PLACE MIXED USE 1 GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE 1 OFFICES RETAIL 2 RESTAURANTS/CAFES/ENT. 1 BOOKSTORES ART GALLERIES 1 CULTURAL CENTER 1 LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 3 6 Z3 [NE] BIKE WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK Z3 [NE] SHARED DRIVE WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL RESTAURANTS/CAFES/ENT. BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 2 r 1 NM' Z3 [NE] WALK WORK PLACE MIXED USE GROCERY STORES ADULT CARE COLLABORATIVE WORSPACE OFFICES RETAIL 9 RESTAURANTS/CAFES/ENT. 3 BOOKSTORES ART GALLERIES CULTURAL CENTER LIBRARY 2 , URGENT CARE/HOSPITALS/ALF WORKFORCE HOUSING HOUSING (TYPE) HIGHER EDUCATION K-12 SCHOOLS DAYCARE PARK/DOG PARK 1. 229 Discussion Items: ECONOMIC DEVELOPMENT This submitlaI needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the information at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 • Towers -high density -mixed use (west of corridor - south of river at 163rd street). • Riverwalk near 163rd Street. • Mixed -use development on north side of 163rd Street. • Mixed -use District west of corridor and south of 163rd Street. • More density west of corridor and south of 163rd Street. • The station at 151st Street should be more intense and include parking garage. • Nurses housing and workforce housing. Hospital District in Aventura. • Mixed -use west of corridor near Aventura. • New schools built out east of corridor, south of Aventura hospital. • Connect Johnson and Wales to Downtown. • TOD mixed -use district along 125th Street. • Workforce housing along 125th Street. • Elementary school at 103rd Street and 6th Avenue and bike access at NE 5th Avenue. • Recreation center connected to park west of corridor at Park Rd near Miami Shores Country Club. • Turnover has reduced to 10% and residents coming are younger families plus aging in place. • 87th Street and NE 2nd Avenue has 3 acres of land for restaurant and/ or mixed -uses. There is a gap between 2nd Avenue and existing retail up to Little River. • Little River- new uses happening now. • Offices, east of corridor, between 87th Street, Biscayne Blvd and 92nd Street. • More intensity and transit station at 87th Street. • Promote "workforce" housing on Biscayne Blvd. 130 TRANSPORTATION AND CONNECTIVITY • Circulator connecting 163rd Street to 151st Street. • Retail, bike path and transit bus to Sole Mia and FIU. • Potential dedicated bike lanes in future. • Pedestrian bridge atAventura Mall. • NE 6th Avenue to have an alternative commuter circulator - maybe connecting from 90th Street to 2nd Avenue and connecting east on another road up to 6th Avenue. • Transit: park and drive Miami Shores to station at El Portal. • Bike lane dedicated at NE 5th Avenue to schools (3). • Dedicated bike path at87th Street. NEIGHBORHOOD ASSETS AND PRESERVATION • The entertainment/ mixed -use area west of corridor to be maintained as a recording industry neighborhood character -south of Dixie Hwy and 151st Street. • Existing retail restaurant and neighborhood -retail at 2nd Avenue south of 107th Street. • Existing canal. • Existing affordable housing on 79th Street. NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 131 NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the into maton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 132 4.2 Charrette Series 2 4.2.1 Charrette 2.1 This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. Overview The Charrette 2.1 was held on November 8, 2018 at Legion Park in Miami, and included a total of 42 participants. During the Charrette, the TPO requested community feedback on station area population and employment growth estimates for the development of a preferred land use scenario. The charrette participants were asked to considerthe following: • Review and comment on the station area -based preliminary population and employment growth associated with the Northeast Corridor SMART Plan. • Review and comment on the mix of population and employment growth associated with the Northeast Corridor SMART Plan. • Is the projected SMART Plan growth by station area consistent with your community's vision? • Which municipalities would require amending the land use plans and zoning codes to support the transit oriented development anticipated with the future Northeast Corridor rapid transit system? The following sections summarize the content of the charrette and input received from participants during the table break-out sessions. 133 Downtown & Northeast 36th Street Stations Where should Housing and Jobs be Located? Within the Greater Downtown to Midtown / NE 36th Street station segment areas, the baseline population for 2010 of55,658 people and 61,882jobs is projected to grow to 128,872 people and 84,332jobs by 2040 (TREND Growth). As a result of new transit and depending on growth scenario options, the SMART Plan growth estimates indicate an additional increase of up to 30,000 people and 18,000 jobs within the corridor area. The MAZ reference maps at each charrette table indicated the TREND Growth numbers for Population (POP) and Employment (EMP) by station segment areas. The charrette participants were asked to review the_2040 TREND Growth (natural growth)_data and identify the best locations within the corridor segment areas for additional growth. The number of LEGO blocks available for distribution, representing both people and jobs respectively, is based on the Incremental Growth (SMART PLAN Growth) numbers considered in the TPO's Preliminary Preferred Land Use Scenario. By placing on the aerial maps the alloted LEGO blocks, participants were asked to consider preferred locations for growth and how selected locations have the potential to impact land use and mobility as a result of the increase in the number of people and jobs in the area. Charrette participants placed the highest number of LEGO blocks within the Wynwood/Edgewater a rea. The following points summarize additional input recorded during discussions and as written by participants on the maps and on the post -it notes: • Wider sidewalks on Biscayne Blvd. • New station on 27th Street • New station on 60th Street/ 61st Street • New station on 53rd Street/ 54th Street • Bike lane on NE 2nd Ave • One station only besides Downtown • Cooling station at all transit stations • Depress 1-195 Expressway, close to Biscayne Boulevard. Thls submittal needs to be schedu led for a public hearing In accordance wilt hmellnes set forth in the city of Miami Cede. The app.lwbe decision-malung bodyvntl review the Intormaton at the public hearing to .ender a rnendation or a final tleuaon. PZ-20-6058 09/19/22 134 Within the Downtown station area segment, charrette participants allocated approximately 8,400 in POP and 5,200 in EMP from the SMART Plan growth totals for population and employment. The majority of the LEGO blocks were placed within the 1/2 mile radius of the MiamiCentral Station area. This allocation is less than the SMART Plan growth numbers of 12,000 in POP and 10,000 in EMP for this station segment area. Within the Wynwood/Edgewater station area segment, participants allocated an approximate SMART Plan growth of 12,600 POP and 6,000 EMP, as represented by the number and placement location of the LEGO blocks. These allocations were higher that the proposed 10,000 POP and 5,000 EMP SMART Plan growth for this segment. A mix of growth in both population and employment was distributed within the Wynwood area, while a larger number of LEGOS representing growth in population was placed within the Edgewater area. The SMART Plan growth numbers for the Midtown / NE 36th Street station segment area identified 8,000 POP (population) and 3,000 EMP (employment) increase. The charrette participants allocated an approximate growth of 6,200 POP and 4,800 EMP by placing the majority of the LEGO blocks south of54th Street and west of the FEC Corridor. This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final tleciaan. 135 This submittal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the lntormaton at the public hearing to antler a recommendation or a final tleuaon. This page was intentionally left blank. First Mile / Last Mile Transit Accessibility Identified mobility improvements for this table: 5 n '� n A r Figure 4-8: Downtown & Northeast 36th Street Stations 0 0 or. a Miami -Dade Transportation Planning Organization During the second interactive / hands on exercise, participants were asked to place pre-printed stickers on the aerial map representing mobility improvements they would like to see at locations where most needed. The exercise allowed participants to identify issues and/or enhancements that can facilitate access to and within close proximity of station locations. The DOTS were classified by color and type of Mobility Improvements and were used to identify locations for the following: need for crosswalks; location of sidewalk gaps; where best to implement a new shuttle route or expand an existing route orservice; need for bike lanes; need for more tree canopy for shade; etc. The following points summarize the transit accessibility preferences identified by charrette participants for the Downtown and NE 36th Street station segment area and locations. Identified Improvements • Sidewalks along Biscayne Blvd. • Shade along Biscayne Blvd. and in Wynwood • Pedestrian connection and crosswalk underneath 1-195 at 36th Street • Pedestrian connection at FEC Corridor between NE 22nd Street and NE 23rd Street • Bulb -out at NW 2nd Avenue and NW 22nd Street • Greenway and Bike path on the FEC Corridor • Bike Lane on NE 2nd Avenue in north direction and NW 2nd Avenue in south direction • Bike Parking on FEC Corridor near 54th Street • Freebie location in Wynwood • Trolley at NW 2nd Avenue and NW 28th Street • Trolley system along NW 54th Street • Golf cart route along NE 2nd Avenue and Biscayne Blvd 137 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII This page was intentionally left blank. PUB1, 6,11 G 0 4 Northeast 79th Street and Northeast 125th Street Stations Where should Housing and Jobs be Located? Within the Upper East Side / El Portal / NE 79th Street and the North Miami / NE 125th Street station segment areas, the baseline population for 2010 of 24,672 people and 10,234jobs is projected to grow to 35,060 people and 15,507jobs by 2040 (TREND Growth). As a result of new transit and depending on growth scenario options, the SMART Plan growth within this area is projected to add up to 11,000 people and 7,000jobs within the corridor area. Participants placed the LEGO blocks in close proximity to the 1/2-mile radius from each of the two potential station locations. ON NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. The following points summarize additional input recorded during the break-out table discussions: • New station on 60 and 61 Streets — Magic City • Stops at 27 Street, 54 Street and 79 Street. • MIMO Historical NE 52 Street — NE 77 Street and Biscayne Boulevard • Protect Historical Neighborhood NE78Street —NE 58 Street. NE 4 Court — Biscayne Boulevard • Park and Ride access to I-95 (e.g., Golden Glades) • Protect historic neighborhoods • Growth outside half -mile, 71 Street and to the south • Growth east of Little River • 79 Street traffic problems • 6 Avenue - great corridor for bikes! • Mixed -use • Residents do drive • 79 Street west of Little River will grow organically • City Hall site for station not a good idea. Too much residential improvement • Consider sea level rise along entire corridor • Residential redevelopment at 121 Street • Redevelopment and trolley at 6 Avenue • Extend Downtown to NE 14Avenue in North Miami • Trolley from station to 17 Avenue along 125 Street • We needed Tri-Rail about 10 years ago. • Limit to 2,500 students - see Johnson Wales University Master Plan • Placemaking: Consistent lighting along entrance into the city. PZ-20-6058 09/19/22 ReVI EW CO ' 44, 139 NOTICE Thls submittal needs to be schedu lee for a public hearing In accordance wilt hrnellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a recommendation or a final decision. For the NE 125th Street station segment area, participants allocated the SMART Plan Growth numbers as follows: half (50%) of the allotted 8,000 POP (blue LEGO blocks) and about a third (33%) of the 6,000 EMP (yellow LEGO blocks) were placed within the 1/2-mile radius of the potential station location. The remaining SMART Plan growth numbers, as represented by the LEGO blocks, were placed outside and in very close proximity to the 1/2-mile radius as well as along NE 125th Street, the FEC Corridor and near 121st Street. Participants did not place any LEGO blocks in the area between the NE 79th Street half -mile station radius and the NE 125th Street half -mile station radius. This indicates that no growth is envisioned nor desired for this area by participants. For the NE 79th Street station segment area, participants placed LEGO blocks representing an approximate growth of 3,400 in POP and 3,200 in EMP, which is higher than the allotted 3,000 POP and 2,000 EMP from the SMART Plan growth. The majority ofthe LEGO blocks were placed within the 1/2-mile radius ofthe potential station location and east of the FEC Corridor, along Little River. 140 First Mile / Last Mile Transit Accessibility Identified mobility improvements for this table: Figure 4-9: Northeast 79th Street and Northeast 125th Street Stations NOTICE Miami -Dade Transportation Planning Organization During the second interactive/ hands on exercise, participants were asked to place pre-printed stickers on the aerial map representing mobility improvements they would like to see at locations where most needed. The exercise allowed participants to identify issues and/or enhancements that can facilitate access to and within close proximity of station locations. The DOTS were classified by color and type of Mobility Improvements and were used to identify locations for the following: need for crosswalks; location of sidewalk gaps; where best to implement a new shuttle route or expand an existing route or service; need for bike lanes; need for more tree canopy for shade; etc. The following points summarize the transit accessibility preferences identified by charrette participants for the NE 79th Street and NE 125th Streetstation segment areas and locations. Identified Improvements • Crosswalk along Biscayne Boulevard near 79th Street Station and at the FEC corridor • Shade on 79th Street • Stop signs on NE 4th Avenue at NE 71st Street and NE 74th Street • Reduced speed limit on NE 4th Avenue • Greenway along canal near 79th Street Station • Bike Lane along NE 5th Avenue, NE 6th Avenue and NE 77th Street in south direction • Bike Boulevard on NE 107th Street • Bike sharing along 125th Street • Trolley along NE 79th Street, NE 6th Avenue and NE 125th Street • Transitshelters at NE 10th Avenue and NE 11th Place with 125th Street • Ride sharing at 125th Street station • Electric charging station at79th Street and NE 1st Avenue • Electric charging station at 125th Street and NE 6th Avenue • On street parking at 125th Street and NE 6th Avenue 141 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII This page was intentionally left blank. NOTICE Pz-20-6058 09/19/22 Northeast 163rd St and Aventura Stations Where should Housing and Jobs be Located? 6,11 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 Within the North Miami Beach / NE 163rd Street and the Aventura station segment areas, the baseline population for 2010 of 36,649 people and 29,799 jobs is projected to grow to 56,922 people and Growth). As a result of new transit and depending on growth scenario options, the SMART Plan growth within this area is projected to add up to 10,000 people and 10,000 jobs. The following points summarize additional input recorded during the break-out table discussions: • Higher density and more jobs towards FIU campus and NE 151st Street • 400 units at Sole Mia • 500 jobs and entertainment uses. Two or Three development (300 apartments) and transit oriented development (TOD) at NE 151st Street Station • Medical school and dorms at FIU • Mall jobs and redevelopment as mixed use • Trolley on NE 163rd Street and NE 164th Street with more frequency around mall • 2000 units at triangle on Dixie Hwy and 159th Street • Improve intersection at 163rd Street / Biscayne Boulevard, and Ives Dairy Road / Biscayne Boulevard • Connect bus stop to trolley line • Entertainment, retail and hotel northeast corner of 163rd and Biscayne Boulevard • Unified design — San Antonio, Chicago — NE 19th Ave • Hotel - Dixie Highway and 173rd Street • Redevelopment of Intracoastal Mall at 163rd Street • Improve dedicated bike lane at 163rd Street • More frequent bus service on Biscayne Boulevard • More walkable connection to performing arts center from Biscayne Boulevard bus stop • Office complex, mall on Aventura within 1/2 mile radius of station • Residential for Medical Center on Dixie Highway and NE 212th Terrace • Infill residential on parking lots of existing shopping centers • Hotel on Golf Course 43,799 jobs by 2040 (TREND 143 NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a recommendation or a final tleuaon. Within the North Miami Beach station area segment, participants allocated an approximate 9,200 in POP and 5,000 in EMP from the SMART Plan growth totals for population and employment. These amounts are less than the allotted 10,000 POP and 7,000 EMP SMART Plan growth for this segment. Approximately half (50%) of the LEGO blocks were placed outside of the 1/2 mile radius of the potential station location. Specifically, south of NE 151st Street and west of the FEC corridor; and within the FIU Biscayne and the Sole Mia area. In addition, outside of the station area segment and south of 142nd Street, participants placed about 1,000 blue LEGO blocks representingSMART PLAN POP growth in this area. At the 163rd Street potential station location, the POP and EMP LEGO blocks were placed at the northeast corner of 163rd Street and Biscayne Boulevard; west of the FEC corridor along 163rd Street; and, at the intersection of W Dixie Highway and 159th Street. Within the Aventura station area segment, participants placed LEGO blocks representing an approximate growth of 1,800 in POP and 3,000 in EMP, which is less than the allotted 3,000 in POP and 6,000 in EMP from the SMART Plan growth totals for population and employment. About half of the number of the blocks representingemploymentwere placed within the 1/2 mile radius of the potential station location and near the Aventura Mall area. The remainder of the LEGO blocks representing the balance of population and employment growth were located within the Aventura Hospital District. 144 First Mile / Last Mile Transit Accessibility Figure 4-10: Northeast 163rd Street and Aventura Stations diP lot u0100-- _ , ter ,a geg�-.ammo Identified mobility improvements for this table: 0 0 Miami -Dade Transportation Planning Organization During the second interactive / hands on exercise, participants were asked to place pre-printed stickers on the aerial map representing mobility improvements they would like to see at locations where most needed. The exercise allowed participants to identify issues and/or enhancements that can facilitate access to and within close proximity of station locations. The DOTS were classified by color and type of Mobility Improvements and were used to identify locations for the following: need for crosswalks; location of sidewalk gaps; where best to implement a new shuttle route or expand an existing route or service; need for bike lanes; need for more tree canopy for shade; etc. The following points summarize the transit accessibility preferences identified by charrette participants for the NE 163rd Street / North Miami and Aventura station segment areas and locations. Identified Improvements • Sidewalk at NE 19th Avenue; NE 187th Street and NE 190th Street south of Biscayne Boulevard. • Shade at NE 19th Street along canal; 187th Street and 190th Street east of Biscayne Boulevard. • Stop signs on NE 4th Avenue and NE 171st Street and NE 174th Street • Reduced speed Limit on NE 174th Avenue • Greenway along canal near 163rd Street Station • Bike lane along canal near 163rd Street Station; along FEC corridor • Trolley along Biscayne Boulevard, 163rd Street and 151st Street to FILJ Campus • Bus at 151st Street 145 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII This page was intentionally left blank. NOTICE Pz-20-6058 09/19/22 6,11 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. This page was intentionally left blank. NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the into maton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 148 4.2.2 Charrette 2.2 Thla submittal needs to be scheduled for a public hearing In accordance wiHr tlmellnes set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. Overview The Charrette 2.2 was held on November 14, 2018 at the McDonald Senior Center in North Miami Beach with a total of50 participants. During the charrette, the TPO requested community feedback on station area population and employment growth estimates for the development of a preferred land use scenario. The charrette participants were asked to consider the following: • Review and comment on the station area -based preliminary population and employment growth associated with the Northeast Corridor SMART Plan. • Review and comment on the mix of population and employment growth associated with the Northeast Corridor SMART Plan. • Is the projected SMART Plan growth by station area consistent with your community's vision? • Which municipalities would require amending the land use plans and zoning codes to support the transit oriented development anticipated with the future Northeast Corridor rapid transit system? The following sections summarize the content of the charrette and input received from participants during the table break-out sessions. 149 1111111111111111 Downtown and Northeast 36th Street Station Where should Housing and Jobs be Located? Within the Greater Downtown to Midtown NE 36th Street station segment areas, the baseline population for 2010 of55,658 people and 61,882jobs is projected to grow to 128,872 people and 84,332jobs by2040 (TREND Growth). As a result of new transit and depending on growth scenario options, the SMART Plan growth within this area is projected to add 17,000 to 25,500 people and 10,500 to 15,000jobs within the station segment areas. The MAZ reference maps at each charrette table indicated the TREND Growth numbers for Population (POP) and Employment (EMP) by station segment areas. The charrette participants were asked to review the 2040 TREND Growth (natural growth) data and identify the best location within the corridor segment areas for additional growth. The number of LEGO blocks available for distribution, representing both people and jobs respectively, is based on the Incremental Growth (SMART PLAN Growth) numbers as identified in the TPO's Preliminary Land Use Scenario. In placing on the aerial maps the alloted LEGO blocks, participants were asked to consider preferred locations for growth and how selected locations will affect land use and mobility as a result of the increase of people and jobs in the area. The following points summarize additional input recorded during discussions and as written by participants on post -it pads: ThIs submittal needs to be scnedu led for public hearing In accordance witty hmellnes set forth in the city of Miami Cede. The app.lwbe decision-malung bodyvntl review the Intormeton at the public hearing to .ender a rnendation or a final tleciaon. PZ-20-6058 09/19/22 Notes • Frequency of trains important • Station at 27th Street - 29th Street can connect entertainment 'Fun' and Water • Midtown station is a "stressed" area 150 G 0 rt- PUBL, 6,11 F'r ON 1. Within the Downtown station area segment, participants allocated an approximate 7,000 in POP and 3,600 in EMP from the SMART Plan growth totals for population and employment. The LEGO blocks representing these totals were placed within the 1/2 mile radius of the Miami Central station. This allocation represents less than the allotted 12,000 in POP and 10,000 in EMP from the SMART Plan Growth totals for this station segment area. Most of the LEGO blocks were placed at the MiamiCentral/ Downtown Government Center Station and west of 1-95. Within the Wynwood/Edgewater station area segment, participants allocated an approximate 4,000 in POP and 3,800 in EMP. This represents less than the allotted 10,000 in POP and 5,000 in EMP from the SMART Plan Growth totals for this station area. The LEGO blocks representing these totals were placed south of 20th Street and west of Biscayne Blvd within the Edgewater neighborhood area. LEGO blocks representing population growth only were placed in the area north of NE 20th Street and east of the FEC corridor. South of NW 24th Street between 1-95 and NW 2nd Avenue, only employment growth was placed. Within the NE 36th Street station area segment, participants had available an allotted 8,000 in POP and 6,000 in EMP from the SMART Plan growth totals for population and employment. The participants allocated an approximate growth of 4,200 in POP and 1,600 in EMP. The LEGO blocks representing population growth were placed on the aerial map along 28th Street. The LEGO blocks representing employment were placed in close proximityto I-195, mostly on the northern boundary and south of NE 41st Street, and inthe area between N Miami Avenue and NE 2nd Avenue. NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 44, R�VI EW CO 151 This submittal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the lntormaton at the public hearing to antler a recommendation or a final tleuaon. This page was intentionally left blank. First Mile / Last Mile Transit Accessibility Figure 4-11: Downtown and Northeast 36th Street Stations Identified mobility improvements for this table: 0 0 Miami -Dade Transportation Planning Organization During the second interactive / hands on exercise, participants were asked to place pre-printed stickers on the aerial map representing mobility improvements they would like to see at locations where most needed. The exercise allowed participants to identify issues and/or enhancements that can facilitate access to and within close proximity of station locations. The DOTS were classified by color and type of Mobility Improvements and were used to identify locations for the following: need for crosswalks; location of sidewalk gaps; where best to implement a new shuttle route or expand an existing route orservice; need for bike lanes; need for more tree canopy for shade; etc. The following points summarize the transit accessibility preferences identified by charrette participants for the Downtown and NE 36th Street station segment areas and locations. Identified Improvements • Crosswalks and shade on 2nd Avenue at NE5th Street and NE 11th Street; also NW 20th Street and NW 2nd Avenue • Greenwayon N Bayshore Drive • Bike sharing along Biscayne Boulevard and NW 17th Street • Bus on or to Port Boulevard. 153 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII This page was intentionally left blank. NOTICE Pz-20-6058 09/19/22 G 0 PUBL./ 6,11 ON Northeast 79th Street and Northeast 125th Street Stations Where should Housing and Jobs be Located? Within the Upper East Side / El Portal / NE 79th Street and the North Miami / NE 125th Street station segment areas, the baseline population for 2010 of 59,610 people and 20,279 jobs is projected to grow to 76,979 people and 30,098 jobs by 2040 (TREND growth). As a result of new transit and depending on growth scenario options, the SMART Plan growth within this area is projected to add up to 11,000 people and 7,000 jobs within the station segment areas. Participants placed the LEGO blocks in close proximity to the 1/2-mile radius of each of the two potential station locations. The following points summarize additional input recorded during the break-out table discussions: NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 44, ReVI EW CO ' • No safe bike lanes on US1 • Higher income means lower usage of mode • Growth extends west. Jobs like restaurants, retail • Mixed use buildings - Restaurants, Retail, etc. - west of Dixie Highway. • Need to consider that 125th Street is an evacuation route, and this can cause a lot of traffic • Traffic improvements are needed on 125th Street 155 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a recommendation or a final tleuaon. Within the NE 125th Street station area segment, the SMART Plan growth numbers allocated 4,000 for POP and 3,000 for EMP. The participants placed LEGO blocks representing an approximate growth of 2,800 on POP and 1,400 in EMP. The majority of the LEGO blocks representing population growth was placed within the 1/2-mile radius of the potential station location and along the FEC corridor. The employment LEGO blocks were placed in close proximity to the potential station location. As with Charrette 2.1, the Charrette 2.2 participants did not place any LEGO blocks in the area between the NE 79th Street half - mile station radius and the NE 125th Street half -mile station radius. This indicates that no growth is envisioned nor desired for this area by participants. For the NE 79th Street station segment area, participants allocated an approximate growth of 200 in POP and 200 in EMP. This allocation is considerably less than the projected 3,000 in POP and 2,000 in EMP from the SMART Plan growth numbers for population and employment. The sole LEGO block for POP was placed east of the potential station location and the sole LEGO block for EMP was placed along 2nd Avenue. 156 First Mile / Last Mile Transit Accessibility Figure 4-12: Northeast 79th Street and Northeast 125th Street Stations Identified mobility improvements for this table: 0 0 Miami -Dade Transportation Planning Organization During the second interactive / hands on exercise, participants were asked to place pre-printed stickers on the aerial map representing mobility improvements they would like to see at locations where most needed. The exercise allowed participants to identify issues and/or enhancements that can facilitate access to and within close proximity of station locations. The DOTS were classified by color and type of Mobility Improvements and were used to identify locations for the following: need for crosswalks; location of sidewalk gaps; where best to implement a new shuttle route or expand an existing route orservice; need for bike lanes; need for more tree canopy for shade; etc. The following points summarize the transit accessibility preferences identified by charrette participants for the NE 79th Street and NE 125th Street station segment areas and locations. Identified Improvements • Pedestrian connection at79th station above canal • Bike lane along the FEC corridor 157 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII This page was intentionally left blank. NOTICE Pz-20-6058 09/19/22 G 0 PURL, Northeast 163rd Street and Aventura Stations Where should Housing and Jobs be Located? Within the NE 163rd Street and the Aventura station segment areas, the baseline population for 2010 of 36,649 people and 29,799jobs is projected to grow to 56,922 people and 43,799jobs by 2040 (TREND growth). As a result of new transit and depending on growth scenario options, the SMART Plan growth within this area is projected NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR revlewthe Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 44, REVIEW CO ' to add up to 13,100 people and 14,500jobs within the station segment areas. The following points summarize additional input recorded during the break-out table discussions: • Advantage of access with two arterials, Dixie Highway/ Biscayne Boulevard and the FEC. • Platform on Biscayne Boulevard at FEC on land owned by FEC • Look at FEC owned land. Redevelopment at office center with garage/ park and ride • At 156th Street across from justice building— more density within 1/2 mile radius • Area within south of 151st Street, north of 146th Street, east of 19th Court and west of FEC Corridor to become a music recording district and tech district. • Large warehouse buildingwestofthe FEC corridor to become a museum • Area east of 20th lane and south of 146th Street to become a housing project • Old Costco to be redeveloped • More buses for east/west links • Pedestrian bridge at 208th Street and Biscayne • Sears turned into a "Lifestyle Center" • Transit Hub at 197th Street • New addition to Aventura Mall • Transfer fares connecting all transportation modes • Hospital. 10 blocks north lots of growth to north of the county line • Medical Center to 214th Terrace 159 NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a recommendation or a final tleuaon. Within the North Miami Beach station area segment, participants allocated an approximate 8,400 in POP and 4,200 in EMP. These amounts are less than the allotted 10,000 in POP and 7,000 in EMP from the SMART Plan growth totals for population and employment. The majority of the LEGO blocks were placed south of the potential station location and distributed within the following areas: southeast of Dixie Highway and west of the FEC Corridor; the FIU Biscayne Campus; warehouse area west of FEC corridor; and the Sole Mia area. Within the potential station location there was a concentration of POP (blue) LEGO blocks along the Canal. The area between NE 163rd and Aventura did not receive much SMART Plan growth allocation by the participants. The Charrette 2.2 participants considered that given the existing and mostly built -out conditions of this area, zero to very little growth is envisioned for this area. Within the Aventura station area segment, participants allocated an approximate SMART Plan growth of 1,400 in POP and 5,200 in EMP, which is less than the allotted 3,000 in POP and 6,000 in EMP from the SMART Plan growth totals for population and employment. The majority of the LEGO blocks representing population growth were placed near the potential station location. About half of the number of blocks representing employment growth were placed within the 1/2 mile radius of the potential station location; at the Aventura Mall area and west of the FEC corridor. The remainder LEGO blocks representing employment growth blocks were placed within the Aventura Hospital District and in close proximity to the Aventura Park Square development. 160 First Mile / Last Mile Transit Accessibility Figure 4-13: Northeast 163rd Street and Aventura Stations Identified mobility improvements for this table: T Miami -Dade Transportation Planning Organization During the second interactive / hands on exercise, participants were asked to place pre-printed stickers on the aerial map representing mobility improvements they would like to see at locations where most needed. The exercise allowed participants to identify issues and/or enhancements that can facilitate access to and within close proximity of station locations. The DOTS were classified by color and type of Mobility Improvements and were used to identify locations for the following: need for crosswalks; location of sidewalk gaps; where best to implement a new shuttle route or expand an existing route orservice; need for bike lanes; need for more tree canopy for shade; etc. The following points summarize the transit accessibility preferences identified by charrette participants for the 163rd Street and Aventura stations: Identified Improvements • Sidewalk at 163rd Street near (Meta River State Park; along Snake Creek Canal near 163rd Street • Pedestrian connection on FEC corridor connecting to Biscayne Boulevard • Bike lane along FEC corridor and Aventura Boulevard • Bus on 163rd Street extending east -west; on NE 151st Street towards FIU Campus • Bus shelter on Biscayne Blvd. at Aventura Mall • Electric charging station on Biscayne Boulevard at Aventura Mall 161 IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII This page was intentionally left blank. 4.2.3 Beach Corridor Virtual Workshop This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 Due to the COVID-19 global pandemic related restrictions, the final charrette for the Beach Corridor was replaced with a virtual workshop. A SAC Virtual Workshop was held on Thursday, May 7, 2020, to obtain input for the Beach Corridor Preferred Land Use Scenario and Visioning Planning. The workshop was a joint meeting with the Economic Mobility and Accessibility Study team for the Beach and Northeast Corridors. The SAC was briefed of the preferred land use scenario developed for the Beach Corridor LPA, including updates to the previously developed land use scenarios for the Beach -Northeast Corridor "overlap" station areas. The ridership forecasts, land use policy recommendations, and economic mobility and accessibility study results were also discussed. Time for open discussions was built into the agenda to facilitate input and respond to questions. The PowerPoint presentation, workshop agenda, list of attendees, and meeting minutes are included in Appendix F. 163 1111111111111111 4.3 Stakeholder Coordination Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 The project team engaged stakeholders through a series of meetings, including a SAC, a TOC, and meetings with elected officials and key local agency staff. 4.3.1 Study Advisory Committee Meetings The project team and the TPO identified agencies that are key to the Preferred Land Use Scenario and Visioning Planning process for the Beach and Northeast Corridors. A SAC was established comprising of representatives from the following agencies: • Florida Department of Transportation District4 and District 6 • Miami -Dade County Department of Transportation and Public Works (DTWP) • Miami -Dade County Regulatory and Economic Resources (RER) • Miami -Dade Expressway Authority (MDX) • Miami -Dade Citizens' Independent Transportation Trust (CITT) • Miami -Dade Citizens' Transportation Advisory Committee (CTAC) • Miami Downtown Development Authority (DDA) • South Florida Regional Planning Council (SFRPC) • South Florida Regional Transportation Authority (SFRTA) • Treasure Coast Regional Planning Council (TCRPC) • Municipalities along the corridors including Aventura, North Miami Beach, North Miami, Biscayne Park, Miami Shores, El Portal, Miami and Miami Beach. • Community Redevelopment Areas (CRAs) along the study corridors including Omni, North Miami, North Miami Beach, Midtown Miami, Miami Beach Redevelopment Agency, Southeast Overtown/Park West, and Florida International University (FIU) FourSAC meetings were held during the development of the land use and visioning plan and these meetings were used to obtain input from stakeholder agencies, announce charrettes, encourage public participation, and review interim and final project deliverables. Appendix F includes copies of the presentation, meeting minutes, and the sign -in sheets. The first SAC meeting was held at the El Portal Village Hall on Monday, December 4, 2017. The purpose of the meeting was to provide the SAC members an overview of the Preferred Land Use Scenario and Visioning Plan for Beach and Northeast Corridors, schedule, and discuss their role. Additionally, the SAC was briefed of efforts by partner agencies such as the PD&E and station area planning studies. SAC members were given an overview of the corridor land use data and a Geographic Information Sciences (GIS) GIS-based land use analytical tool. The SAC members were informed of the upcomingcharrette meetings. The second SAC meeting was held at the Stephen P. Clark Center on Thursday, June 7, 2018. The purpose of the meeting was to provide the SAC members with the status of the Land Use Visioning process and other studies by partner agencies, key results from the charrettes, and an overview of the preliminary land use scenarios. The SAC members were requested to provide input for the draft scenarios by June 20, 2018. 164 G 0 rt- O PUBL./ 1. The third SAC meeting was held at the Stephen P. Clark Center on Monday, 0ctober29, 2018 meeting was to brief the SAC members of activities since the last SAC meeting, discuss the lan scenarios and preliminary Preferred Land Use Scenario for the Northeast Corridor, review transit ridership forecasts, and inform of the second series of charrettes in November. The SAC was notified that the focus on the upcoming charrettes was the Northeast Corridor only. Furthermore, an update of a parallel study, the Economic Mobility and Accessibility Study was given to the group. The fourth SAC meeting was a joint meeting with the Economic Mobility and Accessibility Study team for the Northeast Corridor. The meetingwas held atAventura City Hall on Thursday, May30, 2019. The SAC was briefed of the input received duringthe second series of charrettes. The results of the land use scenarios analysis, including the Preferred Land Use Scenario was presented along with ridership forecast and an overview of land use policy recommendations. An update on the schedule of the Beach Corridor Rapid Transit Study was given. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. 4.3.2 Technical Oversight Committee Meeting 4�. PZ-20-6058 09/19/22 44, V!Ew CO, - ATOC was formed by the TPO comprising of consultantstafffrom the SMART Plan Land UseVisioning Plan project teams, TPO staff, Miami -Dade County RER, FDOT District 6, and Miami -Dade DTPW. The TOC was established to plan key study components such as charrettes and ensure consistency among different corridor studies. Seven TOC meetings were held between September20, 2017 and June 19, 2018. Meeting agenda and minutes of those TOC meetings are included in Appendix F. 4.3.3 Stakeholder Meetings The SMART Plan Beach and Northeast Corridors project team conducted meetings with municipal staff and elected officials to brief the study process and obtain input. Most of these meetings took place prior to the first series of charrettes and the project team sought support of the local agencies and elected officials to make the residents aware of the charrettes and encourage participation. The following 13 meetings took place in early 2018 and in May2020: • Miami -Dade County District5 Commissioner Bruno Barreiro on Wednesday, January 17, 2018. • City of Miami Mayor Francis Suarez on Thursday, January 18, 2018. • Mayor and staff of Biscayne Park on Monday, January 22, 2018. • Village Manager and staff of Miami Shores on Wednesday, January 24, 2018. • Mayor and staff of North Miami Beach on Wednesday, January 24, 2018. • Mayor and staff of El Portal on Thursday, January 25, 2018. • Mayor and staff ofAventura elected officials on Monday, January 29, 2018. • Miami -Dade County District4 Commissioner Sally Heyman on Monday, January29, 2018. • Miami -Dade County District3 Commissioner Audrey Edmonson on Tuesday, January30, 2018. • Miami -Dade County District2 Commissioner Jean Monestime on Wednesday, January31, 2018. • City of North Miami Mayor Smith Joseph and staff on Wednesday, January 31, 2018. • City of Miami Beach Mayor Dan Gelber and staff on Tuesday, February 27, 2018. • City of Miami Beach staff on Tuesday May 5, 2020 165 This page was intentionally left blank. Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the into maton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 166 Moving CHAPTER NOTICE This submittal needs to be scneau lee for a public hearing accordance with ti mellow set forth in the City of Miami Code. The applica tie decision-rna king body will review he Information at the public hearing to render a recommendation or a final eecia on. PZ-20-6058 09/19/22 111111111111111111 DEVELOPMENT OF RECOMMENDATIONS • 1 DEVELOPMENT OF RECOMMENDATIONS This chapter summarizes the development of Preferred Land Use Scenario and land use polic for the Northeast Corridor. 6r NOTICE Thls submittal needs to be schedu led for a public hearing accordance witty tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the Inbrmaton at the public hearing to antler a rnendation or a final tleuaon. Chapter5 is organized into the following sections: • 5.1— Northeast Corridor Preferred Land Use Scenario and Land Use Policy Recommendations + 5.1.1 Northeast Corridor Preferred Land Use Scenario + 5.1.2 Northeast Corridor Land Use Policy Recommendations • 5.2 — Beach Corridor Preferred Land Use Scenario and Land Use Policy Recommendations + 5.2.1 Beach Corridor Preferred Land Use Scenario + 5.2.2 Beach Corridor Land Use Policy Recommendations PZ-20-6058 09/19/22 5.1 Northeast Corridor Preferred Land Use Scenario and Land Use Policy Recommendations 5.1.1 Northeast Corridor Preferred Land Use Scenario The Preferred Land Use Scenario for the Northeast Corridor was developed iteratively using the three alternative Build Scenarios developed in Chapter 3, as well as information from the Beach Corridor scenario development which includes the overlap area from Downtown Miami to Midtown/Design District. A preliminary Preferred Land Use Scenario was presented for input during the second series of charrettes and SAC meeting #3. The following factors were considered when the Preferred Land Use Scenario was developed: • Transit readiness of Northeast Corridor. Examples include: ♦ Transit supportive land use plans in place in Miami, North Miami Beach and Aventura. North Miami and El Portal are in the process of developing such plan ♦ The City of Miami has implemented Form Based Zoning Codes ♦ Planned SMART Plan demonstration station project along the Northeast Corridor in Midtown Miami ♦ Brightline passenger rail service currently operates between MiamiCentral Station and Downtown West Palm Beach along the FEC corridor • Positive input from the public, municipalities along the corridor, and private sector for transit investment along the Northeast Corridor • Desire forTOD and reinvestment along the Northeast Corridor • Proposed Metromover extension to Midtown/Design District, providing a one -seat ride from the Downtown and Government Center area to Midtown/Design District and single -transfer transit connection to Miami Beach 168 G 0 rt- PUBL., 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 The final Preferred Land Use Scenario is a hybrid of the three Northeast Corridor Buil q refined based on the proposed Beach Corridor transit options within the overlap area. The RvlEllu c data projections associated with the Preferred Land Use Scenario are summarized in Table 5-1 and key characteristics are summarized below. •9p O • Growth distributed along the corridor • Downtown Miami remains a regional center for residential and employment activities • Population growth is anticipated in Wynwood/Edgewater and Midtown/Design District as a result of redevelopment potential in the area and accesstotwo rapid transit systems (commuter rail and Metromover) • Mixed use development in North Miami Beach • Aventura continue to grow as an employment center Table 5-1: Northeast Corridor Preferred Land Use Scenario Socioeconomic Data Station Area Segment Trend (2040) Preferred Scenario Trend + Preferred Scenario Population Employment Population Employment Population Employment Aventura 23,602 30,025 3,000 7,000 26,602 37,025 North Miami Beach 33,320 13,774 7,000 3,000 40,320 16,774 North Miami 33,794 14,607 5,000 3,000 38,794 17,607 NE 79 St/El Portal 43,185 15,491 3,000 2,000 46,185 17,491 Midtown/ Design District 43,578 20,001 8,500 2,500 52,078 22,501 Wynwood/ Edgewater 44,347 13,300 12,000 5,500 56,347 18,800 Downtown Miami 40,947 51,031 6,000 7,000 46,947 58,031 Total 262,773 158,229 44,500 30,000 307,273 188,229 169 Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. 5.1.1.1 Testing of Preferred Land Use Scenario The Preferred Land Use Scenario was evaluated using the FTA's STOPS ridership estimates and Lan. : `"" -rid for New Starts projects. While transit ridership criteria are applicable both at system level and station area level, land use criteria are applicable at the corridor level only. STOPS Ridership Estimates The STOPS model estimates for the Preferred Land Use Scenario considered six potential station locations, as identified in the PD&E study and an infill station in Wynwood/Edgewater. Seven Metromover extension station locations are provided in the overlap area from Downtown Miami to Midtown/Design District. Please note that the purpose of considering an infill station location is for land use scenario development purposes only and the PD&E study will determine the final station locations. The STOPS forecasts summarized in Table 5-2 indicate high transit ridership levels at all modeled station locations, with Downtown Miami confirming as a regional hub. In comparison to the 2040 Trend land use scenario, the Preferred Land Use Scenario indicates a 36 percent increase in total boardings. The STOPS forecasts for the Metromover extension within the overlap area through the Beach Corridor are included in Table 5-3. Table 5-2: STOPS Boarding Estimates for Northeast Corridor Commuter Rail Station Area Segment 2040 Trend Preferred Scenario Ave n to ra 1,548 2,528 North Miami Beach 1,156 2,132 North Miami 2,155 2,707 NE 79 St/El Portal 1,262 1,842 Midtown/Design District 846 976 Wynwood/Edgewater 1,386 1,925 Downtown Miami 3,143 3,423 Total 11,496 15,533 Boardings per Station 1,642 2,219 Table 5-3: STOPS Boarding Estimates for Metromover Extension PZ-20-6058 09/19/22 Station Area Segment 2040 Trend Preferred Scenario N Miami Avenue and NW 40 Street 1,417 1,471 N Miami Avenue and NW 34 Street 1,449 1,859 N Miami Avenue and NW 29 Street 2,557 2,919 N Miami Avenue and NW 26 Street 343 527 N Miami Avenue and NW 22 Street 201 710 N Miami Avenue and NW 16 Street 1,049 1,360 Total 7,016 8,846 Boardings per Station 1,169 1,474 170 G 0 rt- PUBL, 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. FTA Land Use Criteria The employment and population density associated with the Northeast Corridor Preferre compared with the FTA's New Starts Land Use criteria outlined in Table 5-4 below, and the resulting ratings are summarized in Table 5-5. The Preferred Land Use Scenario results in a Medium -High rating for employment and a High rating for population density. Overall, Medium -High or High ratings reaffirm the Northeast Corridor's strong suitability for premium transit service. Table 5-4: FTA New Starts Land Use Criteria PZ-20-6058 09/19/22 IE Rating Employment served by system Average population density (persons/square mile) High >220,000 >15,000 Medium -High 140,000-219,999 9,600-15,000 Medium 70,000-139,999 5,760-9,599 Medium -Low 40,000-69,999 2,561-5,759 Low <40,000 <2,560 Table 5-5: Evaluation of Scenarios per FTA Land Use Criteria Scenario Employment Employment I Rating Population density (persons/square mile) Population Density Rating Trend Preferred Scenario 158,000 188,000 Medium -High Medium -High 13,140 15,360 Medium -High High 171 111111111111111 5.1.2 Northeast Corridor Land Use Policy Recommendations G 0 PUBL.ic NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL revewihe lnlormaton of the public hearing to antler a recommendation or a final tleuaon. 44, RtVi EW CO ' PZ-20-6058 09/19/22 The SMART Plan Land Use Policy Recommendations for the Northeast Corridor summarizes the analyses, issues and findings undertaken as part of this study in order to assess the level of readiness forTOD within the corridor, and the degree to which important components to successful TOD implementation are in place. The study focuses on the potential Station Locations (see Figure 5-1) and surrounding Station Areas, defined as the land area within a half -mile radius of the planned Station Location. Within the Northeast Corridor, each Station Area and corresponding characteristics offer a specific set of opportunities and challenges forTOD development, characterized by relatively high density; a mix of residential, office, retail and other commercial uses; and an active public realm within walking distance of a transit station. As documented in the SMART Plan Charrette Chapter, the community charrette sessions were designed to solicit feedback on the degree of desire and readiness for TOD in each Station Area, with participants mapping the locations forTOD opportunities and constraints and identifying actionsthatcould potentiallystimulate investment and/or improvements. Discussions were framed by a set of criteria identified as essential components of transit - oriented development: physical suitability, plans in place, local regulatory framework, and existing market trends. Each station area was evaluated using these criteria to determine its current capacity for TOD. The analysis of the land use scenario plans and the resulting land use policy recommendations took into consideration the following key aspects: • How the recommended land use scenarios support the forecasted ridership for the Northeast Corridor; • Recommendations for land use policy and regulations changes for the corridor in order to address the community's overall vision, goals, and objectives while supporting transit in the Northeast Corridor; • Identify the impacts of the Land Use Scenario Plans to the comprehensive plans at county and municipal level; and, • Implementation of the plan highlighting any necessary actions. Appendix G illustrates the Land Use Scenario Development Analysis for the SMART Plan Northeast Corridor including mapping of Approved and / or Planned Projects within Station Areas and Segment Areas. 172 215 NW1995T A, Figure 5-1: Northeast Corridor 817 511 Miami Gardens 9RAMI sixes oil lilyrwV 1B9 Sr PALMETTO uk Nw 13551. cD A1A E GS STD cwv1 % ST 100 ? ? j L1J> W 1.0 > a. AA AA A A 1l6iST PPR z x • i sw t r NWJST }ILL CO } d Z. • LI to LI NW RAVE JOHN F. KEN -NEdW C$Wy JLfuA rur1TE aliyy vEk9ECI+J4 [SW Downtown 111DEENHACKER C5WY 0 0 O 2 COLLINS AVE 71 5P Miami Beach NOTICE Thla submittal needs to be scheduled for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body review the Information at the public hearing to render a recommendation or a final tleciaon. 173 4 / 5.1.2.1 TOD Analysis Evaluation Criteria The Northeast Corridor SMART Plan Land Use Policy Analysis and Recommendations are base.: `": ge of evaluation criteria organized by each Station Location and corresponding Station Area. The Station Area is defined as the land area within a 1/2-mile radius of the potential Station Location, as identified by FDOT's PD&E studies. The evaluation criteria components are grouped into the following three (3) categories of analysis and supporting data/input sources: Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. EVALUATION CRITERIA FOR LAND USE POLICY RECOMMENDATIONS: 1. Station Area Characteristics • Quantity and Quality of access, amenities, and services 2. Station Area Vision • Charrette Input/CommunityVision • Urban Center Typology as identified in Miami -Dade County's adopted 2020-2030 CDMP 3. Supportive Land Use and Zoning including Transit- Oriented Development Potential • Analysis of current regulations • Analysis of potential density and intensity of development within station areas PZ-20-6058 09/19/22 DATA / INPUT SOURCES: Baseline / Growth Trend Data: • The 2010 and 2040 baseline and trend growth data for population and employment was obtained from the Florida Standard Urban Transportation Model Structure (FSUTMS) Southeast Florida Regional Planning Model (SERPM). Scenarios Data: • The land use scenarios were developed in coordination with the SAC and with input from the public attendees during Visioning Charrette meetings. Land Use and Zoning: • Existing Land Use from Miami -Dade County's GIS Open Data (Developed by RER) • Future Land Use from Miami -Dade RER* • Incorporated and unincorporated Zoning from Miami -Dade County's GIS Open Data. *Regulator and Economic Resources (RER) Disclaimer - Future Land Use (FLU) Data: Within each map category on the FLU maps, numerous land uses, zoning districts and housing types may occur. This plan map may be interpreted for locational analysis, only as provided in the adopted plan text entitled "Interpretation of The Land Use Plan Map: Adopted Policy Of The Land Use Element." That adopted text provides necessary definitions and standards for allowable land uses, densities or intensities of use for each map category, and for interpretation and application of the plan as a whole. The adopted text must be consulted in its entirety in interpreting any one plan map category, and no provision shall be used in isolation from the remainder. Restrictions accepted by the Board of County Commissioners in association with Land Use Plan map amendments shall be considered as an adopted part of the Comprehensive Development Master Plan (CDMP) and are delineated in the adopted text. This Land Use Plan (LUP) map, in conjunction with all other adopted components of the CDMP, will govern all development -related actions taken or authorized by Miami -Dade County. The LUP map generally reflects municipal land use policies adopted in comprehensive plans. However, with limited exceptions enumerated in the Statement of Legislative Intent, this plan does not supersede local land use authority of incorporated municipal governments authorized in accordance with the Miami -Dade County Charter. For further guidance on future land uses authorized within incorporated municipalities, consult the local comprehensive plan adopted by the pertinent municipality. 174 G 0 rt- PUBL, 1. This page was intentionally left blank. NOTICE This submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciapn. PZ-20-6058 09/19/22 44, R�VI EW CO' 175 1111111111111111 5.1.2.2 TOD Analysis Summary K� �P NOTICE Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final decision. Table 5-6 summarizes the TOD Analysis Criteria and findings for each of the proposed six (6) Stati PZ-20-6058 09/19/22 corresponding Segment Areas. Station Area Characteristics: The analysis considers the general proposed location of the station as identified by the Tri-Rail Station Area Opportunity Plan and FDOT's PD&E studies. The locational aspects of the station area were analyzed to determine the degree in which the quantity and quality of access, amenities, and services in and near the Station Location and within the Station Area are sufficient to support TOD. The evaluation criteria included an analysis of the existing urban form (block and street grid), pedestrian access, bicycle access, number of parks, and transit service frequency. 2. Station Area Vision: This evaluation criteria reviews the community's vision for the Station Area as documented in the SMART Plan Charrette reports and considers identified opportunities for redevelopment within each Station Area and within the Northeast Corridor. The Station Area is defined as the land area within a 1/2-mile radius of the potential Station Location as identified by FDOT's PD&E studies. Yet it is not enough for development to be near transit. TOD must be shaped by and for the communities in which they are built. TOD is more than mixed -use development or a multi -building development project. Each TOD may look different and have a different primary function, but successful TOD shares a set of planning and design principles. These principles shape the land use, circulation, urban form and overall performance. This analysis considers the Station Area's capacity to attract ridership and serve transit -dependent populations or high -density population/employment centers while providing connectivity to the overall multimodal transportation network. The Station Area Vision also considers the proposed Urban Center Typology for each Station Area as defined in the Miami -Dade County's Adopted 2020-2030 Comprehensive Development Master Plan (CDMP), updated in June 2018. Diversified urban centers are encouraged to become hubs for future urban development intensification in Miami -Dade County, around which a more compactand efficient urban structure will evolve. Three scales of centers are planned: Regional, Metropolitan and Community. Urban Centers are identified in the County's adopted Land Use Plan (LUP). 3. Supportive Land Use and Transit -Oriented Development (TOD) Potential: The analysis provides an overview of the land use and zoning regulations stipulated by each municipality currently mapped within a half -mile radius of each identified Station Location. This analysis assesses whether the current regulatory environment allows for the development of land uses and building forms typically seen in TOD (such as vertical mixed -use development, multi -family housing, live -work housing, etc.), and the degree to which the regulations allow for development that is walkable, sustainable. Based on evaluations of comprehensive plans and coordination with local jurisdictions, in addition to analysis of potential density and intensity of development within the Station Area, land use regulatory consistency has been documented to assess the TOD-readiness of each Station Area. The TOD potential readiness criteria evaluates the physical, and infrastructure framework of the station area to assess the level of readiness to support new development, and determines the potential capacity for new development. Criteria included: plan in place, transit - supportive zoning, developable land (vacant and underutilized), ownership fragmentation, and if special district (in place). 176 PUBL./ Table 5-6: SMART Plan TOD Analysis Summary 0. NOTICE This submittal needs to be sc hedu Led for a public hearing in accordance with timelines set forth in the City of Miami Ccde. The applica de decision -making body %ill reblew the information at the public hearing to render a recornmendadon or a finaldecinon. PZ-20-6058 09/19/22 ANALYSIS CRITERIA STATION AREA SEGMENT EW NE 196th Street NE 163rd Street NE 125th Street NE 79th Street City of Aventura City of North Miami Beach City of North Miami El Portal / City of Miami Station Typology (i) Metropolitan Urban Center Metropolitan Urban Center Community Urban Center Community Urban Center Station Area Characteristics are TOD Supportive Station Area Vision aligns with Station Typology Yes Yes Yes Yes Transit -Supportive Land Use In Place . • Transit -Supportive Zoning In Place • • TOD Potential High High Medium -Low Medium -Low Level of TOD Readiness High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. City in process of updating future land use and zoning regulations to support increased density/intensity within the Station Area while preserving unique North Miami neighborhoods. Village is in process of updating future land use and zoning regulations to support increased density/intensity within the Station Area while preserving unique El Portal neighborhoods. ANALYSIS CRITERIA STATION AREA SEGMENT NE 36th Street NE 29th Street MiamiCentral Midtown / Design District Wynwood/Edgewater City of Miami Station Typology (i) Metropolitan Urban Center Neighborhood Urban Center Regional Urban Center Station Area Characteristics are TOD Supportive Station Area Vision aligns with Station Typology Yes Yes Yes Transit -Supportive Land Use In Place Transit -Supportive Zoning In Place TOD Potential High High High Level of TOD-Readiness High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. • Complete C In Progress ONone (i) Identified Station Typology and Station Area Character is based on the Miami Dade County Comprehensive Development Master Plan CDMP - Recommendations Report Final - Smart Corridor. 01/10/2019. 177 11111111111111111, 5.1.2.3 Aventura Station Area The Tri-Rail Station Area Opportunity Plan and the FDOT PD&E Study propose a station at NE 197th Street within the City ofAventura. The City of Aventura is bounded by: Broward County and the City of Hallandale Beach to the north; Golden Beach and Sunny Isles across Dumfounding Bay and the Intracoastal Waterway to the east; North Miami Beach to the south; and unincorporated Miami -Dade County to the west. Gulfstream Park is an existing 250- acre racetrack located in the City of Hallandale Beach in Broward County, abutting the City of Aventura's northern boundary. The City of Sunny Isles Beach, located across the Intracoasta[Waterway and Dumfounding Bay to the east ofthe City, has experienced significant redevelopment in the pastfew yea rs, with low-rise beachfiont motels being replaced by high-rise condominium and hotel projects. This redevelopment has rapidly changed the character of Sunny Isles Beach, and has had implications for northeast Miami -Dade County as a whole, particularly in terms of traffic and hurricane evacuation. William Lehman Causeway, one of the two the main linkages between Sunny Isles Beach and the mainland, traverses the City ofAventura. The Ojus area of unincorporated Miami -Dade County is located west of the City of Aventura and is planned as a major redevelopment area, including multi -modal transportation improvements, the development of urban design standards, increased code enforcement, environmental restoration/protection, historic preservation, land use and zoning strategies, and the provision of incentives for redevelopment. The proposed Aventura Station is defined by its proximity to Aventura Mall and the substantial business activity in proximitytothe Mall.While residential iswithin proximitytothestation location atlowerdensitiestothe west and higher densities to the east, the core activity surrounding the station location is retail and business. Surrounding the vibrant Aventura Mall, business and K� �P NOTICE Thls submittal needs to be scheduled for public hearing In accordance wit, hmehnes set forth in the city of Miami Code. The appnwbe decision -Foaling bodyvnll review the lntormeton at the public hearing to .ender a rnendation or a final decision. PZ-20-6058 09/19/22 Q ReV! EW COv hospitality uses have been developing. •.- ura's office market, while reasonably small in size when compared to Downtown Miami, Doral, Coral Gables, or Airport West, is continually one of the strongest submarkets in Miami Dade County in terms of rate and occupancy. Largely because of Aventura's strong brand name, relative affluence and central location between Ft. Lauderdale and Miami, the Aventura office market will continue to perform strongly over the foreseeable future. SMART PLAN Land Use and Visioning The following table summarizes the population and employment baseline and trend growth data for the Aventura Station Segment Area and the incremental growth projection based on the SMART Plan Preferred Land Use Scenario and Visioning Planning. For data sources, refer to TOD Analysis - Evaluation Criteria. POPULATION AND EMPLOYMENT SUMMARY Aventura Station Segment Area POP EMP Baseline Data and Growth Existing 2010 Trend 2040 Baseline Growth 19,566 23,602 4,036 20,041 30,025 9,984 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 3,000 7,000 2040 Trend + Preferred 26,602 37,025 178 Thls submittal needs to be schedu Led for a public hearing In accord vice wiltItmellnes set forth in the City of Miami Cede. The applies tie decIsion-rria king bcdy wilL review the Information at the public hearing to render a recommendation or a final tledaon Figure 5-2: SMART Plan Northeast Corridor Aerial Map - Aventur , • Potential Station Location per • : FDOT PD&E Studies Potential Alternative Station Location per SMART Plan Charrette Series 1 and 2 °A - 179 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Existing Land Use - Aventura Station Area Figure 5-3 indicates existing land uses within the SMART Plan Northeast Corridor's Aventura Sta PZ-20-6058 09/19/22 The City is at present over 94 percent developed and has adopted land development categories that are largely consistent with those included within the Miami -Dade County CDMP. The Future Land Use Element created one additional category to facilitate the establishment of the City's Town Center. The Town Center area is encouraged to become a hub for urban development in Aventura. This Element also identifies three redevelopment areas including Thunder Alley, the Hospital District, and the Biscayne Boulevard (US 1) corridor. In 2005, there were 523.89 acres of residential uses, 319.97 acres of commercial uses, 2.04 acres of industrial uses, 8.81 acres of community facilities, 257.07 acres of recreational lands, 284.87 acres in utilities and rights of way, 104.5 acres of vacant land and 531.61 acres of water in the City. The most significant change in existing land use in the City since 1995 is the transition of approximately41.53 acres of industrial land to residential uses. This change is largely attributable to the ongoing conversion of NE 188 Street between NE 29 Avenue and the Intracoastal Waterway from marine construction and repair operations to residential uses (1). (1) 2005 Evaluation and Appraisal Report Adopted November 1, 2005. Prepared by: Bell David Planning Group. EAR Based Amendments Approved January9, 2007. Found Sufficient by Department of CommunityAffairs March 15, 2007. 180 Figure 5-3: Existing Land Use within Aventura Station Area This submittal needs to be sc hedu Led for a public hearing in accordance with timelines set forth in the City of Miami Code. The applica de decision -making bodywill reblew the information at the public hearing to render a recornmendadon or a finaldecinon. PZ-20-6058 09/19/22 Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer • _ • E . .1 Study Corridor Q Municipalities County Land Use rBusiness and Office Institutions, Utilities, and Communication Environmentally Protected Parks Parks and Recreation Industrial Single -Family, High Density High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 181 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Future Land Use - Aventura Station Area Figure 5-4 indicates Future Land Use (FLU) districts located within the Aventura Station Area. Thetable belowsummarizesthe estimated land area and percentage of land area foreach FLU Districtdesignation located within the 1/2-mile Station Area radius. Within the City of Aventura boundaries, there are two (2) Future Land Use (FLU) designations within the Station Area: PZ-20-6058 09/19/22 1. Business and Office 2. Medium -High Density Residential. The remaining five (5) FLU categories are located within the boundaries of Unincorporated Miami -Dade County. FLU DISTRICT LAND AREA FLU District Area_AC of Total Area Business and Office (i) 223.42 51% Industrial and Office 20.71 5% Office and Residential 7.73 2% Low -Density Residential (LDR) 2.5-6 DU/AC 128.51 30% Low -Medium Density Residential (LMDR) 6-13 DU/AC 35.74 o 8/0 Medium -High Density Residential (MHDR) 25-60 DU/AC (i) 0.74 0o% Parks and Recreation 17.83 4% Total Land Area within 1/2-mile Station Area Radius 434.68 100% 182 G 0 4 Figure 5-4: Future Land Use within Aventura Station Area PURL, NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR revlewthe Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 REVIEW CO' Legend PD&E Station Locations • Additional Potential Station Locations Q0.5-Mile Buffer 1. .1 Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE 1. ENVIRONMENTALLY PROTECTED PARKS INDUSTRIAL AND OFFICE LOW DENSITY RESIDENTIAL (LDR) 2.5-6 DU/AC ►i�i�i�i LOW MEDIUM DENSITY RESIDENTIAL W/ DENSITY INCREASE 1 LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC MEDIUM DENSITY RESIDENTIAL I— I (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC OFFICE/RESIDENTIAL PARKS AND RECREATION TRANSPORTATION (ROW, RAIL, METRORAIL, ETC.) WATER 1. 183 Zoning - Aventura Station Area Figure 5-5 indicates applicable future zoning designations within the Aventura Station Area. ThIs submittal needs to be schedu led tor a public hearing In accordance witty hmellnes set forth in the city of Miami Cede. The app.iwbe dslsion-rnalung bodyvrtl review the lntormaton at the public hearing to .ender a recommendation or a final decision. PZ-20-6058 09/19/22 The tables below summarize the estimated land area and percentage of land area for each Zoning District designation located within the 1/2-mileStationArea radius.TheCityofAventura adopted its own Land Development Regulations (LDR) in July 1999, which contains procedures, regulations and standards for all development and use of land and water in the City. The newly adopted LDRs serve as the primary tool used to implement the goals and objectives of the City's Comprehensive Plan. Within the identified Station Area, there are six (6) City of Aventura applicable zoning designations and within Unincorporated Miami -Dade County, there are six (6) zoning designations including the Ojus Urban Area District. CITY OF AVENTURA ZONING DISTRICTS Zoning District Area_AC % of Total Area B2 - Community Business District 138.84 78% MO - Medical Office District 35 DU/AC and FAR 2 8.19 5% CF- Community Facility District 2.74 2% M1 - Light Industrial District 5.51 3% RMF4 - High Density Multi Family45 DU/AC and FAR 2 0.00 0% RMF3 - Medium -High Density Residential (MHDR) 25 and FAR 0.8 22.88 13% Total Land Area within 1/2-mile Station Area Radius 177.80 100% UNINCORPORATED AVENTURA ZONING DISTRICTS Zoning District Area_AC % of Total Area Business and Office 7.76 3% Mixed Use/ Planned Developments (Ojus Urban Center) 149.68 54% Multifamily Residential 8.13 3% Neighborhood Facilities 2.49 1% Single -Family Residential 107.84 39% Agricultural / Residential 5 ac gross 2.27 1% Total Land Area within 1/2-mile Station Area Radius 278.16 100% 184 This submittal needs to be schedu led for a public hearing in accordance wilt timelines set forth in the city of Miami Code. The applicade decision -making bodywill revlewthe information at the public hearing to render a recommendation or a final decision. Figure 5-5: Zoning within Aventura Station Area Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer • • • E . .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office Environmentally Protected Parks Industrial - High Density Multifamily Residential Medium Density Multifamily Residential Single Family Residential Multifamily Residential Institutions, Utilities and Communication Mixed Use ii Parks and Recreation Unincorporated Zoning V///, V/� Y/// WA V// Business and Office Industrial Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments ® Parks and Recreation NO ZONING DESIGNATED 185 Proposed Station Vision and Typology Table 5-7: Station Area Vision - Aventura This submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a tatommendation or a final decision. PZ-20-6058 09/19/22 Station Area Today Station Area Vision Station Area Analysis • Major retail and office uses • Ojus has redevelopment plan in place • Pedestrian access issues • Causeway connection issues • Traffic congestion • Aventura is Major Employment Center within the corridor • Aventura Mall is the main activity anchor • Growing Aventura "Medical District" at Hospital location • Mixed use developments • Enhance livability with public plazas and neighborhood parks • Confirm Station Location -Aventura Blvd (NE 199th Street) and US1? Other potential locations? • Pedestrian Bridge over US1 by City of Aventura • Connection to park -and -ride (PNR) at Ives Dairy Road • Employment -oriented developments will continue to drive the future growth • Ojus Urban Area District development with mixed use+ residential growth absorption • SMART Plan density analysis shows potential for4000+ new dwelling units within Station Area, within Ojus Urban District (Per code, density max at52 du/acre) Table 5-8: Characteristics of a Metropolitan Urban Center Station Typology METROPOLITAN URBAN CENTER (MUC) Land Use Mix Diversified urban centers are encouraged to become hubs for future urban development intensification in Miami -Dade County, around which a more compact and efficient urban structure will evolve. These Urban Centers are intended to be moderate- to high -intensity design -unified areas which will contain a concentration of different urban functions integrated both horizontally and vertically. Three scales of centers are planned: Regional, the largest, notably the downtown Miami central business district; Metropolitan Centers such as the evolving Dadeland area; and Community Centers which will serve localized areas. Such centers shall be characterized by physical cohesiveness, di rect accessi bi lity by mass transit service, and high quality urban design. The core of the centers should contain business, employment, civic, and/or high -or moderate -density residential uses, with a variety of moderate -density housing types within walking distance from the centers. Both large and small businesses are encouraged in these centers, but the Community Centers shall contain primarily moderate and smaller sized businesses which serve, and draw from, the nearby community. Uses in Urban Centers may include retail trade, business, professional and financial services, restaurants, hotels, institutional, recreational, cultural and entertainment uses, moderate to high density residential uses, and well planned public spaces. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways shou ld be designed so that walking routes between destinations in the center are direct, and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking encouraged • Reductions from parking requirements shall be authorized where there is complementary mix of uses on proximate development sites and near transit stations Buildings & Building Heights • Buildings and their landscape shall be built to the sidewalk edge. • The maximum building heights for developments within MUC - 25 stories (maximum - 7 stories pedestal, 13 stories tower, 5 stories penthouse) Density and Intensity • Average Floor Area Ratios (FAR): greater than 3.0 in the core not less than 0.75 in the edge • Maximum Densities Dwellings per Gross Acre: 250 du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. (Source: Adopted 2020-2030 CDMP Updated June 2018) 186 G 0 rt- PUBL, 1. Summary - Aventura Station Area NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. 1. The Aventura Station Area will continue to serve as an important Employment Center in Corridor and the region with significant projected ridership and employment density. PZ-20-6058 09/19/22 rEW C°�s 2. There is significant potential for TOD due to the proximity of Aventura Mall and other large format retailers as well as the growing Aventura "Medical District" by the Hospital. 3. The SMART Plan Northeast Corridor Population and Employment Summary indicates that this Station Segment Area has the highest projected employment density compared to the corridor as a whole (with exception of Downtown Miami) and a relatively low projected population growth. Growth within the area will continue to reflect mixed use patterns of development to promote and support walkability, enhanced connectivity between uses and future transit, and quality of life. 4. This analysis indicates that there are approximately 145 acres of land within the Station Area designated as B-2 (Community Business Zoning District). It is estimated that the maximum buildout under the existing FLU and zoning designation could result in substantial nonresidential development. While the B-2 designation does not allow residential development, the City's Town Center Zoning District designation promotes mixed -use and reflects the city's ongoing development trends within the area. 5. All parcels within the Station Area are zoned at less than the maximum intensity that their FLU designation allows, and may need to be rezoned to a mixed -use category to optimize the TOD development potential within the area. 6. The Ojus Urban Area District regulations allow mixed use development and can absorb substantial population growth in the area within close proximity to the identified station location. 187 A 5.1.2.4 North Miami Beach Station Area The Tri-Rail Station Area Opportunity Plan and the FDOT PD&E Study propose a station at NE 163rd Street within the City of North Miami Beach. The proposed 163rd Street station is positioned close to the intersection of NE 163rd Street and Biscayne Blvd, and is located within the City of North Miami Beach and the City's CRA. Existing surrounding land use is a mix of light industrial, commercial development, and green space. Moving east of the intersection is Oleta River State Park, and two blocks north of the intersection is East Greynolds Park. Nearby major developments include Florida International University's Biscayne Bay Campus and the planned Sole Mia project. NE 163rd Street extends into the beach connecting to Bella Vista Island and terminating at Sunny Isles Beach. The City of North Miami Beach is currently retrofitting its infrastructure to increase affordable housing, and implement mixed -use districts, and improve walkability. Numerous bikeway routes are being implemented including a connection to Oleta River State Park. The NE 163rd proposed station sits at a very heavily traveled and vibrant commercial intersection. The area surrounding the proposed station has experienced recent reinvestment, particularly higher density housing development given its strong location along the Biscayne Boulevard Corridor and access to the business centers of Miami to the south and Aventura to the north. This trend towards redevelopment, particularly for residential use, will continue to be strengthened by the addition of rail, given the substantially enhanced ease of access rail will provide to business activity centers throughout the Northeast Corridor. Source: Northeast Corridor Station Area Opportunity Assessment prepared by Lambert Advisory, October 2018. Thls submittal needs to be scheduled for public hearing In accordance wit, hmehnes set forth in the city of Miami Code. The appnwbe decision -Foaling bodyvnll review the lntormeton at the public hearing to .ender a rnendation or a final decision. PZ-20-6058 09/19/22 SMART PLAN Land Use and Visioning The following table summarizes the population and employment baseline and trend growth data for the North Miami Beach Station Segment Area and the incremental growth based on the SMART Plan Preferred Land Use Scenario and Visioning Planning Scenario. For data sources, refer to TOD Analysis - Evaluation Criteria. POPULATION AND EMPLOYMENT SUMMARY North Miami Beach Station Segment Area POP EMP Baseline Data and Growth Existing 2010 Trend 2040 Baseline Growth 17,083 33,320 16,202 9,758 13,774 4,016 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 7,000 3,000 2040 Trend + Preferred 40,320 16,774 188 Figure 5-6: SMART Plan Northeast Corridor Aerial Map - North Miam Potential Station Location per FDOT PD&E Studies Potential Alternative Station Location per SMART Plan Charrette Series 1 and 2 LI P7. 'Toy 11119 Pr"'—, P ur, Thls submittal needs to be schedu Led for a public hearing In accordance wiltItmellnes set forth in the City of Miami Code. The applies tie decIsion-rria king bJywiLL review the Information at the public hearing to render a recommendation or a final tledaon PZ-20-6058 09/19/22 'TO .44 189 Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. Existing Land Use — North Miami Beach Station Area The Strategic Plan for the City of North Miami Beach was adopted in 2014 and calls for the es .`YtE►N 4"•f mixed -use districts for Dixie Highway, Hanford Boulevard, 19th Avenue, Biscayne Boulevard and the Intracoastal Mall. The City's Amended Comprehensive Plan map and text amendment accomplishes these objectives with the establishment of eight (8) mixed -use districts provided with a "basket of rights" which establishes the total entitlements forthe particular district and distributes those rights geographically, based on the specific regulating plans adopted for each district. This is different than the typical density/intensity method that establishes a unit per acre residential density and nonresidential lot coverage and height combination that applies to every individual parcel within a land use category. Six (6) of the eight land use / mixed use district boundaries or portion thereof are located within the identified North Miami Beach Station Area. Existing uses within these mixed use districts are as follows - refer to Figure 9 for location: PZ-20-6058 09/19/22 1. Area along north and south sides of the Snake Creek Canal between NE 15th Avenue and the FEC right-of- way. The Fulford Mixed Use Town Center District (MU/TC) is the commercial downtown for North Miami Beach. It currently is characterized by suburban, auto -oriented commercial uses with only 2,802 residential units within the area. The FCC MU/TC was adopted in 2007, however, no new mixed -use projects have been built in the area to date. 2. Area along east and west sides of West Dixie Highway between NE 170 and NE 173 Streets. This area is characterized by neighborhood scale office and retail uses. It is adjacent to a primarily multi -family community on the south end and a single-family community on the north end. 3. Area east of Biscayne Boulevard south of NE 173rd Street. The northern mixed -use waterfront district has three existing restaurants on -site and is immediately north ofa new residential, high-rise development called Marina Palms. 4. Area east of Biscayne Boulevard between NE 163rd Street and the Snake Creek Canal. An adult entertainment establishment, liquor store and two restaurant properties characterize the area designated for this mixed -use waterfront district. 5. Areas along east and west sides of West Dixie Highway between NE 155 and NE 163rd Streets. The area in the 163rd Street south district has a large auto dealership with great potential for redevelopment into a more transit - oriented and urban form. 6. Areas along east and west sides of West Dixie Highway between NE 155 and NE 163rd Streets. The remainder of the district is characterized by warehouse and heavy business type uses. The 159th StreetSouth district is commonly referred to as the "TECO site". The property between the FEC Railroad tracks and West Dixie Highway has various distribution uses such as Federal Express and the current TECO building. The west side of West Dixie Highway has a significant, large vacant tract that has been undergoing environmental reclamation. That property abuts a single- family residential neighborhood and Aqua Bowl Lake to the west. To the south of the vacant land are primarily auto - oriented repair and sales related heavy business uses. 190 Figure 5-7: Existing Land Use Within North Miami Beach Station Ar II II or Se SI MINIM Ilff""P OMIO MIE r r e a a e r MI. MI MM. NNW EMI WW1 g i� Nt �I. 1• 1 NE 151ST STRE 143 IlAW/ 0 a a a a e a a e e a a This submittal needs to be schedu lee for public hearing In accordance wilt hmellnes set forth in the City of Mlami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer • • E . _.Study Corridor Q Municipalities County Land Use Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks A Parks and Recreation Industrial Single -Family, High Density High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing J Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant Existing Land Use Designation 1. Mixed Use Town Center (MU/TC) / Residential High Density / Public and Quasi -Public 2. Business 3. Mixed Use 4. Mixed Use Residential (MU/18-75) and Business 5. Mixed Use Residential (MU/12-40) / Industrial / Public and Quasi -Public 6. Mixed Use Residential (MU/12-40) / Industrial / Public and Quasi -Public 191 Future Land Use - North Miami Beach Station Area Figure 5-8 indicates Future Land Use designations within the Station Area radius. Within North Miami Beach, there are a total of eight Future Land Use Map (FLUM) mixed use districts. Six (6) FLUM district boundaries or portions thereof are located within the identified Station Area. Over 34% of the land area within the 1/2-mile Station Area radius is designated as Mixed -Use representing close to 170 acres of land. The total entitlements within these adopted mixed use districts / land use designations allow for a maximum development of 15,933 residential units (out of 18,903 total) and 14,900,000 SF of non-residential development (out of 18,900,000 SF total). The land area designated as open space and as public/quasi-public use occupies close to the same land area, +/-170 acres. Residential high -density and medium density zoning covers 95 acres (18%). The City's 2015 Comprehensive Plan Amendment adopted mixed -use land use categories to facilitate and encourage the creation of beautiful, safe and livable places in the downtown and along major corridors and direct future residential, office and retail growth compatible with an urban downtown environment. The adopted 2014 Comprehensive Plan map and text amendment accomplishes these objectives. The adopted FLUM map illustrates how determining density/intensity results in a more specific and realistic approach to long-term planning and the balancing of land uses can provide fortransit-oriented development. The density and intensity of all the mixed -use districts are defined as a maximum number of residential units by district and a maximum square footage of nonresidential development. Density and intensity are allocated based on the various regulating plans for the district which assign an appropriate building height directly related to the project site and its context. For each district, the City has established the maximum development rights within the boundaries of the district. Densities and intensities can vary within the district up to the maximum entitlements defined for the district. NOTICE Thls submittal needs to be schedu lee for a public hearing In accordance wilt hmellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a rnendation or a final decision. PZ-20-6058 The Future Land Use designations 09/19/22 4� support the SMART Plan growth proj=.14-VIEW CO' oriented development within the identi ies -mile Station Area radius. No changes to established FLUM designations are proposed. FLUM DISTRICT LAND AREA FLUM District Area_AC of Total Area Residential High Density 93.20 18% Residential Medium Density 1.71 0% MU/TC Fulford Mixed Use Town Center (1) 54.27 11% MU/TC Mixed Use Town Center 46.57 9% MU/EC Mixed Use Employment (5 & 6) 46.05 9% MU/SWF Mixed Use South Waterfront (4) 14.61 3% MU/NC Mixed Use Neighborhood Ctr (2) 7.93 2% Business 81.45 16% Recreation and Open Space 67.16 13% Flood Area 56.00 11% Public & Quasi -Public 24.13 5% Water 15.00 3% Snake River Canal 6.49 1 % Mixed Use 0.33 0% rr - 0.29 0% Total Land Area within 1/2- mile Station Area Radius 515.18 100% 192 PUBL, G 0 4 Figure 5-8: Future Land Use within North Miami Beach Station Are NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleetoon. PZ-20-6058 09/19/22 VIEW CO ' Legend CD PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer 'Study Corridor Future Land Use NMB FLU RECREATION AND OPEN SPACE BUSINESS PUBLIC AND QUASI -PUBLIC INDUSTRIAL RESIDENTIAL HIGH DENSITY RESIDENTIAL MEDIUM DENSITY RESIDENTIAL LOW DENSITY MIXED USE MU/C MU/EC MU/EWF MU/NC MU/NWF MU/SWF MU/TC FULFORD MIXED USE TOWN CENTER MU/TC MIXED USE TOWN CENTER WATER rr Future Land Use: 1. Fulford Mixed Use Town Center (MU/TC) 2. Mixed Use Neighborhood Center (MU/NC) 3. North Mixed Use Waterfront (MU/WF) 4. South Mixed Use Waterfront (MU/WF) 5. Mixed Use Employment Center (MU/EC) 6. Mixed Use Employment Center (MU/EC) 1. 193 Zoning - North Miami Beach Station Area There are twelve (12) base zoning districts within the identified 1/2-mile Station Area radius. Table 10 shows the listing of applicable zoning districts. Approximately 31% of the land within the Station Area has a Mixed Use Zoning District designation representing approximately 92 acres of land area. The residential zoning districts cover approximately 21% of the Station Area land area (+/- 62 acres) with varying allowable densities. The City has amended the Zoning and Land Development Regulations in accordance with the Mixed -Use Future Land Use Designations for each mixed use district for the purpose of encouraging and achieving the vision established for each mixed - use projects district. Specific changes to the Zoning and Land Development Code and Future Land Use categories permit mixed -use development in proximity to the FEC railway, major transit corridors and within the City's redevelopment areas. NMB ZONING DIST Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Zoning District Area_AC % of Total Area RM-23 MF Residential Low -Rise Med Density - 23 units/ac 49.27 16% RM-19 MF Res Low -Rise Med Density 19 units/ac 11.37 4% RS-3 Residential Single Family 1.80 1% RO Residential Office District 1.23 0% MU/TC Fu[ford Mixed Use Town Center (1) 38.24 13% MU/EC Mixed Use Employment Center (5 & 6) 34.04 11% MU/ SWF Mixed Use South Waterfront (4) 15.02 5% MU/NC Mixed Use Neighborhood Center (2) 4.84 2% B-2 General Business District 25.44 8% B-4 Distribution Business & Light Industrial 3.89 10/0 CF Community Facility 34.83 12% Open Space 42.27 14% Open Space - Island 1.06 0% Conservation 15.00 5% Railroad 11.66 4% Snake Creek Canal 10.16 3% Bridge 5.75 2% PUD Planned Unit Development 0.33 0% ROW Street or Highway 0.01 0% Zoned Land Area within 1/2-mile Station Area Radius 305.35 100% 194 PUBL, Figure 5-9: Zoning within North Miami Beach Station Area Legend ■ 747=1 ILL=I L — f T� C� —7-li L.— ■ S I��/� a EFL-3 =1i 1 1 1 IINE 151ST STREET h 51 Nt 1•U'tn 91. NE a1Ya Si NE ,UNna Ll NE 1lOrh NE 10in 1o, arnn s, 4 `4 ltitille401 rot i NMI t i 0 4 • a • G 0 4 NOTICE Thla submittal needs to be scheduled for a public hearing In accordance wil0 tmellnes set forth in the City of Miami Code. The appka deulsion-making body WI! review the lnformalion at the public hearing to render a recommendation or a final tleciaon. 44, ''VIEW CO ' PZ-20-6058 09/19/22 O PD&E Station Locations Additional Potential Station Locations D0.5-Mile Buffer Study Corridor CurrentZoning NMB Zoning r B-1 - LIMITED BUSINESS DISTRICT B-2 - GENERAL BUSINESS DISTRICT -B-4 - DISTRIBUTION BUSINESS AND LIGHT INDUSTRIAL B-5 - DISTRIBUTION BUSINESS AND MEDIUM INDUSTRIAL CF - COMMUNITY FACILITY CONSERVATION MH-1 - MOBILE HOME SUBDIVISION MU/C - MIXED USE CORRIDOR -MU/EC - MIXED USE EMPLOYMENT CENTER -MU/NC - MIXED USE NEIGHBORHOOD CENTER -MU/TC - FULFORD MIXED USE TOWN CENTER -MU/NWF - MIXED USE NORTH WATERFRONT imMU/SWF - MIXED USE SOUTH WATERFRONT MU/EWF - MIXED USE EAST WATERFRONT OPEN SPACE; OPEN SPACE - ISLAND PUD - PLANNED UNIT DEVELOPMENT n RAILROAD RD - RESIDENTIAL TWO-FAMILY (DUPLEX) RM-19 - RES LOW-RISE MF- MED DENSITY-19 UNITS/AC RM-23 - RES LOW-RISE MF- MED DENSITY-23 UNITS/AC RO - RESIDENTIAL OFFICE DISTRICT RS-1 - RESIDENTIAL SINGLE FAMILY - (8,000 SF MIN) RS-2 - RESIDENTIAL SINGLE FAMILY - (7,000 SF MIN) RS-3 - RESIDENTIAL SINGLE FAMILY - (6,000 SF MIN) RS-4 - RESIDENTIAL SINGLE FAMILY - (5,000 SF MIN) RS-5 - RESIDENTIAL SINGLE FAMILY - (1,200 SF MIN) SNAKE RIVER L 1. 195 Proposed Station Vision and Typology Table 5-9: Station Area Vision - North Miami Beach ibis submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a tatommendation or a final tleciaon. PZ-20-6058 09/19/22 Station Area Today Station Area Vision Station Area Analysis • Located within North Miami Beach CRA • Strong east -west and north -south connectivity • Underutilized parcels present redevelopment and infill development opportunities • Causeway connection to Sunny Isles • Pedestrian access issues • Assets: Oleta River State Park; East Greynolds Park. Existing Park Acreage in N MB = 165.7 acres • Downtown redevelopment • Public gathering and civic spaces • Transform into walkable and mixed use district • Access to regional open space/ recreation at Oleta River State Park • FIU Biscayne Bay Campus and Sole Mia - important achor development / catalytic projects • Emerging music, recording and entertainment district • SMART Plan growth analysis indicates the potential for both population and employment growth in the area with the likelihood of large scale projects; • Potential for new station at NE 151 Street - noted as Alternative Station Location per SMART Plan Charrette input Table 5-10: Characteristics of a Metropolitan Urban Center Station Typology Metropolitan Urban Center (MUC) Land Use Mix Diversified urban centers are encouraged to become hubs for future urban development intensification in Miami -Dade County, around which a more compact and efficient urban structure will evolve. These Urban Centers are intended to be moderate- to high -intensity design -unified areas which will contain a concentration of different urban functions integrated both horizontally and vertically. Three scales of centers are planned: Regional, the largest, notably the downtown Miami central business district; Metropolitan Centers such as the evolving Dadeland area; and Community Centers which will serve localized areas. Such centers shall be characterized by physical cohesiveness, direct accessibility by mass transit service, and high quality urban design. The core of the centers should contain business, employment, civic, and/or high -or moderate -density residential uses, with a variety of moderate -density housing types within walking distance from the centers. Both large and small businesses are encouraged in these centers, but the Community Centers shall contain primarily moderate and smaller sized businesses which serve, and draw from, the nearby community. Uses in Urban Centers may include retail trade, business, professional and financial services, restaurants, hotels, institutional, recreational, cultural and entertainment uses, moderate to high density residential uses, and well planned public spaces. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that wa lki ng routes between destinations in the center are direct and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking encouraged • Reductions from parking requirements shall be authorized where there is complementary mix of uses on proximate development sites and near transit stations Buildings & Building Heights • Buildings and their landscape shall be built to the sidewalk edge. • The maximum building heights for developments within Metropolitan Urban Centers (MUC) - 25 stories (maximum - 7 stories pedestal, 13 stories tower, 5 stories penthouse) Density and Intensity • Average Floor Area Ratios (FAR): greater than 3.0 in the core not less than 0.75 in the edge • Maximum Densities Dwellings per Gross Acre: 250 du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. (Source: Adopted 2020-2030 CDMP Updated June 2018) 196 PURL, G 0 4 Summary - North Miami Beach Station Area 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 1. The proposed North Miami Beach Station Area is defined by areas designated as mixed -use potential for TOD. Both the Future Land Use designations and corresponding Zoning designations within the Station Area as indicated herein support the SMART Plan growth projections for transit oriented development within the identified 1/2-mile Station Area radius. 2. The SMART Plan trend and incremental growth analysis indicates the potential for both population and employment growth within the Station Area with the likelihood of new large scale projects and infill redevelopment overtime. 3. NE 163rd Street is a high traffic corridor with most traffic movement originating to / from the beach. The corridor is also an important bus transit corridor and provides direct causeway access to the beach. Given the station location,the proposed station and station area can become an importanttransit hub and transfer point to other future transportation linkages within the area including the City's trolley service. 4. The NE 151st Street Station was identified as an Alternative Station Location during the SMART Plan Charrette Series 1 and 2. The NE 163rd Street Station is within a 1/2-mile radius of the identified NE 151st Street Station Area. These two stations could potentially be combined to serve the broader area. PZ-20-6058 09/19/22 4� i Ew co'"Q 197 5.1.2.5 North Miami Station Area Both the Tri-Rail Station Area Opportunity Plan and the FDOT PD&E Study propose a station at N - """ — eet within the City of North Miami. SMART PLAN Land Use and Visioning The following table summarizes the population and employment baseline and trend growth data for the North Miami Station Segment Area and the incremental growth based on the SMART Plan Preferred Land Use Scenario and Visioning Planning. For data sources, refer to TOD Analysis - Evaluation Criteria. This submidaI needs to be upheld led for a public hearing In accordance with umerines set forth in the City of Miami Cede.The app.icade decision -making body wit revewthe infom,atian at the public hearing to tender a tecomrnenclation or a final decision. PZ-20-6058 09/19/22 POPULATION AND EMPLOYMENT SUMMARY North Miami Station Segment Area POP EMP Baseline Data and Growth Existing 2010 Trend 2040 Baseline Growth 31,601 33,794 2,193 4,808 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 5,000 3,000 198 This submittal needs to be schedu Led for a public hearing in accordance with tl melines set forth in the City of Miami Code. The applica de decision -making bodywill renew to intonation at the public hearing to render a recommendation or a finaldeciaan. Figure 5-10: SMART Plan Northeast Corridor Aerial Map - North Mia Potential Station Location per FDOT PD&E Studies Potential Alternative Station Location per SMART Plan Charrette Series 1 and 2 PZ-20-6058 09/19/22 199 Thls submittal needs to be schedu lee for a public hearing In accordance wilt hrnellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a rnendation or a final decision. Existing Land Use — North Miami Station Area The proposed 125th Street Station is positioned at the intersection of NE 125th Street and NE 13 located within the City of North Miami. Moving east of the intersection, NE 125th Street becomes NE 123rd Street. The surrounding land use is a mix of light industrial, commercial and residential development. Directly adjacent to the rail's right-of-way is a large amount of open space with a dirt road that currently provides parking and connection to nearby residences on the east side of the tracks. The proposed station location connects to the Broad Causeway providing connection to Bay Harbor Islands, Bal Harbor, Surfside and Indian CreekVillage. The 125th Street thoroughfare isa highly strategic connection as it serves as an important link between the heavily populated and commercially diverse North Miami community with the coastal areas of Bay Harbor Islands, Bal Harbor, and Surfside, along with areas of North Beach (Miami Beach). The NE 125th Street station is positioned within an area that comprises a significant amount of under-utilized and aging development among multifamily residential, office, industrial and retail properties. However, on the 1 mile periphery of the station are several economic and cultural activity centers including: North Miami City Hall, Johnson and Wales University, and Museum of Contemporary Art (MOCA North Miami). Furthermore, the North Miami community itself represents an ethnically diverse population, with a strong representation of Haitian residents and businesses. PZ-20-6058 09/19/22 s The area around the Station has experienced very limited redevelopment during the past several years, in spite of years of planning and public investment within the downtown core around City Hall and MOCA. Similar to that of other major thoroughfares in the north sector of the County, the corridor has had its challenges related to commercial revitalization as it serves as a heavily traveled corridor with low density development and moderate pedestrian linkages. To the west of the station, most of the retail and office development is in fair to poor condition, and the ability to attract investment has been marginal. Immediately to the east of the station and along 125th Street, the development characteristic is generally the same, though there is more residential uses. Furthermore, there is an added challenge to redeveloping the one-story retail properties given the limited parcel depth to accommodate more intensified commercial development. However, investment along Biscayne Boulevard immediately north and south of the corridor serves as a strong indication of the potential to continue diversifying the mix of uses with office and retail development. Moreover, Johnson and Wales continues to invest heavily in its campus just blocks north of the station, broadening its footprint with an expanding campus and housing opportunities. Source: Northeast Corridor Station Area Opportunity Assessment prepared by LambertAdvisory, October 2018. 200 Figure 5-11: Existing Land Use within North Miami Station Area This submittal needs to be schedted for a public hearing in accordance with timelines set forth in the City of Miami Ccde. The applica de decision -making bcdy will reblew the infommaUon at the public hearing to render a recornmendadon or a finaldecrnon. PZ-20-6058 09/19/22 Legend O PD&E Station Locations Additional Potential Station Locations 0.5-Mile Buffer E . .1 Study Corridor Q Municipalities County Land Use i Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks Parks and Recreation Industrial I, Single -Family, High Density - High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 201 Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a recommendation or a final tleuaon. Future Land Use - North Miami Station Area Figure 5-12 indicates Future Land Use designations within the Station Area radius. The table s estimated land area and percentage of land area for each FLUM District designation located within the 1/2- mile Station Area radius. Within the City of North Miami boundaries, there are five (5) Future Land Use (FLU) designations within the Station Area. About 68% of land within the Station Area has residential FLUM district designations representing approximately 332 acres of land area. Of this amount, 23% is low density residential use. FLUM DISTRICT LAND AREA FLUM District Area_AC of Total Area Business and Office 108.28 22% Industrial and Office 46.99 10% Low Density Residential (LDR) 112.85 23% Low -Medium Density Residential (LMDR) 56.73 12° /o Medium Density Residential (MDR) 161.84 33% Total Land Area within 1/2-mile Station Area Radius 486.68 100% 202 G 0 4 Figure 5-12: Future Land Use within North Miami Station Area PURL, NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaon. v REVIEW CO ' PZ-20-6058 09/19/22 Legend PD&E Station Locations • Additional Potential Station Locations Q0.5-Mile Buffer 1. .1 Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE INDUSTRIAL AND OFFICE LOW DENSITY RESIDENTIAL (LDR) 2.5-6 DU/AC LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC no MEDIUM DENSITY RESIDENTIAL (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC - OFFICE/RESIDENTIAL PARKS AND RECREATION TRANSPORTATION (ROW, RAIL, METRORAIL, ETC.) WATER 1. 203 G 0 Zoning - North Miami Station Area Within the identified 1/2-mile Station Area radius, there are seven (7) City of North Miami base The table below shows data for the listing of applicable zoning districts within the City of North Miami and Unincorporated Miami -Dade County areas. Approximately 55% of land within the Station Area is zoned multifamily residential representing approximately 274 acres of land area. Of this amount, 20% is zoned single-family residential. PURLI(. �.n „O-+S NOTICE Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. NORTH MIAMI ZONING DISTRICTS PZ-20-6058 09/19/22 coos Zoning District Area_AC % of Total Area Municipal Zoning (City of North Miami) Business and Office 61.68 12% Industrial 46.38 9% Mixed -Use 26.24 5% MultiFamily Residential 129.00 26% Parks & Recreation 72.29 14% Residential Duplex 6.35 1% Single Family Residential 98.02 20% Zoned Land Area within 1/2-mile Radius Station Area 439.97 88% Unincorporated Zoning Business and Office 6.71 1% Industrial 12.19 2% Multifamily Residential 40.39 8% Zoned Land Area within 1/2-mile Radius Station Area 59.29 12% Total Land Area within 1/2-mile Station Area Radius 499.26 100% 204 Thla submittal needs to be scheduled for a public hearing In accordance wiHr tlmellnes set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. Figure 5-13: Zoning within North Miami Station Area Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer E . .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office Industrial Single Family Residential Multifamily Residential Institutions, Utilities and Communication Mixed Use - Parks and Recreation Suburban Zone Urban Center Zone Urban Core Zone Unincorporated Zoning Y/A WA //, V// Business and Office Industrial Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments Parks and Recreation NO ZONING DESIGNATED 205 1111111111111111, Proposed Station Vision and Typology Table 5-11: Station Area Vision - North Miami ibis submittal needs to be schedu lee for a public hearing accordance wilt hmein. set forth in the city of Miami Cede. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a tatommendation or a final tleciaon. PZ-20-6058 09/19/22 Station Area Today Station Area Vision Station Area Analysis • Located within North Miami CRA • Underutilized parcels present redevelopment and infill development opportunities • Existing and Future low density residential uses within Station Area • Pedestrian access issues • Near Florida Power& Light (FP&L) Facility • Downtown redevelopment -TOD envisioned as a 'gateway'to North Miami • Mixed use and high density residential development envisioned for the area along major corridors: along NE 125th Street and Biscayne Blvd • Johnson &Wales University as an anchor - emerging culinary arts district • Park & Ride opportunities • Trend will change if zoning changes • Recent North Miami TOD Mobility Hub workshops focused on NE 125 Street, shows limited growth. Trend will change with zoning changes within the Station Area. Table 5-12: Characteristics of a Community Urban Center Station Typology Community Urban Center (CUC) Land Use Mix Diversified urban centers are encouraged to become hubs for future urban development intensification in Miami -Dade County, around which a more compact and efficient urban structure will evolve. These Urban Centers are intended to be moderate- to high -intensity design -unified areas which will contain a concentration of different urban functions integrated both horizontally and vertically. Three scales of centers are planned: Regional, the largest, notably the downtown Miami central business district; Metropolitan Centers such as the evolving Dadeland area; and Community Centers which will serve localized areas. Such centers shall be characterized by physical cohesiveness, direct accessibility by mass transit service, and high quality urban design. The core of the centers should contain business, employment, civic, and/or high -or moderate -density residential uses, with a variety of moderate -density housing types within walking distance from the centers. Both large and small businesses are encouraged in these centers, but the Community Centers shall contain primarily moderate and smaller sized businesses which serve, and draw from, the nearby community. Uses in Urban Centers may include retail trade, business, professional and financial services, restaurants, hotels, institutional, recreational, cultural and entertainment uses, moderate to high density residential uses, and well planned public spaces. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that wa lki ng routes between destinations in the center are direct, and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking encouraged • Reductions from parking requirements shall be authorized where there is complementary mix of uses on proximate development sites and near transit stations Buildings & Building Heights • Buildings and their landscape shall be built to the sidewalk edge • The maximum building heights for developments within CUC - 15 stories (maximum - 5 stories pedestal, 8 stories tower, 2 stories penthouse) Density and Intensity • Average Floor Area Ratios (FAR): greater than 1.5 in the core not less than 0.5 in the edge • Maximum Densities Dwellings per Gross Acre: 125 du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. (Source: Adopted 2020-2030 CDMP Updated June 2018) 206 PUBL., Summary — North Miami Station Area 1. PZ-20-6058 09/19/22 R'6"VI E G 0 4 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. The possibility of a future high frequency rail connection in North Miami has provided the' City Council to support planning efforts to develop a Transit Center Overlay within a quarter -mile of the planned FEC Passenger Rail Station. The proposed NoMi Mobility Hub (also referred asthe Mobility Hub or North Miami Mobility Hub) is comprised of a well designed transit station near the NE 125th /123rd Street and FEC Railway corridor intersection and includes the surrounding urban areas and neighborhoods. It will allow fora seamless integration of all transportation modes with a high quality user experience. It will bring together an intensive concentration of work, live, shop, and/or play activities comfortably accessible by foot, within approximately a half -mile radius or a 10-minute walking distance. In addition, Mobility Hub also serves as the origin, destination, or transfer point fora significant portion of NoMi trips. The NoMi Mobility Hub will serve to enhance access and connections to transit systems, including FEC Railway, Miami -Dade Metrobus, NoMi Express and local jitney service. Bicycle circulation will also become an integral part for residents using LimeBike or their personal bicycles. Pedestrians will benefit from improved streetscapes, sidewalks and trails. All these transportation systems will make it easier to use public transit and other travel alternatives. The plan foresees a significant shift to Transit Oriented Development (TOD) near the North Miami Mobility Hub with redevelopment of existingcommercial properties into mixed -use centers,while preserving unique North Miami neighborhoods. 3. The City of North Miami has developed a Mobility Hub Plan and TOD Strategy focused around its proposed Northeast Corridor station near NE 123rd Street and the FEC Railway. The plan identifies opportunities to transform neighborhood destinations through creative placemaking and designating open spaces. Some examples include the North Miami Station Square, Museum of ContemporaryArt (MOCA) and City Hall Plaza Area, and the North Miami Public Market (Arts and The Market). The Mobility Hub plan provides guidelines for overlay zones and catalyst nodes that will make up the transit supportive area consistingofa half -mile buffer around the proposed transit station. The plan references parking management best practices, including reducing on -street parking, implementing off-street parking management policies, and integrating parking with other mobility services such as transit stops and shared bicycle systems. 4. Objectives of the Mobility Hub plan, such as implementing a multi -point local business development program, providing access to affordable housing, and increasing homeownership rates, are intended to be economic catalysts by providing a platform for broader economic development. Finally, the Mobility Hub plan presents opportunities for the City of North Miami to absorb, respond, recover and prepare for environmental, physical, economic, social and technology disruptions. 44, coy e 1. 207 5.1.2.6 El Portal / City of Miami Station Area This submidaI needs to be upheld led for a public hearing In accordance with umerines set forth in the City of Miami Cede.The app.icade decision -making body wit revewthe infom,atian at the public hearing to tender a tecomrnenclation or a final decision. PZ-20-6058 09/19/22 Both the Tri-Rail Station Area Opportunity Plan and the FDOT PD&E Study propose a station at - ""' — eet within the City of Miami. SMART PLAN Land Use and Visioning The following table summarizes the population and employment baseline and trend growth data for the NE 79th Street Station Segment Area and the incremental growth based on the SMART Plan Preferred Land Use and Visioning Planning. For data sources, refer to TOD Analysis - Evaluation Criteria. POPULATION AND EMPLOYMENT SUMMARY NE 79th Street/EI Portal Station Segment Area POP EMP Baseline Data and Growth Existing 2010 Trend 2040 Baseline Growth 28,009 43,185 15,176 10,480 15,491 5,011 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 3,000 2,000 208 l:. Figure 5-14: SMART Plan Northeast Corridor Aerial Map - City of MI This submittal needs to be schedu Led for a public hearing in accordance with tl melines set forth in the City of Miami Code. The applica de decision -making body will renew the infommaUon at the public hearing to render a recorunendadon or a finaldecinon. PZ-20-6058 09/19/22 Potential Station Location per FDOT PD&E Studies Potential Alternative Station Location per SMART Plan Charrette Series 1 and 2 209 1111111111111111 Existing Land Use — El Portal / City of Miami Station Area The 79th Street corridor is a major thoroughfare connecting the North Beach and central areas of Miami each, along with the North Bay Village community. The proposed location for the NE 79th Street station is well situated within a relatively active commercial corridor extending both east/west, as well as along N.E. 2nd Avenue and parts of Biscayne Boulevard to the north/south. Extending beyond these commercial thoroughfares (and mainly to the east) are residential communities that have been on a sustained pattern of revitalization. To the eastofthe rail line, and extending to the intersection of Biscayne Boulevard and 79th Street, is the northern gateway to one of Miami's most historically preserved architectural design areas — the MiMo district. For much of the past several years, the MIMO district has seen considerable investment among its retail and hotel/motel properties, and has created a niche among restaurants and boutique stores. The gateway intersection (or southwest corner of Biscayne Boulevard and 79th Street) is now being solidified by the newly planned Triton Center, a mixed -use (hotel, apartment, and retail) development that is replacing the former Immigration and Natural Service (INS) building. Further to the west of the station area along 79th Street, economic growth/redevelopment has been quite modest. As with several corridors in the northern sector of the County, development is built at very low densities and is as non -pedestrian friendly since it fronts a heavily traveled thoroughfare. During the past few years, efforts to improve the corridor and encourage a broader mix of uses has been led by affordable/mixed-income housing development. In spite of these developments, though, on -going improvement to the surrounding area has been minimal. G 0 PUBLI(, NOTICE Thls submittal needs to be scnedu lee for a public hearing In accordance wilt hmellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a rnendation or a final decision. PZ-20-6058 09/19/22 RSV! EW CO Looking ahead, an encouraging sign for this area is the fact that a significant portion of the area extending to a half -mile west of the FEC rail line is part of an Opportunity Zone. This is a federal tax incentive program which was included within the 2017 tax reform bill and which is organized to encourage investment in areas historically constrained by substantial disinvestment. Although much of the Opportunity Zone encompasses residential development, the businesses along 79th Street and N.E. 2nd Avenue may benefit overtime from these incentives, which may be significantly enhanced by improved access to transit. While significant challenges exist to the west of the rail line along 79th Street, areas to the south along NE 4th Court (which bounds the FEC rail line to the east) have experienced notable revitalization of commercial/business activity. This has been in part the result of increased demand from the relocation of design and arts related businesses that were formerly located in the Miami Design District. Source: Northeast Corridor Station Area Opportunity Assessment prepared by LambertAdvisory, October 2018. 44, 210 Figure 5-15: Existing Land Use within NE 79th Street Station Are This submittal needs to be scheduled for a public hearing in accordance with timelines set forth in the City of Miami Ccde. The applica de decision -making bcdy will reblew the infoimaUon at the public hearing to render a recornmendadon or a finaldeci9on. PZ-20-6058 09/19/22 Legend PD&E Station Locations ® Additional Potential Station Locations 0.5-Mile Buffer E . .1 Study Corridor Q Municipalities County Land Use Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks iM Parks and Recreation Industrial Single -Family, High Density High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 211 11111111111111111 Future Land Use - El Portal / City of Miami Station Area Figure 5-16 indicates Future Land Use designations within the Station Area radius. Within the Sta ion Area boundaries, there are seven (7) Future Land Use (FLU) designations. The table below summarizes the estimated land area and percentage of land area for each FLUM District designation located within the 1/2-mile Station Area radius. Within El Portal and the City of Miami boundaries, there are seven (7) Future Land Use (FLU) designations within the Station Area. About 59% of land within the Station Area is designated as a residential -type FLUM district representing approximately 239 acres of land area. Of this amount, 14% is designated low density residential use. G 0 QURLIo NOTICE Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 FLUM DISTRICT LAND AREA FLUM District Area_AC of Total Area Business and Office 155.95 33% Industrial and Office 38.58 8% Low Density Residential (LDR) 2.5-6 DU/AC 65.50 14% Low -Medium Density Residential (LMDR) 6-13 DU/AC 31.51 ° 7/0 Medium -Density Residential (MDR) 13-25 D U/AC 57.54 12% Medium -High Density Residential (M H DR) 25-60 DU/AC 84.49 ° 18 /o Office/Residential 43.70 9% Total Land Area within 1/2-mile Station Area Radius 477.27 100% 44, Q4 ReV! Ew COv 212 G 0 rt- PUBL, 1. Figure 5-16: Future Land Use within NE 79th Street Station Area NOTICE Thla submittal needs to be scheduled for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 ''VIEW CO' Legend PD&E Station Locations Additional Potential Station Locations M0.5-Mile Buffer Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE Tim INDUSTRIAL AND OFFICE LOW DENSITY RESIDENTIAL (LDR) 2.5-6 DU/AC LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC MEDIUM DENSITY RESIDENTIAL (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC OFFICE/RESIDENTIAL PARKS AND RECREATION TRANSPORTATION (ROW, RAIL, METRORAIL, ETC.) WATER 213 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Zoning - El Portal / City of Miami Station Area There are ten (10) base zoning districts within the identified 1/2-mile Station Area radius. The tab data for the listing of applicable zoning districts. Over 59% of the land within the Station Area has a zoning designation that allows mixed use development representing approximately 297 acres of land area. ZONING DISTRICTS PZ-20-6058 09/19/22 �� Coo` Zoning District Area_AC % of Total Area Business and Office 23.27 5% Industrial 28.08 6% Institutions, Utilities & Communications 4.91 1% Mixed Use 31.74 6% Multifamily Residential 1.04 0% Parks and Recreation 0.46 0% Single Family Residential 36.09 7% Suburban Zone 97.20 19% Urban Center Zone 110.88 22% Urban Core Zone 154.38 31% Unincorporated 15.32 3% Total Land Area within 1/2-mile Station Area Radius 502.57 100% 214 Figure 5-17: Zoning within NE 79th Street Station Area This submittal needs to be scheduled for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making body will revlewthe Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 Legend PD&E Station Locations ® Additional Potential Station Locations 0.5-Mile Buffer E . .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office Industrial Single Family Residential Multifamily Residential Institutions, Utilities and Communication Mixed Use Parks and Recreation Suburban Zone Urban Center Zone Urban Core Zone Unincorporated Zoning Y///, V// Business and Office Industrial Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments Parks and Recreation NO ZONING DESIGNATED 215 Proposed Station Vision and Typology Table 5-13: Station Area Vision - El Portal/City of Miami This submittal needs to be schedu lee for a public hearing accordance wilt hmei nes set forth in the city of Miami Cede. The appicabe decision -mating bodyvnll review the information at the public hearing to tender a tatommendation or a final decision. PZ-20-6058 09/19/22 Station Area Today Station Area Vision Station Area Analysis • Located within CRA • Underutilized parcels present redevelopment and infill development opportunities • Pedestrian access issues • Little River/SFWMD canal connectivity issues • Improve pedestrian connectivity • Improve the outlook of 79th Street • Mixed -use development along NE 2nd Avenue • Transit Hub - redevelopment opportunities for mixed use development depending on final Station Location. See City of Miami or El Portal locations as identified in the SMART Plan Ch a rrettes • Refer to Resiliency Study by City • Mixed use growth potential. • SMART Plan analysis shows +6000 new units within Station's 1/2-mile radius surrounded by low density neighborhoods • Little Haiti / Little River areas to accommodate growth Table 5-14: Characteristics of a Community Urban Center Station Typology Community Urban Center (CUC) Land Use Mix Diversified urban centers are encouraged to become hubs for future urban development intensification in Miami -Dade County, around which a more compact and efficient urban structure will evolve. These Urban Centers are intended to be moderate- to high -intensity design -unified areas which will contain a concentration of different urban functions integrated both horizontally and vertically. Three scales of centers are planned: Regional, the largest, notably the downtown Miami central business district; Metropolitan Centers such as the evolving Dadeland area; and Community Centers which will serve localized areas. Such centers shall be characterized by physical cohesiveness, direct accessibility by mass transit service, and high quality urban design. The core of the centers should contain business, employment, civic, and/or high -or moderate -density residential uses, with a variety of moderate -density housing types within walking distance from the centers. Both large and small businesses are encouraged in these centers, but the Community Centers shall contain primarily moderate and smaller sized businesses which serve, and draw from, the nearby community. Uses in Urban Centers may include retail trade, business, professional and financial services, restaurants, hotels, institutional, recreational, cultural and entertainment uses, moderate to high density residential uses, and well planned public spaces. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that wa lki ng routes between destinations in the center are direct, and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking encouraged • Reductions from parking requirements shall be authorized where there is complementary mix of uses on proximate development sites and near transit stations Buildings & Building Heights • Buildings and their landscape shall be built to the sidewalk edge • The maximum building heights for developments within CUC - 15 stories (maximum - 5 stories pedestal, 8 stories tower, 2 stories penthouse) Density and Intensity • Average Floor Area Ratios (FAR): greater than 1.5 in the core not less than 0.5 in the edge • Maximum Densities Dwellings per Gross Area: 125du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. (Source: Adopted 2020-2030 CDMP Updated June 2018) 216 PURL, Summary — El Portal / City of Miami Station Area 1. G 0 4 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. Based on demographics data and ongoingtrends, the NE 79th StreetStation Area indicates a population density and transit dependent population with a high ridership forecast. The Station Area also has a high employment density. Given these conditions and the existing commercial land uses within the Station Area, the station has significantTOD potential. 2. Applicable future land use and zoning compatibility analysis indicate support for mixed -use development within the Station Area. However, current designations will need to be better aligned to support transit - oriented development with appropriate densities and intensities. 3. The NE 79th Street station can play a beneficial role from a dual -perspective: first, in tandem with the potential benefits from the Opportunity Zone, it can serve as a important component to spurring economic opportunity for both businesses and residents along the west side of the FEC rail line that have experienced a long period of economic constraint; and, second, the rail station can play an integral role in continuing investment and ensuring positive investment momentum to the areas east of the rail line. PZ-20-6058 09/19/22 1. 217 A 5.1.2.7 Midtown Station Area Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 cO0 The Tri-Rail Station Area Opportunity Plan and the FDOT PD&E Study propose a station at NE . """ - in Midtown / Design District, within the City of Miami. Figure 5-18 indicates the SMART Plan Northeast Corridor area covering Midtown and Wynwood/Edgewater. SMART PLAN Land Use and Visioning The table below summarizes the population and employment baseline and trend growth data for the Midtown Station SegmentArea and the incremental growth based on the SMART Preferred Land Use Scenario and Visioning Planning. For data sources, refer to TOD Analysis - Evaluation Criteria. POPULATION AND EMPLOYMENT SUMMARY Midtown/Design District Station Segment Area POP EMP Baseline Data and Growth Existing 2010 Trend 2040 Baseline Growth 21,414 43,578 22,164 14,232 20,001 5,769 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 8,500 2,500 2040 Trend + Preferred 52,078 22,501 218 This submittal needs to be schedu Led for a public hearing in accordance with tl melines set forth in the City of Miami Code. The applica de decision -making bodywill renew to intonation at the public hearing to render a recommendation or a finaldecinon. Figure 5-18: SMART Plan Northeast Corridor Aerial Map - Midtow Potential Station Location per FDOT PD&E Studies Potential Alternative Station Location per SMART Plan Charrette Series 1 and 2 PZ-20-6058 09/19/22 219 NOTICE Thls submittal needs to be schedu lee for a public hearing In accordance wilt hrnellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a rnendation or a final decision. Existing Land Use - Midtown Station Area The NE 36th Street station will serve the Midtown, Design District, and a large portion of the Edgewate PZ-20-6058 09/19/22 Within the Station Area, the Midtown Miami East and West Special Districts, as defined by the City's Miami 21 Code, are intended to promote neighborhood redevelopment through medium to high density mixed use development. Due to intensity of infill development and redevelopment in the area, the population and the overall level of commercial and retail activity will greatly increase. These districts are of special and substantial public interest given its proximity to Downtown Miami and the Omni Area, the Design District, Miami Beach, the Wynwood / Edgewater Neighborhood and to the future proposed commuter transit facilities within the Florida East Coast Railway (FEC) Corridor. The intent of the districts is to: 1. Promote the efficient use of land resources through compact building forms, infill development, and moderation in street and parking standards in order to reduce automobile traffic and promote multi -modal transportation; 2. Promote the creation of a Miami midtown environment through intensive urban mixed -use development with a twenty-four hour activity pattern; 3. Enhance the pedestrian environment and connectivity of the existing surrounding areas by extending the city street grid through the district; and 4. Provide intensive new housing opportunities needed to sustain future commercial growth and commuter transit facilities. To this end, the district promotesstreetscapes and mixed -use buildings designed to provide pedestrians with lively, interesting, well -landscaped and highly usable public spaces with a maximum interrelationship with ground floor building uses. The Midtown development, which established and became the foundation for the market for the broader Midtown area, will be built out by the time a station is operational. As a result, we expect the majority of new investment activity to occur west of the Midtown Development, further investment to the east, and additional investment to the extent that zoning allows to the northwest and into the Design District, north of the 1-195 overpass. Importantly, while there will certainly be ground floor retail and commercial activity throughout the Midtown area, all of the area trends are indicative of Midtown serving as a high density residential community with the greater concentration of office (and eventually hospitality) development occurring in the Wynwood neighborhood beginning on 29th Street and occurring southward. From a reinvestment perspective, the greatest challenge or limitation to reinvestment surrounding the proposed Midtown station going forward is the lack of pedestrian linkages under 1-195. While the Design District sits on one side of 1-195 and Midtown and Edgewater on the other, the two are disconnected as a result of the highway. Creating linear pedestrian connections in conjunction with the rail station will be important to better weaving the neighborhoods together. Indeed, the linear nature of the rail line itself can help tie the areas north and south of 1-195 together if these linkages are well planned, landscaped, and lit. As a result, the exact placement of the station and the pedestrian links from Midtown, Design District, and Edgewater to the station are important to the success of enhancing the market dynamics already in place. Source: Miami 21 Code and The Northeast Corridor Station Area Opportunity Assessment prepared by Lambert Advisory, October2018. 220 Figure 5-19: Existing Land Use within Midtown Station Area This submittal needs to be scnedted for a public hearing accordance with tl metre, set forth in the City of Miami Cede. The applica de decision -making body will review the Infoma w at the public hearing to render a recommendation or a final deciapn. PZ-20-6058 09/19/22 Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer • Study Corridor Q Municipalities County Land Use Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks Parks and Recreation Industrial Single -Family, High Density High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 221 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Future Land Use - Midtown Station Area Figure 5-20 indicates Future Land Use Map (FLUM) designations within the Station Area radius. summarizes the estimated land area and percentage of land area for each FLUM District designation located within the 1/2-mile Station Area radius. Within the Station Area boundaries, there are seven (7) Future Land Use (FLU) designations. The Future Land Use designations as indicated herein support the SMART Plan growth projections for transit oriented development within the identified 1/2-mile Station Area radius. FLUM DISTRICT LAND AREA FLUM District Area_AC of Total Area Business and Office 236.42 56% Industrial and Office 5.85 1% High Density Residential (HDR) 60- 125 DU/AC 42.03 10 % Low -Medium Density Residential (LMDR) 6-13 DU/AC 42.44 10°% Medium Density Residential (MDR) 13-25 DU/AC 43.35 10% Medium -High Density Residential (M H DR) 25-60 DU/AC 45.15 ° 11 /o Parks and Recreation 5.14 1% Total Land Area within 1/2-mile Station Area Radius 420.37 100% PZ-20-6058 09/19/22 222 r • Figure 5-20: Future Land Use within Midtown Station Area �sr NE 20TH STREET W O Wig glIW /1 r r r r ▪ i r :r • 1 • This submittal needs to be scnedu led for a public hearing In accordance with timelines set forth in the City of Miami Cede. The applica de decision -making body will review the lnfoma w at the public hearing to render a recommendation or a final deciaan. PZ-20-6058 09/19/22 Legend O PD&E Station Locations Additional Potential Station Locations .Q 0.5-Mile Buffer Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE -HIGH DENSITY RESIDENTIAL (HDR) 60-125 DU/AC INDUSTRIAL AND OFFICE -INSTITUTIONS, UTILITIES AND COMMUNICATION LOW DENSITY RESIDENTIAL (LDR) 2.5-6 DU/AC LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC MEDIUM DENSITY RESIDENTIAL (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC PARKS AND TRANSPORTATION (ROW, RAIL, METRORAIL, ETC.) WATER 4 223 G 0 4 Zoning - Midtown Station Area There are five (5) base zoning districts within the identified 1/2-mile Station Area radius. Under zoning establishes standards and procedures for new development or redevelopment in the City. The table below shows data for the listing of applicable zoning districts. About 66% of the land within the Station Area allows mixed use development representing approximately 330 acres of land area. The City of Miami designated Zoning Districts as identified herein support the SMART Plan growth projections for transit oriented development within the identified 1/2-mile Station Area radius. PURLI(. �.n „O-+S NOTICE Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. ZONING DISTRICTS PZ-20-6058 09/19/22 Q�� b!EW c- Zoning District Area_AC % of Total Area Business and Office 30.30 6% Institutions, Utilities & Communications 14.40 3% Suburban Zone 60.49 12% Urban Center Zone 59.39 12% Urban Core Zone 271.20 54% Unincorporated 66.80 13% Total Land Area within 1/2-mile Station Area Radius 502.57 100% 224 Figure 5-21: Zoning within Midtown Station Area • 1 • • • • • • • • NE 36TH STREET • NE 291(EET E 20TH STREET 1 • 1 1 1' /1 /• s • ♦ • • r — 0 MIAMICENTRAL STATION • • • • TTr 1 • • • • • Thla submittal needs to be schedu led for a public hearing In accordance wiH1 tlmellnes set forth in the City of Miami Code. The applies de deuIsion-making body will revlewthe Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 Legend PD&E Station Locations ® Additional Potential Station Locations 0.5-Mile Buffer E. .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office ® Industrial Institutions, Utilities and Communication Mixed Use Suburban Zone - Urban Center Zone Urban Core Zone Waterfront District Unincorporated Zoning V// V// 7///, V// V// 1///, Business and Office Industrial Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments Parks and Recreation NO ZONING DESIGNATED 225 1111111111111111, Proposed Station Vision and Typology Table 5-15: Station Area Vision - Midtown Miami This submitlaI needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the information at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Station Area Today Station Area Vision Station Area Analysis • Located within CRA • Pedestrian friendly environment • Mixed -use developments, mid -high density residential • Station Area covers the Miami Design District and Omni Area • Strong infill and redevelopment opportunities • Proximity to elevated 1-195 expressway • Increase mixed -use development with high - density residential at station location/within station area • Strong pedestrian connectivity between Design District and Midtown Miami • Streetscape improvements • Multi -modal systems connecting to downtown and beach • Metrorail extension will support increased growth in this segment • Existing low density neighborhoods will experience more growth above trend • SMART Plan growth analysis indicates the potential for both population and employment growth in the area with continued development of large scale projects • Potential for new station at NE 29th Street - noted as Alternative Station Location per SMART Plan Charrette input Table 5-16: Characteristics of a Metropolitan Urban Center Station Typology Metropolitan Urban Center (MUC) Land Use Mix Permitted Uses: A minimum of two (2) of the following three (3) permitted uses shall be included in Rapid Transit Zone Station developments: 1. Business and Civic Uses. Allowed uses include Neighborhood Business Use (BU-1), Limited Business Use (BU-1A), and Special Business Use (BU-2) zoning districts. 2. Residential Uses. All residential or mixed -use developments with more than four (4) residential units shall provide a minimum of 12.5 percent (12.5%) of their units as workforce housing units. Workforce housing units are for those whose income is between 65 percent (65%) and 140 percent (140%) of the most recent median family income for Miami -Dade County, as reported by the U.S. Department of Housing and Urban Development (HUD) 3. Housing for the Elderly Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that wa lki ng routes between destinations in the center are direct, and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking encouraged • Reductions from parking requirements shall be authorized where there is complementary mix of uses on proximate development sites and near transit stations Buildings &Building Heights • Buildings and their landscape shall be built to the sidewalk edge The maximum building heights for developments within Metropolitan Urban Centers (MUC)- 25 stories (maximum - 7 stories pedestal, 13 stories tower, 5 stories penthouse). The City of Miami allows greater heights within this Station Area Density and Intensity • Average Floor Area Ratios (FAR): greater than 3.0 in the core not less than 0.75 in the edge • Maximum Densities Dwellings per Gross Area: 250 du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. (Source: Adopted 2020-2030 CDMP Updated June 2018) 226 PUBL., F'r ON 1. NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. 0 4 Summary — Midtown Station Area 1. The Midtown / NE 36th Street Station area has high potential for TOD with a strong mar trends. There is comprehensive plan (future land use) and zoning support in place for TOD development within the 1/2-mile Station Area radius. The amount of commercial, industrial, or office parcels based on their future land use and zoning as mixed -use, indicate high potential for TOD within a 10-minute walk of the station location. PZ-20-6058 09/19/22 44, RtVJEW c9 2. The Station Area has a strong pedestrian -oriented development character, particularly mixed use with retail, continuous sidewalks, and a street grid network, which are also supportive of TOD. 3. Transit -supportive plans and policies are in place in the community. 4. The station is positioned to serve the Northeast and Beach Corridor urban employment centers, resulting in high ridership at this location, and is also spaced to maximize operational efficiency. 227 1111111111111111 5.1.2.8 Urban Neighborhood Districts of Wynwood /Edgewater Neig Existing Land Use The Districts zoning is defined by the City's Code- Miami 21, which include in this area Neighborhood Revitalization Districts (NRD's) or Special Area Plans (SAP's) that intend to promote redevelopment through high -density mixed - use developments with defining district characteristics. Due to intensity of infill development and redevelopment in the area, the population and the overall level of commercial and entertainment retail activity will greatly increase. These districts are of special and substantial public interest given its proximity to Downtown Miami. Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 The City of Miami designated Zoning Districts as identified herein support the SMART Plan growth projections for transit -oriented development within the identified Beach/Northeast SMART Plan Corridor "Overlap Area" Districts. 228 PURL, Figure 5-22: Existing Land Use within Wynwood/Edgewater Neighborho %A WOr! lintal 3i i,isir ;WI ::Ram r'��'r rim L'A RIB NM t^ 1 9? " ,+. "FA =IN T ram• -�- • I.lilrr■. ■ —■1 ■ l 4 . ,t rr a. l■1HE H STREET rfp ■ I llll. IR illA NE 29TH STREET ''71 .. • NE 20TH STREET 0 NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wkh timelines set forth in the City of Miami Code. The applies de deuIsion-making body will revlewthe Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 �� ReVI EW CO ' Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer • Study Corridor Q Municipalities County Land Use Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks Parks and Recreation Industrial Single -Family, High Density High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 1. 229 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Future Land Use - Wynwood/Edgewater Neighborhood District Figure 5-23 indicates Future Land Use Map (FLUM) designations within these Districts. The tab data for the listing of applicable future land use districts. There are nine (9) Future Land Use (FLU) designations. FLUM DISTRICT LAND AREA 44, FVrEW GOQ CS PZ-20-6058 09/19/22 FLUM District Area AC of Total Area General Commercial 185.79 37 Industrial 15.94 3 cyo Light Industrial 20.31 4 Major Inst, Public Facilities, And Transp. 27.29 5 cyo Medium Density Multifamily Residential 55.03 11 Medium Density Restricted Commercial 30.48 6 None 8.66 2 Public Parks and Recreation 9.23 2 % Restricted Commercial 149.85 30 % Total Land Area within 1/2-mile Station Area Radius 502.57 100 230 Figure 5-23: Future Land Use within Wynwood/Edgewater Neighborhoo Pr11161. • r • ;'111111, .._. Wig ifilW r • • Ma submittal needs to be scnedu led for a public hearing In accordance with timelines set forth in the City of Miami Cede. The applicade decision -making body will review the information at the public hearing to render a recommendation or a final deciaan. PZ-20-6058 09/19/22 Legend ED PD&E Station Locations Additional Potential Station Locations Q0.5-Mile Buffer . Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE -HIGH DENSITY RESIDENTIAL (HDR) 60-125 DU/AC INDUSTRIAL AND OFFICE -INSTITUTIONS, UTILITIES AND COMMUNICATION LOW DENSITY RESIDENTIAL (LDR) 2.5-6 DU/AC LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC MEDIUM DENSITY RESIDENTIAL (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC PARKS AND TRANSPORTATION (ROW, RAIL, METRORAIL, ETC.) WATER 4 0 31 Zoning - Wynwood/Edgewater Neighborhood District There are five (6) base zoning districts within these Neighborhood Districts. Under Miami 2 establishes standards and procedures for new development or redevelopment in the City. The table below shows data for the listing of applicable zoning districts. More than 60% of the land within the "Overlap Area" allows mixed use development in the Urban Core zone, Urban Center Zone and Mixed use. Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 ZONING DISTRICTS Zoning District Area_AC % of Total Area Civic Institution 27.38 5 cyo Civic Space Zone 9.16 2 General Urban Zone 28.29 6 Industrial District Zone 15.92 3 cyo None 9.27 2 Suburban Zone 50.16 10 Urban Center Zone 84.62 17 % Urban Core Zone 257.44 51 % Work Place District Zone 20.34 4 % Total Area (AC) 502.57 100 % 232 Figure 5-24: Zoning within Wynwood/Edgewater Neighborhood Dist e • • s • • • • • • •' • • 0 MIAMICENTRAL STATION • • • • • • • TTr 1 ♦ • • • • • This submittal needs to be scheduled for a public hearing in accordance with timelines set forth in the City of Miami Ccde. The applicable decision -making body will review the information at the public hearing to render +`e\\\ recommendation or a final decision. ,1 PZ-20-6058 09/19/22 Legend PD&E Station Locations ® Additional Potential Station Locations 0.5-Mile Buffer E . .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office ® Industrial Institutions, Utilities and Communication Mixed Use Suburban Zone - Urban Center Zone Urban Core Zone Waterfront District Unincorporated Zoning i//21 Business and Office Industrial - Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments Parks and Recreation V// 7///, V/A 1/// NO ZONING DESIGNATED 233 111111111111111111 Proposed Station Vision and Typology Wynwood/Edgewater District Table 5-17: Station Area Vision - Wynwood/Edgewater District Thls submittal needs to be schedu led tor a public hearing accordance wibr tmermes set forth in the city of Miami Cede. The appicabe decision -mating bodyvdtl review the lntornaaion at the public hearing to xnder a rnendationar a final decision. PZ-20-6058 09/19/22 District Area Today District Area Station Vision District Area Station Analysis • Located within two (2) CRAs: The Omni CRA and the Southeast Overtown/ Park West (SEOPW) • Pedestrian access issues crossing NE 2nd Avenue and Biscayne Blvd • Deficient dedicated bike paths • Pedestrian access issues crossing between Urban Neighborhoods • Metromover extension provides redevelopment opportunities for higher density mixed -use development on North Miami Avenue connecting to distinct Urban Neighborhoods: Wynwood, Midtown, Arts & Entertainment District and Downtown Miami • Potential for Multi modal connectivity • Improve pedestrian connections to Baywalk • Improve east/west connectivity across FEC tracks • Potential for Multi modal connectivity- Improved pedestrian sidewalks /crossing across neighborhoods, dedicated bike lanes north/south connecting to Downtown /South Beach, 3 metromover stations, neighborhood trolley stops and one transfer Hub at Herald Plaza. • Promote Workforce Housing Incentives- City of Miami Vision • High mixed -use growth potential. • SMART Plan analysis shows + 12,0000 new units in the Neighborhood Urban District with low density neighborhoods south/ west of North Miami Avenue Table 5-18: Characteristics of an Urban Neighborhood District Station Typology Urban Neighborhood District Land Use Mix Diversified Urban neighborhood Districts are encouraged to become multimodal hubs for future urban development intensification in Miami -Dade County, which encompass compact and well defined urban neighborhoods with no clear center. These Urban Neighborhood districts are intended to be moderate- to high -intensity design -unified areas which will contain a concentration of different urban functions integrated both horizontally and vertically. Urban neighborhood centers are primarily residential mixed with local -service retail or special entertainment/cultural uses. Such neighborhood districts shall be characterized by physical cohesiveness, direct accessibility by mass transit service, that are well connected to Regional and Urban Centers and high quality urban design. The core of the neighborhood districts should contain business, employment, civic, and/or high -or moderate -density residential uses, with a variety of moderate -density housingtypes within walking distance from the stations, which may be located at the edge of two district neighborhoods. Both large and small businesses are encouraged in these neighborhoods. Uses in Urban Neighborhood Districts my include retail trade, business, professional and financial services, restaurants, hotels, institutional, recreational, cultural and entertainment uses, moderate to high density residential uses, and well planned public spaces. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that wa lki ng routes between neighborhoods are direct, and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking encouraged • Reductions from parking requirements shall be authorized where there shared uses or accessible municipal parking structures Buildings & Building Heights • Buildings and their landscape shall be built to the sidewalk edge • The maximum building heights for developments in the district will vary by district characteristics- from high-rise to medium height structures (30 -15 stories ); scaling down to small scale neighborhoods Density and • Intensity Average Floor Area Ratios (FAR): greater than 1.5 in the urban neighborhood districts not less than 0.5 in the small scale neighborhoods Maximum Densities Dwellings per Gross Area: 150 du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. 234 PUBL., Summary - Wynwood/Edgewater Neighborhood District 1. G 0 4 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. The neighborhood district has high potential for mixed use development with future land support in place. The area has a strong pedestrian -oriented development potential, particularly in defined mixed -use neighborhoods with retail and a street grid network, which are also supportive of TOD. Improvements to the pedestrian and bicycle network is required. PZ-20-6058 09/19/22 R'-VI E 3. The neighborhood district is positioned to serve the Beach and Northeast Corridor residential employment centers, resulting in increased transit ridership and non -motorized forms of travel. 4. Herald Plaza Transfer Station TOD development provides an opportunity to connect to waterfront promenade extension that connects to Downtown waterfront parks and cultural uses and reinforce east/ west connections in the Arts and Entertainment District. 235 A 5.1.2.9 Downtown MiamiCentral Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 The Downtown MiamiCentral spans oversixdowntowncity blocks and is mixed -use railroad station .IE -' .O ent in the Government Center district of Downtown Miami. Right now, the station serves Brightline higher -speed intercity rail and connects to the adjacent Government Center station serving Metrorail, Metromover, and bus lines. In the future, the station will serve the Tri-Rail commuter rail. The 9-acre complex also includes 3 million square feet of residential, office, commercial, and retail development. The station was built by All Aboard Florida, a subsidiary of Florida East Coast Industries (FECI) overseeing Brightline. SMART PLAN Land Use and Visioning The following table summarizes the population and employment baseline and trend growth data for the Downtown Station Area Segment and the incremental growth based on the SMART Preferred Land Use Scenario and Visioning Planning. For data sources, refer to TOD Analysis - Evaluation Criteria. POPULATION AND EMPLOYMENT SUMMARY Downtown Station Segment Area POP EMP Baseline Data and Growth Existing 2010 Trend 2040 Baseline Growth 17,957 40,947 22,990 38,552 51,031 12,479 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 6,000 7,000 2040 Trend + Preferred 46,947 58,031 236 0 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. Figure 5-25: SMART Plan Northeast Corridor Aerial Map - Downto Potential Station Location per FDOT PD&E Studies Potential Alternative Station Location per SMART Plan Charrette Series 1 and 2 iL,,. ..►..r. f.f'H it it (4) 237 Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a recommendation or a final tleuaon. Existing Land Use - Downtown MiamiCentral Greater Downtown Miami consists of 3.8-square miles of prime waterfront real estate in tropical by Interstate 95 to the west, Biscayne Bay to the east, the Julia Tuttle Causeway (1-195) to the north, and the Rickenbacker Causeway to the south. Downtown Miami is the City of Miami's urban core and Miami -Dade County's largest employment center. Over 20% of the City of Miami's population resides in Greater Downtown. Just like the entire state, Miami -Dade County and its municipalities continue to grow at a steady rate. Despite this across-the- board growth, no place in the County has experienced as much growth as Greater Downtown Miami. The urban core of Greater Downtown consists of three neighborhoods: the Brickell Financial District, the Central Business District (CBD), and the Arts & Entertainment District. The MiamiCentral Station is located at the center of the CBD. Greater Downtown consists of the urban core in addition to Edgewater, Midtown, Wynwood, and historic Overtown. Over 65% of all Greater Downtown residents live within the urban core with 45% living in Brickell, 15% in the CBD, and 6% in theA&E District. Outside of the urban core and within Greater Downtown, Edgewater is the most populated neighborhood with 15% of the population. Wynwood has the smallest portion of residential population with only 2% of all Greater Downtown residents. The residential density by Census Block Group is concentrated in Midtown, Brickell, and the CBD. In Midtown, the densest block group has a density of 900 people per square mile. Brickell's densest block group has a density of 850 people per square mile. The CBD's densest block group has a density of 450 people per square mile. Population continues to grow steadily in Greater Downtown Miami. The population has increased by nearly 3,700 people since 2016 estimates, or a 4% growth in two years. This equates to over 1,500 people moving to Downtown a year. Greater Downtown has grown by over 38% since 2010. Most of this growth can be attributed to recent development, which has added thousands of housing units to the market. As more residential units are delivered, Downtown increases its capacity for population growth with mostofthe growth projected for the CBD and the Arts & Entertainment District. Because of this, it is estimated that the Greater Downtown Miami will reach a population of over 109,000 people by 2021. This equates to a 19% change in population, ora3.5% compounded annual rate of growth (CAGR). Within the newly constructed MiamiCentral Station, Brightline is a privately developed, operated, and maintained high-speed rail service that commenced service in January 2018. Brightline provides high-speed connections to Miami, Ft. Lauderdale, and West Palm Beach. The MiamiCentral Station is Brightline's grand station in Downtown Miami with onsite retail, office, and residential space. Service to Orlando and Tampa are currently in the works. Tri-Rail's Downtown Miami Link is currently scheduled to open in mid 2021, and is an extension of the current Tri-Rail commuter train into Downtown Miami being developed alongside Brightline's Miami Central Station. The service will provide a direct connection between Downtown and dozens of South Florida communities along the 1-95 corridor currently served by Tri-Rail. The Miami Downtown Development Authority (DDA) joined private, public, and non- profit leaders to provide the necessary funding to bring Tri-Rail directly into Downtown Miami's Central Station. 238 Figure 5-26: Existing Land Use within City of Miami Station Area OWN' uiJ ■'ill . �. 11 i 1=1 1 1111 "T1'i ir o 'r 1 1 HE 29TH STR 1111 i ,fir 161 O MIACENTRAL STATION r • • r , • i This submittal needs to be scnedted for a public hearing In accordance with tmellnes set forth in the City of Miami Cede. The applicade decision -making body will review he information at the public hearing to render a recommendation or a final deciapn. PZ-20-6058 09/19/22 Legend PD&E Station Locations ® Additional Potential Station Locations 0.5-Mile Buffer • • E . .1 Study Corridor Q Municipalities County Land Use Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks Parks and Recreation Industrial Single -Family, High Density High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 239 G 0 Future Land Use - Downtown MiamiCentral Figure 5-27 indicates Future Land Use designations within Station Area radius. The table below s estimated land area and percentage of land area for each FLUM District designation located within the 1/2-mile Station Area radius. Within the Station Area boundaries, there are five (5) Future Land Use (FLU) designations. PUBLI(, NOTICE Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. • PZ-20-6058 09/19/22 444' IEWCOQ e The Future Land Use designations as indicated herein support the SMART Plan growth projections for transit oriented development within the identified 1/2-mile Station Area radius. FLUM DISTRICT LAND AREA FLUM District Area_AC of Total Area Business and Office 236.42 56% Industrial and Office 5.85 1% High Density Residential (HDR) 60- 125 DU/AC 42.03 10 % Low -Medium Density Residential (LMDR) 6-13 DU/AC 42.44 10°% Medium Density Residential (MDR) 13-25 DU/AC 43.35 10% Medium -High Density Residential (M H D R) 25-60 DU/AC 45.15 ° 11 /o Parks and Recreation 5.14 1% Total Land Area within 1/2-mile Station Area Radius 420.37 100% 240 G 0 4 Figure 5-27: Future Land Use within City of Miami Station Area 1 6 ■ • • • NE 20TH STREET W 1+ i f r ■ ! r 8 PURL, NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 44, ReV! EW CO Legend ED PD&E Station Locations Additional Potential Station Locations Q0.5-Mile Buffer 1. .1 Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE -HIGH DENSITY RESIDENTIAL (HDR) 60-125 DU/AC INDUSTRIAL AND OFFICE INSTITUTIONS, UTILITIES AND - COMMUNICATION LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC MEDIUM DENSITY RESIDENTIAL (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC OFFICE/RESIDENTIAL PARKS AND RECREATION • TRANSPORTATION (ROW, RAIL, METRORAIL, ETC.) WATER 1. 241 G 0 Zoning - Downtown MiamiCentral There are six (6) base zoning districts within the identified 1/2-mile Station Area radius. Under zoning establishes standards and procedures for new development or redevelopment in the City. The table below shows the listing of applicable zoning districts. About 71% of the land area within the Station Area allows mixed use representing approximately 357 acres of land area. PURLI(. �.n „O-+S NOTICE Thls submittal needs to be schedu led for a public hearing accordance with tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. ZONING DISTRICTS PZ-20-6058 09/19/22 ttkli4� JEwCO- Zoning District Area_AC % of Total Area Business and Office 4.77 1% Institutions, Utilities & Communications 101.56 20% Mixed Use 0.68 0% Urban Center Zone 9.70 2% Urban Core Zone 331.00 66% Waterfront District 9.11 2% Unincorporated 45.75 9% Total Land Area within 1/2-mile Station Area Radius 502.57 100% 242 Figure 5-28: Zoning within City of Miami Station Area 0 BISCAYNE BLVD - • • . • . • • • • • ♦� This submittal needs to be scheduled for a public hearing in accordance with tlmellnes set forth in the City of Miami Cede. The applicade decision -making body will renew the information at the public hearing to render recommendation or a final decision. PZ-20-6058 09/19/22 Legend O PD&E Station Locations ® Additional Potential Station Locations 0.5-Mile Buffer • E . .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office I I Industrial Institutions, Utilities and Communication Mixed Use Suburban Zone - Urban Center Zone Urban Core Zone Waterfront District Unincorporated Zoning V// 1///, %/A 1///, Business and Office Industrial Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments Parks and Recreation NO ZONING DESIGNATED 243 Proposed Station Vision and Typology Table 5-19: Station Area Vision - Downtown MiamiCentral Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Station Area Today Station Area Vision Station Area Analysis • MiamiCentral Station - Brightline commenced service in May 19, 2018 • Located within CRA • Station serves multiple modes of transit • Pedestrian friendly environment • High density developments underway/ planned • Redevelopment opportunities especially west of 1-95 • World -class destination with pedestrian friendly environment • Work and Live in Downtown Miami • Minimize automobile dependency • Multiple transit options • SMART Plan growth analysis indicates the potential for continued population and employment growth in the area resulting in increased densification Table 5-20: Characteristics of a Regional Urban Center Station Typology Regional Urban Center (RUC) Land Use Mix The County's Comprehensive Development Master Plan (CDMP) designation of the area as the County's only Regional Urban Center (RUC) consists of lands within the established Rapid Transit Zone (RTZ). The CDMP calls for the highest level of development density and intensity within the Regional Urban Center, which is anchored by the Government Center Metrorail/Metromover Station. These standards implement CDMP policies calling for coordination of land uses and transportation facilities to promote transit -oriented development, attract transit ridership, and establish a more compact and efficient urban form within the Urban Development Boundary in this high - density, high -intensity area. Uses shall be permitted either alone or as mixed uses in horizontal or vertical integration. "Vertical integration" means any combination of categories of uses in the same building. "Horizontal integration" means any combination of parcels or buildings and structures with different primary uses within the same development. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that wa Eking routes between destinations in the center are direct, and distances are short. • Increased width and landscaped sidewalks Parking • Required off street parking may be located within one -mile of the boundaries of the RUC • Reductions from parking requirements shall be authorized where there is complementary mix of uses on proximate development sites and near transit stations Buildings &Building Heights • The maximum building height shall be the maximum allowed by Miami -Dade Aviation Department (MDAD) in accordance with the zoning regulations for Miami International Airport provided in chapter 33. Density and Intensity • The CDMP calls for the highest level of development density and intensity within the RUC. The floor area ratio, lot coverage, and maximum square footage of buildings to be developed shall not be limited • Maximum Densities Dwellings per Gross Acre: 500 du/ac. Open Space • The minimum open space requirement shall be 15 percent (15%) of the gross development area. (Source: Adopted 2020-2030 CDMP Updated June 2018) 244 G 0 rt- PUBL., Summary - Downtown MiamiCentral NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. 1. Downtown Miami is envisioned as a world -class destination with a transit -oriented and pe transportation system that enhances the environment and culture of Downtown Miami by minimizing automobile dependency. 2. Government Center Station serves Downtown Miami and has the highest projected employment density along the corridor and highest projected ridership. The Station has significant TOD development potential due to abundance of commercial land uses. Government Center Station Segment Area also has among the highest projected population density along the corridor. 3. The multiple transit options at Government Center will maximize the feasibility of doing business, working, and living downtown and ensure that employees, residents, and visitors can select the transportation options that best fit their needs. Tri-Rail Coastal Link and Brightline (All Aboard Florida) will provide direct regional connections to Downtown Miami. 4. Comprehensive Plan / Zoning Support in place to allow TOD development. PZ-20-6058 09/19/22 • irtiti Elm CO v 245 1111111111111111 5.1.2.10 Conclusions CG 0 e PUBLie NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 09/19/22 Within the SMART Plan Northeast Corridor, each identified station area segment has a unique geo regulatory context. The Preferred Land Use Scenario and Visioning Planning analysis considers the existing and proposed land use policies within the corridor as adequate to support SMART Plan growth and therefore support the forecasted ridership for the corridor. The following summarizes key aspects that address each community's overall vision, goals, and objectives while supporting transit in the Northeast Corridor. 1. Transitsupportive land use and zoning is in placeforAventura, North Miami Beach, and Miami. El Portal and North Miami are in the process of updating future land use and zoning to support increase in density and intensity while preserving existing residential neighborhood character. 2. The Station Area characteristics for all identified station areas will require First Mile/Last Mile connectivity enhancements to support TOD development. 3. For all Station Areas, the Station Area Vision as identified during the Charrette Series 1 and Charrette Series 2 aligns with identified Station Typologies. 4� co nd 246 PUBL., G 0 4 5.2 Beach Corridor Preferred Land Use Sce and Land Use Policy Recommendations 5.2.1 Beach Corridor Preferred Land Use Scenario 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 4,0"/ iEw c°' Due to the COVID-19 global pandemic related restrictions, the final charrette for the Beach Corridor was replaced with a virtual workshop. The virtual workshop was held on Thursday, May 7,2020, involving stakeholder agencies, includingstaff from the City of Miami Beach to obtain input forthe Beach Corridor preferred land use planning and visioning scenario. The following factors were considered during the Preferred Land Use Scenario development: • Preferred Land Use Scenario and Visioning Planning charrette conducted in Downtown Miami and Miami Beach in February2018 • Locally Preferred Alternative for Beach Corridor PD&E selected byTPO Governing Board in January2020 • Transit -readiness in the City of Miami Beach The Beach Corridor land use scenario was developed from Build Scenarios from the Northeast Corridor. In the overlap area, the Beach Corridor land use scenario focuses most population growth in the Wynwood/Edgewater Station Area Segment. Furthermore, the SMART Plan population and employment growth is concentrated along the North Miami Avenue corridor within the overlap area. • Midtown/Design District ♦ Accounts for an elevated Metromoverconnection with three proposed stations, as well as a commuter rail station as identified in the Northeast Corridor. ♦ Opportunities for growth and redevelopment along North Miami Avenue with the proposed Metromover connection. • Wynwood/Edgewater ♦ Accounts for an elevated Metromover connection with four proposed stations, as well as a potential in -fill commuter rail station along the Northeast Corridor. ♦ Opportunities for growth and redevelopment along North Miami Avenue, with the proposed Metromover connection, and near the proposed Herald Plaza transfer station. • Downtown Miami ♦ MiamiCentral Station to serve as a regional hub with integrated mobility options (commuter rail, Brightline, and Tri-Rail). ♦ An expanded Metromover system providing connectivity from Brickellto Design District with asingle transfer. ♦ Single transfer trip to Miami Beach. ♦ Opportunities for growth and redevelopment with enhanced premium transit connections. • Miami Beach ♦ Enhanced mobility options within Miami Beach and premium transit connections to Downtown Miami, Wynwood and Design District. ♦ Some redevelopment anticipated near transit nodes, but no additional population or employment from SMART Plan is projected. 247 Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. The Preferred Land Use Scenario combinesthe LPAforthe Beach Corridorwith the Northeast Build Scenarios. The socio-economic data projections associated with the Preferred Land U summarized in Table 5-21 and key characteristics are summarized below. • Metromover service for the Design District with extension of existing Metromover system from School Board Station to NW 41 Street • Elevated rubber tire vehicle for the Beach Corridor Trunkline from existing Downtown Metromover Omni Station to 5 Street/Washington Avenue • Bus/Trolley in dedicated lanes forthe Miami Beach extension from Washington Avenue/5 Street to the Miami Beach Convention Center • Enhanced mobility options within Miami Beach • Transit connections to Downtown Miami, Wynwood/Edgewater and Midtown • Transit accessibility to the MiamiCentral Station • Some redevelopment near transit nodes, but no net additional growth projected Table 5-21: Beach Corridor PZ-20-6058 09/19/22 Station Area Segment Trend (2040) Preferred Scenario Trend + Preferred Scenario Population Employment Population Employment Population Employment Midtown/ Design District 43,578 20,001 8,500 2,500 52,078 22,501 Wynwood/ Edgewater 44,347 13,300 12,000 5,500 56,347 18,800 Downtown Miami 40,947 51,031 6,000 7,000 46,947 58,031 Miami Beach 63,369 68,733 0 0 63,369 68,733 Total 192,241 153,065 26,500 15,000 218,741 168,065 5.2.1.1 Testing of Preferred Land Use Scenario The Preferred Land Use Scenario was evaluated using the FTA's STOPS model ridership estimates and FTA's Land Use Criteria for New Starts projects. While transit ridership criteria are applicable both at system level and station area level, land use criteria are applicable at the corridor level only. STOPS Ridership Estimates The STOPS model estimates for the Preferred Land Use Scenario considered the following: • Six potential commuter rail station locations, as identified in the Northeast PD&E study and an infill station in Wynwood/Edgewater. • Seven Metromover extension station locations are provided in the overlap area from Downtown Miami to Midtown/Design District. 248 G 0 4 • Three trunkline station locations are provided along the McArthur Causeway/5 Street. • Five potential bus/trolley station locations for the Miami Beach extension alongWashingto Street to the Convention Center as identified by Miami -Dade DTPW. The STOPS forecasts summarized in Tables 5-22, 5-23, and 5-24 indicate high transit ridership levels. In comparison to the 2040 Trend Land Use Scenario, the Beach Corridor Preferred Land Use Scenario indicates a 16 percent increase in system boardings. These results were presented during the SAC Virtual Workshop held on May 7, 2020, for input. PURL, 6,11 F'r ON NOTICE This submittal needs to be schedu led for a public healing In accordance wiHi timelines set forth in the City of Miami Code. The appka deuIsion-ma king bodywill review the Information at the public hearing to render a recommendation or a final tleciaan. Table 5-22: STOPS Boarding Estimates for Metromover Extension Station Location 2040 Trend Preferred Scenario N Miami Avenue and NW 40 Street 1,411 1,471 N Miami Avenue and NW 34 Street 1,407 1,859 N Miami Avenue and NW 29 Street 2,519 2,919 N Miami Avenue and NW 26 Street 343 527 N Miami Avenue and NW 22 Street 201 710 N Miami Avenue and NW 16 Street 1,051 1,360 Total 6,932 8,846 Boardings per Station 1,155 1,474 PZ-20-6058 09/19/22 Reb! EW CO' Table 5-23: STOPS Boarding Estimates for Trunkline Elevated Rubber Tire Vehicles Station Location 2040 Trend Preferred Scenario Herald Plaza 17,769 21,011 Children's Museum 112 105 5 Street and Lenox Avenue 1,974 2,138 5 Street and Washington Avenue 6,525 6,804 Total 26,380 30,058 Boardings per Station 6,595 7,515 1. 249 Table 5-24: STOPS Boarding Estimates for Dedicated Lanes for Bus/T Station Location 2040 Trend Preferred Scenario Washington Avenue and 5 Street 444 520 Washington Avenue and 10 Street 13 19 Washington Avenue and 14 Street 157 157 Washington Avenue and Lincoln Road 369 412 Washington Avenue and 19 Street 46 72 Total 1,029 1,180 Boardings per Station 206 236 This submittal needs to be scheduled for public hearing In accordance wit, hmehnes set forth in the city of Miami Dade. The app.leade decision-maling bodyvntl review the lntormation at the public hearing to antler a recommendation or a final decision. PZ-20-6058 09/19/22 FTA Land Use Criteria The employment and population density associated with the Preferred Land Use Scenario were compared with the FTA's New Starts Land Use criteria outlined in Table 5-25 below, and the resulting ratings are summarized in Table 5-26. The Preferred Land Use Scenario results in a Medium -High rating for employment and a High rating for population density. Overall, Medium -High or High ratings reaffirm the Beach Corridor's strong suitability for premium transit service. Table 5-25: FTA New Starts Land Use Criteria Rating Employment served by system Average population density (persons/square mile) High >220,000 >15,000 Medium -High 140,000-219,999 9,600-15,000 Medium 70,000-139,999 5,760-9,599 Medium -Low 40,000-69,999 2,561-5,759 Low <40,000 <2,560 Table 5-26: Evaluation of Beach Corridor Scenarios per FTA Land Use Criteria Scenario Employment Population Density (persons/square mile) Employment Rating Population Density Rating Trend 153,000 (overlap and Beach) Medium -High 20,500 (overlap and Beach) High Beach Corridor Scenario 168,000 (overlap and Beach) Medium -High 23,400 (overlap and Beach) High 250 G 0 rt- O PUBO 1. 5.2.2 Beach Corridor Land Use Policy Recommendations NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The applies de deuIsion-making body will review the Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 A'" 09/19/22 Q�� Ew c°• The SMART Plan Land Use Policy Recommendations for the Beach Corridor summarizes the analyses, issues and findings undertaken as part of this study in order to assess the level of readiness for TOD within the corridor. The study focuses on the PD&E locally preferred alternative (see Figure 2-13) and SMART Plan "Overlap Area "from Midtown to Downtown Miami across the Macarthur Causeway to Miami Beach terminating at the Miami Beach Convention Center. The commuter rail station within the Florida East Coast Railway (FEC) Corridor for the Northeast Corridor, along with the PD&E Study Locally Preferred Alternative (LPA) for the Beach Corridor offer catalytic opportunities for growth in the Urban Neighborhood Districts of Midtown, Wynwood/Edgewater and Downtown Miami, including the re -development potential of the North Miami Avenue Corridor. These transit facilities will enhance the interconnectivity among distinct mixed -use Neighborhood Sub -Districts: Midtown Miami, Design District, Wynwood, Edgewater, Arts and Entertainment District, and Downtown Miami. This area in the City of Miami is characterized by relatively high density; a mix of residential, office, cultural, retail and other uses such as entertainment, with an active public realm within walking distance of all transit stations. The Miami Beach Urban District, an already developed mixed -use urban environment, is one of the premier destinations for tourism in the Greater Miami Area. It is distinguished by the largest concentrated collection of Art Deco, which was designated a National Register District in 1979, attractive medium and high -density neighborhoods, a vibrant entertainment district, with regional cultural assets and a newly modernized Convention Center. The Miami Beach Urban District is characterized by its well-defined urban pattern configuration of small blocks within easy walking distance to the LPA station locations. In this area, the resulting set of challenges originate from the aspects of preservation of Historic buildings, urban form and scale. As documented in the SMART Plan Charrette Chapter, the first community charrette sessions for this Corridor were designed to solicit feedback on the degree of desire and readiness for TOD in the Midtown Area, Downtown Miami and Miami Beach, with participants mapping the locations for TOD opportunities and constraints, and identifying actions that could potentially stimulate investment and/or improvements. Discussions were framed by a set of criteria identified as essential components of transit -oriented development: physical suitability, plans in place, local regulatory framework, and existing market trends Once the PD&E study identified the transit mode(s), alignment, and station locations, the project team held a SAC Virtual Workshop to discuss and obtain feedback regarding the results of the land use scenario analysis that focuses on the Beach/Northeast SMART Plan Corridor "Overlap Area" (Downtown Miami to Midtown Miami) and the Beach Urban Area segment terminating at the Miami Beach Convention Center. 251 The analysis of the land use scenario plans and the resulting land use policy recomme consideration the following key aspects: Thls submittal needs to be schedu led for a public hearing In accordance witth tmermes set forth in the city of Miami Cede. The app.icabe decision -mating bodywiLL review the information at the public hearing to .ender a tecommendation or a final decision. PZ-20-6058 09/19/22 • How the recommended land use scenarios support the forecasted ridership for the Beach Corridor; • Recommendations for land use policy and regulations changes for the corridor in order to address the community's overall vision, goals, and objectives, while supporting transit in the Beach Corridor; • Identify the impacts of the Land Use Scenario Plans to the comprehensive plans at county and municipal level; and, • Implementation of the plan highlighting any necessary actions. 5.2.2.1 TOD Analysis Evaluation Criteria Table 5-27 summarizes the TOD Analysis Criteria and findings for each of the proposed two (2) place types station areas defined by Urban Neighborhood Districts and corresponding Sub -Districts. 1. Neighborhood Characteristics: The analysis considers the general proposed location of the stations as identified by the Tri-Rail Station Area Opportunity Plan and the PD&E studies forthe Beach Corridor and "Overlap Area" of the Northeast/Beach Corridors. The locational aspects of the station areas were analyzed to determine the degree in which the quantity and quality of access, amenities, and services within the district are sufficient to support transit -oriented development (TOD). The evaluation criteria include an analysis of the existing urban form (block and street grid), pedestrian access, bicycle access, and transit service frequency. 2. Neighborhood Area Vision: This evaluation criteria reviews the community's vision for the Station Areas as documented in the SMART Plan Charrette reports and considers identified opportunities for redevelopment within the Beach/Northeast SMART Plan Corridor "Overlap Area" and the Beach Corridor. The Station Area Centers or Districts are defined as the land area within a 1/2-mile radius of the potential stations as identified by the PD&E studies locally preferred alternatives. Yet it is not enough for development to be near transit. TOD must be shaped by and forthe communities in which they are built. TOD is more than mixed -use development or a multi -building development project. Each TOD may look different and have a different primary function, but successful TOD shares a set of planning and design principles. These principles shape the land use, circulation, urban form and overall performance. This analysis considers the District Area's capacity to attract ridership and serve transit - dependent populations or high -density population/employment centers while providing connectivity to the overall multimodal transportation network. The District Area Vision also considers the proposed Urban Center Typology for each Station Area as defined in the Miami -Dade County's Adopted 2020-2030 Comprehensive Development Master Plan (CDMP), updated in June 2018, as well as a District Typology for neighborhoods as defined in ReconnectingAmerica and the CenterforTransit-Oriented DevelopmentTOD 202Station Area Planning. 252 PUBL, G 0 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. 9 n PZ-20-6058 09/19/22 Diversified Urban neighborhoods that are organized along a well-connected street netwo to become hubs for future urban development intensification in Miami -Dade County, arou compact and efficient urban structure will evolve. Three scales of centers are planned: Regional, Metropolitan and Community. Yet another categorization that occurs at the level of Urban Neighborhood District may be occurring in Midtown, Wynwood/Edgewater and Miami Beach, where transit is often less a focal point for activity than it is in the station "center" category, and where stations may be located at the edge of two or more distinct neighborhoods. Many districts in Miami and Miami Beach were developed at the time, where streetcars were the connective tissue of mobility that defined the street patterns, and are suitable for investment in a new rapid transit system. Densities are usually higher immediately adjacent to the primary transit stations but spread more evenly throughout the half -mile radius. 3. Supportive Land Use and Transit -Oriented Development (TOD) Potential: The analysis provides an overview of the land use and zoning regulations stipulated by each municipality currently mapped within a half - mile radius of each identified station location. This analysis assesses whether the current regulatory environment allows for the development of land uses and building forms typically seen in TOD (such as vertical mixed -use development, multi -family housing, live -work housing, etc.), and the degree to which the regulations allow for development that is walkable and sustainable. Based on evaluations of comprehensive plans and coordination with local jurisdictions, in addition to analysis of potential density and intensity of development within the Station Area Centers or Districts, land use regulatory consistency has been documented to assess the TOD-readiness of each Station Area. The TOD potential readiness criteria evaluate the physical and infrastructure framework of the Station Area to assess the level of readiness to support new development and determines the potential capacity for new development. Criteria include: plan in place, transit -supportive zoning, developable land (vacant and underutilized), ownership fragmentation, and if special district (in place). 44, r y1 Ew cOv: 253 4 5.2.2.2 TOD Analysis Summary Table 5-27: SMART Plan TOD Analysis Summary Thls submittal needs to be scnedu led fora public hearing In accordance with dmellnes set forth in the city of Miami Code. The app.icabe decision -making body vdlt review the inionnaton at the public hearing to 'ender a rnendation or a final decision. PZ-20-6058 09/19/22 ANALYSIS CRITERIA STATION DISTRICT SEGMENT Miami Beach City of Miami Beach Station District Typology (i) Urban Neighborhood District/Employment District Station District Characteristics are TOD Supportive Station District Vision aligns with Station Typology Yes Transit -Supportive Land Use In Place Transit -Supportive Zoning In Place • TOD Potential Medium -High Level of TOD-Readiness City is in process of updating affordable housing policies and office use incentives. ANALYSIS CRITERIA STATION AREA SEGMENT NE 36th Street NE 29th Street MiamiCentral Midtown / Design District Wynwood/Edgewater City of Miami Station Typology (i) Metropolitan Urban Center Neighborhood Urban Center Regional Urban Center Station Area Characteristics are TOD Supportive Station Area Vision aligns with Station Typology Yes Yes Yes Transit -Supportive Land Use In Place Transit -Supportive Zoning In Place TOD Potential High High High Level of TOD-Readiness High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. • Complete C In Progress O None (i) Identified Station Typology and Station Area Character is based on the Miami Dade County Comprehensive Development Master Plan CDMP - Recommendations Report Final - Smart Corridor. 01/10/2019. 254 5.2.2.3 Miami Beach Urban District /Convention Center Please refer to section 5.1.2.7 through 5.1.2.9 for a discussion of the Beach/Northeast Corridor ov= "." : ion area segments including Midtown/Design District, Wynwood/Edgewater, and Downtown MiamiCentral. The Urban Neighborhood District of Miami Beach contains six Historic Districts, four of which are in the National Register. The PD&E locally preferred alternative is positioned on the edges of these districts which have grown into attractive medium and high -density mixed -use neighborhoods, with a vibrant entertainment zone enhanced by regional cultural assets and a newly modernized Convention Center. The Convention Center District is supported by Lincoln Road , a world-famous shopping street in Miami Beach that has seen the most accelerated growth in the City since the establishment of a CRA in 1992 that has funded infrastructure improvements to attract better businesses, as well a newly improved Convention Center Facility that hosts major national and international eventsthroughouttheyearand an internationally renowned Cultural Facility -The New World Center and Park. This submittal needs to be sc hedu Led for a public hearing in accordance with timelines set forth in the City of Miami Code. The applica de decision -making bodywill renew the information at the public hearing to render a recornmendadon or a finaldeci9on. PZ-20-6058 09/19/22 SMART PLAN Land Use and Visioning The following table summarizes the population and employment baseline and trend growth data for the Urban Districts of Miami Beach and the incremental growth based on the SMART Plan Preferred Land Use Scenario and Visioning Planning. For data sources, refer to TOD Analysis - Evaluation Criteria. POPULATION AND EMPLOYMENT SUMMARY Miami Beach Station Segment Area POP EMP Baseline Data and Growth Existing 2010 47,195 47,567 Trend 2040 63,369 68,733 Baseline Growth 16,174 21,166 SMART Plan Incremental Growth (2040 Adjusted - 2040 Baseline) Preferred Scenario 0 0 2040 Trend + Preferred 63,369 68,733 255 Figure 5-29: SMART Plan Beach Corridor Aerial Map ThIssubrnilial needs to be scheduled for a public hearitrato ng In accordance with t mein. set forth in tha City of COde The ppica decIsion -mane body NOLL review the Intorrnaton al the public hearing to 'ender a 7atomrnendation or a final tlekbaon NE Corridor Potential Station Location per FDOT PD&E Studies Beach Corridor as per PD&E LPA Recommendations: Proposed Station Locations Proposed Miami Extension Proposed Trunkline Proposed Miami Beach Extension 256 NOTICE This submittal needs to be scheduled for a public hearing in accordance with tmellnes set forth in the City of Miami Code. The applica Lie decision -making body will renew the infomhahion at the public hearing to render a recornmendadon or a finaldecinon. Figure 5-30: Historic Districts and Sites of the City of Miami Beac SUNSET ISLAND 2 SUNSET ISLAND .TAR ISLAND SUNSET ,ELAN 4 DEL LE ISLE 111111E :1111.111W gm mm Ili=i 01711114, V1 ' 11k" • !1 IRI_ 1 TERMINAL ISLAND Palm View .Historic District• • FISHER ISLAND kt Museum .; Historic'l)istrict EspanolnWay„ �+Histar c D1 strict Flamingo Park Historic District; Ocean Roach Historic District ,Ocean Drivel C Sl l h n s Avenue Iiistnric District LI Atlantic c Ocean PZ-20-6058 09/19/22 LOCAL HISTORIC DISTRICTS =spancia Way Historic District Altos del Mx Historic District 'Indilitte Pink Helene Dieing Ocean Dnve/Delbse Meters Hisionc 1]Ietn, ® Amman Mebane Dietrice nOcean etas. Hisiont Distinct riereing Wraiths Historic plstrxt O Pale} yew Histryk Detect Colletsvile serfrpnt H111931 Qlsyel North Basch Resod HDmric Cicala Monition lM14tenstey Historic District 1.1..Ei in I,ayvdue141420d1 Century. 4aa.x10 d16VItt Nu. 3ho,-a♦Ie om Dslapt Normandy Isys Historic 3Istn4 NATIONAL REGISTER HISTORIC DISTRICTS OMiami Beset NtlaleLTutal DNS. Normandy isles Historic DISE.. North Shoe He3orla Dieh101 1=Cot4le Warattror Aschge:inns! e. s4101 LOCAL HISTORIC SITES 0 ?Id.E4y Hall HiHlonc Sits 0�.E atsl$SRtereaflon canter HatINIc 3Ae V Ctngretna9en Beth Jacob Hlemrlc Site 0y� 4enelian Caasewar Hrc[onc Site 0 Laiahil eeecn 4'Mmane club HI810notolr Ap Sunset teland Bridges Heaton, Stricture; P The Beth pub I4etdri0 site 0 male me Fir* stew H2t0od Site PingTr4q [h Hisioii4 Readmit, Pleaer Memonal and Monument elemd Metonc 34a B9t3 Sifts. Station. Historic S4e I® ?8M el °trllsil our Rlm3ng 44Mon H6Wi0 3k6MU14 t404 Lon0e Ara Helen Site el 36 peeps Of Hume Sue re 17assito4 RA 4etorle 3Re 257 NOTICE Thls submitlal needs to be schedu led for a public hearing accordance wibr tmellnes set forth in the city of Miami Cede. The app.icabe decision-malung bodywiLL review the lnlormaton of the public hearing to antler a rnendation or a final tleuaon. Existing Land Use — Miami Beach Urban District The Miami Beach Urban Neighborhood District consists of 3.3-square miles of prime waterfr located on the Southern Area of the City of Miami Beach bounded by Biscayne Bay and Alton Road to the west, the Convention Center District to the north, the Atlantic Ocean to the east and Government Cut on the south. The Miami Beach Urban District is distinguished by having the largest concentrated collection of Art Deco Buildings in the country, a Historic District designated in the National Register in 1979. This unique mixed -use urban environment complemented with white sand beaches is one of the premier destinations for tourism in the Greater Miami Area. The City of Miami Beach attracts about 6 million visitors a year. Unlike Miami -Dade County and its municipalities that continue to grow at a steady rate, Miami Beach has experienced moderate infill development balancing issues of preservation, resiliency and quality of life for its residents, with economic growth. Over 30% of the land area of the mixed -use district is comprised of medium density zone (25 du/acre to 60 du/ acre and a high density zone (60 du/acre to 125 du/acre) in the land area fronting the waterfront on West Avenue and South Point, which are the most populated mixed -use residential/districts. About 26% of the land area is designated as lower density zone, which is mostly centered in The Flamingo Park Historic Neighborhood. Ground floor retail and commercial activities throughout the urban district are well defined in an urban pattern configuration of small blocks within easy walking distance to the proposed station locations. Moving forward, an enhancement of the pedestrian environment that would include wider sidewalks and dedicated bicycle paths, will improve the mobility opportunities within the Urban Neighborhood District. From a market perspective, the greatest challenge lies in the reinvestment opportunities along the three mixed - use corridors in this district- 5th Street, Washington Avenue and Alton Road- which face a set of challenges that originate from the aspects of resiliency and preservation of historic buildings, urban form and scale. The recent zoning change that lowered or excluded parking standards in order to reduce automobile traffic and promote multi -modal transportation in Washington Avenue, has attracted several investment opportunities in hospitality uses. The City has committed to construct municipal parking garages as part oftheircapital improvement program through both public and public -private partnerships to help alleviate some of the initial parking shortfall while simultaneously evaluating future local transit alternatives to improve mobility solutions in their long-range plan. The consideration of land use changes that would incentivize office uses in the future in these corridors, would be important to the success of further enhancing the market dynamics already in place while balancing the quality of life issues of the existing residential community. Important to note is that a significant number of acres in this Urban District are dedicated to parks and recreation areas such as Flamingo Park, Lummus park, and South Pointe Park, that are enjoyed by notonlythe City residents, but by all Miami -Dade residents as well as visitors. PZ-20-6058 09/19/22 e 258 Figure 5-31: Existing Land Use within City of Miami Beach Urban Distri ,.W 51x16w.. /'• `MIN `di ` ► Sittplia le MEI Y 1 t� n roatct.Ca war or- �# iir all i• ■l_...R This submittal needs to be schedu lee for a public hearing in accordance with timelines set forth in the City of Miami Ccde. The applica de decision -making bcdy will 4 reblew ttheinfonnaUon at the public hearing to render recornmendadon or a finaldecrnon. PZ-20-6058 Legend PD&E Station Locations Additional Potential Station Locations D0.5-Mile Buffer E . .1 Study Corridor Q Municipalities County Land Use Business and Office Institutions, Utilities, and Communication Environmentally Protected Parks ▪ Parks and Recreation Industrial ▪ Single -Family, High Density - High -Density Residential Single -Family, Med.-Density Single -Family, Low -Density Low -Density Residential Government Housing Residential Misc. Townhome and Duplex Hotel Education Transportation Vacant 259 G 0 PUBLI(, NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. PZ-20-6058 Future Land Use - Miami Beach Urban District 09/19/22 4te Figure 5-32 indicates Future Land Use designations within the Urban District. The table belo IEW C° the estimated land area and percentage of land area for each FLUM District designation located within the 1/2- mile Station Districts including the bus/trolley extension from Washington Avenue and 5th Street to the Miami Beach Convention Center. Within the District Area boundaries, there are twenty-eight (28) Future Land Use (FLU) designations. The Future Land Use designations, as indicated herein, support the SMART Plan growth projections for transit - oriented development within the identified 1/2-mile Station District radii. FLUM DISTRICT LAND AREA FLUM District Area AC % of Total Area Commercial, Low Intensity 2.31 0.2 Commercial, Medium Intensity 88.37 5.9 Commercial, High Intensity 81.42 5.5% Comm. Perfor. Standard, Intensive Lmtd Mixed Use 23.96 1.6 Commercial Perfor. Standard, General Mixed Use 61.65 4.1 Comm. Perfor. Standard, Intensive Mixed Use 3.30 0.2 Comm. Perfor. Standard, Intensive Phased Bayside 22.85 1.5 Marine Recreational 1.96 0.1 Mixed Use Entertainment 81.40 5.4 Parking 15.38 1.0 Public Facility 40.81 2.7 Public Facility Convention Center 89.75 6.0 Public Facility, Educational 53.41 3.6 Public Facility, Hospital 0.74 0.0 Residential Multifamily, Low Intensity 258.34 17.3 Residential Multifamily, Medium Intensity 60.02 4.0 Residential Multifamily, High Intensity 84.04 5.6% Residential Mixed Use Performance Standard 12.46 0.8 Residential Office 12.07 0.8 Recreation And Open Space 274.64 18.4 Residential Perfor. Standard, Medium -Low Density 9.47 0.6 Residential Performance Standard, Medium Density 20.88 1.4 Residential Perfor. Standard, Medium -High Density 25.10 1.7 Residential Performance Standard, High Density 40.90 2.7 Single Family Residential 118.88 8.0 Special Public Facilities Educational Standard 7.15 0.5 Townhome Residential 2.38 0.2 Total Area (Acres) 1493.64 1000/0 260 Figure 5-32: Future Land Use within City of Miami Beach Urban Distric Legend O PD&E Station Locations • Additional Potential Station Locations p 0.5-Mile Buffer • _ I. - Study Corridor Q Municipalities Municipal Future Land Use BUSINESS AND OFFICE HIGH DENSITY RESIDENTIAL (HDR) 60-125 DU/AC INDUSTRIAL AND OFFICE INSTITUTIONS, UTILITIES AND COMMUNICATION LOW DENSITY RESIDENTIAL (LDR) 2.5-6 DU/AC LOW -MEDIUM DENSITY RESIDENTIAL (LMDR) 6-13 DU/AC MEDIUM DENSITY RESIDENTIAL (MDR) 13-25 DU/AC MEDIUM -HIGH DENSITY RESIDENTIAL (MHDR) 25-60 DU/AC PARKS AND RECREATION TERMINALS WATE R Ma submittal needs to be scnedu led for a public hearing In accordance with timelines set forth in the City of Miami Cede. The applicade decision -making body will review the information at the public hearing to render a recommendation or a final deciaan. PZ-20-6058 09/19/22 261 ThIs submitlaI needs to be schedu led tor a public hearing In accordance witty timelines set forth in the city of Miami Cede. The app.iwbe dslsion-malung bodyvdtl review the lntormaton at the public hearing to .ender a recommendation or a final decision. Zoning - Miami Beach Urban District There are twenty-nine (27) base zoning districts within the identified 1/2-mile Station District ra below shows data for the listing of applicable zoning districts. 0ver44% of the land within the Station DistrictArea has a zoning designation that allows mixed use development representing approximately 921 acres of land area. ZONING DISTRICTS Zoning District Area_AC % of Total Area Convention Center District (CCC) 72.94 6.2 Commercial, Low Intensity (CD-1) 1.69 0.1 Commercial, Medium Intensity (CD-2) 71.36 6.0 Commercial, High Intensity (CD-3) 65.18 5.5 Commercial Limited Mixed -Use (CPS-1) 18.41 1.6 Commercial General Mixed -Use (CPS-2) 49.79 4.2 Commercial Intensive Mixed Use (CPS-3) 2.73 0.2 Commercial Intensive Phased Bayside (CPS-4) 17.85 1.5 Government Use (GU) 289.19 24.4 Hospital District (HD) 0.59 0.1 Marine Recreational (MR) 1.79 0.2 Mixed Use Entertainment (MXE) 63.93 5.4 None 9.56 0.8 Multifamily, Low Intensity (RM-1) 207.30 17.5 Multifamily, Medium Intensity (RM-2) 48.65 4.1 Multifamily, High Intensity (RM-3) 65.52 5.5 Residential Mixed -Use (RMPS-1) 10.07 0.8 Residential Office (RO) 10.05 0.8 Residential Medium Low Density (RPS-1) 7.65 0.6 Residential Medium Density (RPS-2) 16.86 1.4 Residential Medium High Density (RPS-3) 20.27 1.7 Residential High Density (RPS-4) 27.16 2.3 Residential Single Family (RS-2) 9.82 0.8 Residential Single Family (RS-3) 30.17 2.5 Residential Single Family (RS-4) 54.58 4.6 Special Public Facility Education (SPE) 5.79 0.5 Townhome Residential (TH) 1.93 0.2 Waterway District (WD-1) 1.93 0.2 Waterway District (WD-2) 2.09 0.2 Total Area (Acres) 1184.86 100% 262 PUB1, G 0 4 Figure 5-33: Zoning within City of Miami Beach Urban District Are NOTICE This submittal needs to be schedu led for a public hearing In accordance wiHr timelines set forth in the City of Miami Code. The appka deuIsion-ma king body ...AR revlewthe Information at the public hearing to render a recommendation or a final tleciaon. PZ-20-6058 09/19/22 .;o eVI EW CO' Legend • PD&E Station Locations • Additional Potential Station Locations 0.5-Mile Buffer E . .1 Study Corridor Q Municipalities Water Municipal Zoning Business and Office Industrial High Density Multifamily Residential Medium -High Density Multifamily Residentk Medium Density Multifamily Residential Low -Medium Density Multifamily Residentia Low Density Multifamily Residential Single Family Residential Institutions, Utilities and Communication Mixed Use Residential Waterfront District Unincorporated Zoning WA Y/A WA !/A VA Business and Office Industrial Multifamily Residential Single Family Residential Residential Misc. Government Owned Neighborhood Facilities Mixed Use/Planned Developments Parks and Recreation NO ZONING DESIGNATED 1. 263 11111111111111111 Proposed Station Vision and Typology Miami Beach Urban District Table 5-28: Station Area Vision - Miami Beach Urban District K� �P NOTICE Thls submittal needs to be schedu lee for a public hearing accordance wilt, tmerines set forth in the city of Miami Code. The app.icabe decision -mating bodyvAL review the information at the public hearing to tender a tecommendation or a final decision. PZ-20-6058 09/19/22 RtV!EW CO ' District Area Today District Area Station Vision District Area Station Analysis • Miami Beach Urban District has the population and employment density to support transit. • Located within CRA • District serves multiple modes of transit • Pedestrian friendly environment • High density developments underway/ planned at 5th Street and Alton • National and Local Historic Districts • Pedestrian access issues crossing Alton Road and 5th Street • Underutilized parcels in Washington Avenue present redevelopment and infill development opportunities • World -class destination with pedestrian friendly environment for local community and visitors • Improve east -west greenway system for dedicated bike connections • Transit connections Downtown Miami, Wynwood/ Edwater and Midtown provides redevelopment opportunities on Washington Avenue • Improved mobility options within Miami Beach • Promote Workforce Housing Incentives • Promote Office Use Incentives • Mixed use growth potential. • SMART Plan analysis shows some redevelopment near transit nodes, but no net additional growth. 264 PUBL, G 0 a A 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. PZ-20-6058 09/19/22 R4-V! EW CO' Table 5-29: Characteristics of an Urban Neighborhood District/Employment Distr Station Typology Urban Neighborhood District/Employment District Land Use Mix Diversified Urban Neighborhood Districts are encouraged to become multimodal hubs for future urban development intensification in Miami -Dade County, which encompass compact and well defined urban neighborhoods with no clear center. These Urban Neighborhood districts are intended to be moderate- to high -intensity design -unified areas which will contain a concentration of different urban functions integrated both horizontally and vertically. Urban neighborhood centers are primarily residential mixed with local -service retail and special Employment Districts such as entertainment/hospitality uses. Such neighborhood districts shall be characterized by physical cohesiveness, and direct accessibility by mass transit service, which are well connected to Regional and Urban Centers and high quality urban design. The core of the neighborhood districts should contain business, employment, civic, and/or high -or moderate -density residential uses, with a variety of moderate -density housing types within walking distance from the stations , which may be located at the edge of two district neighborhoods. Both large and small businesses are encouraged in these neighborhoods. Uses in Urban Neighborhood Districts / Employment Districts may include retail trade, business, professional and financial services, restaurants, hotels, institutional, recreational, cultural and entertainment uses, moderate to high density residential uses, and well planned public spaces. Street and Block Pattern • Connecting streets and pedestrian linkages • Size of blocks and network of streets and pedestrian accessways should be designed so that walking routes between neighborhoods are direct and distances are short. • Increased width and landscaped sidewalks Parking • Shared parking and parking reductions are encouraged • Reductions from parking requirements shall be authorized where there are shared uses or accessible municipal parking structures • Required off-street parking and public garages may be located in the district Buildings & Building Heights • The maximum building heights for developments in the district will vary by district characteristics -from high-rise to medium height structures (30 -15 stories) stepping down to small scale neighborhoods Density and Intensity • Average Floor Area Ratios (FAR): greater than 1.5 in the urban neighborhood districts and not less than 0.5 in the small scale neighborhoods • Maximum Densities Dwellings per Gross Area: 150du/ac. Open Space • A minimum of 15 percent (15%) of the lot area shall be reserved for open space. 265 Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Summary - Miami Beach Urban District Many urban neighborhoods like the City of Miami Beach, were developed atthe time where streetc to the mobility of the city that defined the street patterns and are now suitable for new rapid transit systems. 1. The Station near 5th Street and Alton Road has high potential for TOD with higher densities that spread more evenly throughout the half -mile radius. 2. Transit connections to Downtown Miami, Wynwood/Edgewater and Midtown will promote ridership. 3. The amount of commercial and office parcels in the future land use and zoningdistricts with reduced parking requirements, which promote multi -modal transportation, indicate potential for TOD within a 10-minute walk of the corridor along Washington Avenue and in the Convention Center District. 4. Enhanced mobility options within Miami Beach will be supportive of TOD development. 5. Transit -supportive plans and policies are in place in the District. PZ-20-6058 09/19/22 5.2.2.4 Conclusions Within the SMART Plan Beach Corridor, the identified Beach/Northeast SMART Plan Corridor "Overlap Area" and the Miami Beach Urban District segment have distinct physical and regulatory context. The Preferred Land Use Scenario and Visioning Planning analysis considers the existing and proposed land use policies within the Corridor as adequate to support SMART Plan growth and therefore support the forecasted ridership for the corridor. The following summarizes key aspects that address each community's overall vision, goals, and objectives while supporting transit in the Beach Corridor. 1. Transit supportive land use and zoning is in place for the Midtown District, Wynwood/Edgewater , North Miami Avenue Corridor, Downtown Miami and Miami Beach. 2. The Station Area and District characteristics for all identified station centers and Urban Areas will require First Mile/Last Mile connectivity enhancements to support TOD development. 3. Enhanced mobility options within Miami Beach will be necessary. 4. Miami Beach and Downtown Miami have the employment density to support transit. 266 0(1 a NOTICE Ma submittal needs to be scneau lee for a public hearing In accordance witti ti mellow set forth in the City of Miami Cede. The applica de decision-rna king body will review the information at the public hearing to render a recommendation or a final Decia on. PZ-20-6058 09/19/22 CHARTER SUMMARY AND RECOMMENDATIONS • PUBL.ic 1 SUMMARY AND RECOMMENDATIONS G 0 a 0 itS NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. This report documents Land Use Scenario and Visioning Planning for the Beach and Nor Corridors in Miami -Dade County.Thetwocorridors were studied together becausethestudy areas o Downtown Miami and Midtown Miami. The purpose of land use visioning is to integrate transportation and land use planning, whereby to maximize the effectiveness of transit investments in these SMART Plan corridors. 6.1 Northeast Corridor c. PZ-20-6058 09/19/22 The limits of the Northeast Corridor are from Downtown Miami to City of Aventura along the existing FEC railway for an approximate length of 14.5 miles. The PD&E study has so far identified the transit mode (cc commuter passenger rail), alignment (existing FEC railroad), and six preliminary station locations in Miami -Dade County. However, the PD&E study is currently on -hold until negotiations with FEC Railway for securing track access are complete along with the identification of a funding source for the project's operations and maintenance. The population within a half -mile buffer along the corridor is estimated to grow from 152,000 in 2010to 263,000 in 2040, a 73 percent increase. Similarly, employment is estimated to grow from 112,000 in 2010 to 158,000 in 2040, a 52 percent increase. With population centers such as Downtown Miami, Overtown/Wynwood, Midtown Miami, North Miami, North Miami Beach, and Aventura, and an existing rail corridor, the Northeast Corridor is in one of the most transit ready areas in Miami -Dade County. 6.1.1 Charrettes and Stakeholder Coordination Charrettes Two series of well -attended charrettes were conducted at key milestones to obtain public input for the land use visioning process. The first series, consisting of three charrettes held in North Miami, Miami Beach and Miami, focused on obtaining public input for the development of land use scenarios. Through "live polling" and breakout sessions, the participants provided input on the existing land use mix and transportation options, how the communities should grow, preferred land uses, and desired multimodal connections between origins and destinations. Workforce housing, mixed use developments, office, service, and recreational were amongthe uses that the participants would like to see enhanced within the Northeast Corridor. See Section 4.1 for additional information on the first series of charrettes. The second series, consisting of two charrettes, was conducted to obtain public input for the preliminary preferred land use scenario. These charrettes also included a social media component that allowed the public to join the charrettes via Facebook. During a "LEGO exercise" the participants allocated the preliminary SMART Plan population and employment growth projections to each station area. The attendees also identified first - mile/ last -mile connections needed for accessing transit. Overall, the charrette input indicated broad support for premium transit along the Northeast Corridor and transit -oriented development (TOD). See Section 4.2 for additional information on the second series of charrettes. Stakeholder Meetings A StudyAdvisory Committee (SAC) was formed comprised of representatives of local and state agencies to provide input for the Beach and Northeast Corridor land use visioning. The committee met five times during the study. In addition to providing input for the land use scenarios and technical material, the SAC also assisted in announcing charettes and encouraging the public to participate in the charrettes. 268 NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. A Technical Oversight Committee (TOC) was formed by the TPO comprised of consultant sta corridor study teams and several public agencies. The TOC meetings were used to plan charret approach for land use scenario development, and to ensure consistency among different corridor studies. In addition to the technical committee meetings, 13 meetings were conducted with municipal staff and elected officials to brief the study process and obtain input. Additional information on the stakeholder meetings is presented in Section 4.3. 6.1.2 Land Use Scenarios Development PZ-20-6058 09/19/22 Preliminary Land Use Scenarios Three preliminary land use scenarios were developed and evaluated for the Northeast Corridor. These scenarios considered different growth possibilities associated with the implementation of commuter rail service in the Northeast Corridor. In addition to the three build scenarios, socioeconomic data projections for year 2040 from the SERPM Version 7 were considered as the Baseline Trend Scenario (i.e., growth without implementation of the SMART Plan). The overlap area between the Northeast and Beach Corridors, and potential alignments of Beach Corridor were key factors in alternatives testing. 1. Build Scenario 1 "In Town -Downtown" — This scenario assigned most of the SMART Plan growth in Downtown Miami recognizing its' role as a regional center with two SMART transit corridors (Northeast and Beach) connecting Downtown Miami with major population centers and destinations. The other station areas were assumed to experience modest growth beyond the Trend Growth. Overall, the Scenario 1 results in a net population increase of 19,000 and a net employment increase of 11,000 (beyond the Baseline Trend Scenario) along the Northeast Corridor by 2040. 2. Build Scenario 2 "SMART Shift" — This scen a rio shifts the core of SMART Plan growth from Downtown Miami to the neighboring Wynwood/Edgewater areas. Under the Scenario 2, Wynwood/Edgewater was envisioned to experience significant SMART Plan growth, including a mixed use/residential district in Edgewater along Biscayne Bay and the Health District expansion. Downtown Miami will remain the employment hub and other station areas will experience moderate growth beyond the Trend Growth. Overall, the Scenario 2 estimates to result in a net population increase of41,900 and a net employment increase of28,500 (beyond the Baseline Trend Scenario) along the Northeast Corridor by 2040. 3. Build Scenario 3 "Highly Connected" — This scenario envisions growth spread out along the corridor, and the core of the SMART Plan growth shifting further north from Wynwood/Edgewater to Midtown/Design District. Significant SMART Plan growth possibilities include residential developments in Midtown, mixed -use redevelopments in North Miami Beach, and non-residential developments inAventura. North Miami and Upper East Side/El Portal were envisioned to experience community scale growth with some densification. Overall, the Scenario 3 estimates to result in a net population increase of 45,100 and a net employment increase of 32,000 (beyond the Baseline Trend Scenario) alongthe Northeast Corridor by 2040. See Section 3.1 for additional information on the preliminary land use scenarios. 269 NOTICE Thls submittal needs to be schedu led for a public hearing accordance with trnellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a rnendation or a final tleuaon. Preferred Land Use Scenario The preliminary land use scenarios were vetted through the Study Advisory Committee (SAC working meetings with TPO staff. In addition, FTA's Land Use Criteria for evaluating New Starts applications and ridership estimates developed using FTA's STOPS model were also used to evaluate the land use scenarios. The Preferred Land Use Scenario is a hybrid of the three preliminary land use scenarios. The key features of the Preferred Land Use Scenario include: growth generally spread out along the corridor; Downtown Miami remains as the regional center for residential and employment growth; Aventura continues to grow as an employment center; a mixed use residential district in Edgewater; mixed use development in North Miami Beach; and the potential for an in -fill station in Wynwood/Edgewater. Overall, the Preferred Land Use Scenario estimates to result in a net population increase of 44,500 and a net employment increase of 30,000 (beyond the Baseline Trend Scenario) along the Northeast Corridor by 2040. The STOPS model forecasts estimate the Northeast Corridor commuter rail service to attract approximately 15,500 boardings on a typical weekday in 2040, which is a 35 percent increase over the Trend Scenario. Further, the STOPS model forecasts the Metromover extension in the overlap area to attract approximately 8,800 boardings on a typical weekday in 2040, which is a 26 percent increase over the Trend Scenario. The FTA's Land Use Criteria indicate a Medium -High rating for employment and a High rating for population density. These results confirm the Northeast Corridor's potential for premium transit service. See Section 5.1.1 for additional information. PZ-20-6058 09/19/22 6.1.3 Land Use Policy Analysis An analysis was performed to determine if existing land use policies and regulations support the projected SMART Plan growth, including TOD, and if any changes may be needed. This analysis focused on the station area: identified as the land area within a half -mile radius of each identified station location in the FDOT PD&E study. In addition, a determination was made if the station area vision aligns with the station typology. As summarized in Table 5-27, transit supportive land use policies are already in place in Aventura, North Miami Beach, and Miami. In addition, North Miami and El Portal are in the process of updating future land use and zoning regulations to support increased density within the proposed station areas while preserving community characteristics. All station typologies were found to be consistent with the location station area visions. The station areas with the highest TOD potential include Miami Central, Midtown/Design District, North Miami Beach and Aventura. The TOD potential of station areas in North Miami and Upper East Side/El Portal was assessed to be medium/low based on existing regulations. See Section 5.1.2 for additional information, including station area analysis. 6.1.4 Northeast Corridor Transit Oriented Development Analysis Summary Table 6-1 summarizes the TOD analysis for station areas along the Northeast Corridor. The factors considered include supportive land use and TOD potential, neighborhood characteristics, and neighborhood area vision. 270 Table 6-1: SMART Plan TOD Analysis Summary This submittal needs to be sc hedu Led for a public hearing in accordance with timelines set forth in the City of Miami Ccde. The applica de decision -making body %ill reblew the information at the public hearing to render a recornmendadon or a finaldecinon. PZ-20-6058 09/19/22 ANALYSIS CRITERIA Station Typology (i) STATION AREA SEGMENT r �W NE 196th Street NE 163rd Street NE 125th Street NE 79th Street City of Aventura Metropolitan Urban Center City of North Miami Beach Metropolitan Urban Center City of North Miami Community Urban Center El Portal / City of Miami Community Urban Center Station Area Characteristics are TOD Supportive Station Area Vision aligns with Station Typology Yes Yes Yes Yes Transit -Supportive Land Use In Place • • Transit -Supportive Zoning In Place • • ID C TOD Potential High High Medium -Low Medium -Low Level of TOD Readiness High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. City in process of updating future land use and zoning regulations to support increased density/intensity within the Station Area while preserving unique North Miami neighborhoods. Village is in process of updating future land use and zoning regulations to support increased density/intensity within the Station Area while preserving unique El Portal neighborhoods. ANALYSIS CRITERIA STATION AREA SEGMENT NE 36th Street NE 29th Street MiamiCentral Midtown / Design District Wynwood/Edgewater City of Miami Station Typology (i) Metropolitan Urban Center Neighborhood Urban Center Regional Urban Center Station Area Characteristics are TOD Supportive Station Area Vision aligns with Station Typology Yes Yes Yes Transit -Supportive Land Use In Place Transit -Supportive Zoning In Place TOD Potential High High High Level of TOD-Readiness High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. • Complete C In Progress O None (i) Identified Station Typology and Station Area Character is based on the Miami Dade County Comprehensive Development Master Plan CDMP - Recommendations Report Final - Smart Corridor. 01/10/2019. 271 1111111111111111 6.1.5 Northeast Corridor Station Area Recommendations and La The recommendations for the Northeast Corridor Station Areas are summarized below. Thls submittal needs to be schedu led for a public hearing accordance witty tmellnes set forth in the city of Miami Cede.The app.lcabe decision-malung bodywiLL review the Into maton at the public hearing to antler a recommendation or a final tleuaon. Aventura The Metropolitan Urban Center station typology is recommended for the Aventura station area as this area will continue to serve as an important Employment Center. Table 6-2 provides a summary of the station area vision characteristics for Aventura. Table 6-2: Station Area Vision - Aventura Station Area Today Station Area Vision Station Area Analysis • Major retail and office land uses • Aventura Mall is the main activity anchor • 0jus has redevelopment plan in place • Pedestrian access issues • Causeway connection issues • Traffic congestion Aventura as a Major Employment Center within the corridor Growing Aventura "Medical District" at Hospital location Mixed use developments Enhanced livability with public plazas and neighborhood parks Pedestrian bridge over US 1 connecting the station with the Aventura Mall Connection to Park and Ride (PNR) at Ives Dairy Road • Employment -oriented developments will continue to drive the future growth • 0jus Urban Area District development with mixed use+ residential growth absorption • SMART Plan density analysis shows potential for 4,000+ new dwelling units within Station Area, within 0jus Urban District (Per code, density max at 52 d u/acre) North Miami Beach The Metropolitan Urban Center station typology is recommended for the North Miami Beach station area as this location has designated mixed -use areas with significant potential forTOD. Table 6-3 provides a summary of the station area vision characteristics for North Miami Beach. Table 6-3 Station Area Vision - North Miami Beach Station Area Today Station Area Vision Station Area Analysis • Located within North Miami Beach CRA • Strong east -west and north -south connectivity • Underutilized parcels present opportunities for redevelopment and infill development • Causeway connection to Sunny Isles • Pedestrian access is a potential issue • Community assets include Oleta River State Park; EastGreynolds Park • Downtown redevelopment • Public gathering and civic spaces • Transform into walkable and mixed - use district • Access to regional open space/ recreation at Oleta River State Park • FIU Biscayne Bay Campus and Sole Mia are among important anchor developments and catalytic projects • Emerging music recording and entertainment district • SMART Plan growth analysis indicates the potential for both population and employment growth in the area with the likelihood of large-scale projects • Potential for new station at NE 151 Street - noted as Alternative Station Location per SMART Plan Charrette input 272 PUBL, G 0 4 A North Miami The Community Urban Center station typology is recommended for the North Miami Station provides a summary of the station area vision characteristics for North Miami. Table 6-4 Station Area Vision - North Miami 1. NOTICE This submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. r � PZ-20-6058 09/19/22 IE Goon Station Area Today Station Area Vision Station Area Analysis • Located within North Miami CRA • Underutilized parcels present redevelopment and infill development opportunities • Existing and Future low -density residential uses within Station Area • Pedestrian access issues • Near Florida Power & Light (FP&L) Facility • Downtown redevelopment -TOD envisioned as a `gateway' to North Miami • Mixed use and high -density residential development envisioned for the area along major corridors: along NE 125 Street and Biscayne Blvd • Johnson &Wales University as an anchor -emerging culinary arts district • PNRopportunities • Trend will change if zoning changes • Recent North Miami TOD Mobility Hub workshops focused on NE 125 Street, shows limited growth. Trend will change with zoning changes within the Station Area. El Portal/City of Miami The Community Urban Center station typology is recommended forthe El Portal/City of Miami Station Area. Table 6-5 provides a summary of the station area vision characteristics for El Portal/City of Miami. Table 6-5 Station area Vision - El Portal/City of Miami Station Area Today Station Area Vision Station Area Analysis • Located within CRA • Underutilized parcels present redevelopment and infill development opportunities • Pedestrian access issues • Little River/South Florida Water Management District (SFWMD) canal connectivity issues Improve pedestrian connectivity Improve the outlook of 79 Street Mixed -use development along NE 2 Avenue Transit Hub - redevelopment opportunities for mixed use development depending on final Station Location. See City of Miami or El Portal locations as identified in the SMART Plan Charrettes Refer to Resiliency Study by City • Mixed use growth potential. • SMART Plan analysis shows+6,000 new units within Station's 1/2-mile radius surrounded by low density neighborhoods • Little Haiti / Little River areas to accommodate growth Midtown The Metropolitan Urban Center station typology is recommended for the Midtown/NE 36 Street Station Area as this location has high potential for TOD. There are comprehensive plans (future land use) and zoning support in place for TOD development within the Station Area. Table 6-6 provides a summary of the station area vision characteristics for Midtown. 273 Thls submittal needs to be schedu led for a public hearing accordance witth tmellnes set forth in the city of Miami Cede.The app.icabe decision-malung bodywiLL review the intonation at the public hearing to antler a recommendation or a final tleuaon. Table 6-6 Station Area Vision - Midtown Station Area Today Station Area Vision Station Area Analysis • Located with CRA • Good pedestrian access • Mixed -use developments and mid/ high- density residential developments • Station Area covers the Miami Design District and Omni areas • Strong infill and redevelopment opportunities • Proximity to elevated 1-195 expressway • Increase mixed -use development with high -density residential in Station Area • Strong pedestrian connectivity between Design District and Midtown Miami • Streetscape improvements • Multi -modal systems connecting to Downtown Miami and Miami Beach (e.g., Metrorail, Metromover, bus) • Metromover extension will support increased growth • Existing low -density neighborhoods will experience more growth above trend • SMART Plan growth analysis indicates the potential for both population and employment growth in the area with continued development of large-scale projects • Potential for new station at NE 29 Street - Noted as alternative station location per SMART Plan Charrette input Wynwood/Edgewater The Urban Neighborhood District station typology is recommended for the Wynwood/Edgewater Station Area as this neighborhood district has high potential for mixed -use development with future land use and zoning support already in place. Table 6-7 provides a summary of the station area vision characteristics forWynwood/Edgewater. Table 6-7 Station Area Vision - Wynwood/Edgewater Station Area Today Station Area Vision Station Area Analysis • Located within two (2) CRAs • Pedestrian access issues crossing NE 2 Avenue and US 1/ Biscayne Boulevard • Deficient dedicated bike paths • Pedestrian access issues crossing between urban neighborhoods • Metromover extension provides redevelopment opportunities for higher density mixed -use development on North Miami Avenue connecting to distinct urban neighborhoods: Wynwood, Midtown, Arts & Entertainment District and Downtown Miami Potential for Multimodal connectivity Improve pedestrian connections to Baywalk Improve east/west connectivity across FEC tracks Potential for Multimodal connectivity - Improved pedestrian sidewalks /crossing across neighborhoods, dedicated bike lanes north/south connecting to Downtown / South Beach, three Metromover stations, neighborhood trolley stops and one transfer Hub at Herald Plaza. Promote Workforce Housing Incentives- City of Miami Vision • High mixed -use growth potential. • SMART Plan analysis shows + 12,0000 new units in the Neighborhood Urban District with low density neighborhoods south/ west of North Miami Avenue 274 PURL, G 0 4 1. NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wiH1 timelines set forth in the City of Miami Code. The applies de deuIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final tleciaan. Downtown MiamiCentral A*,� The Regional Urban Center station typology is recommended for the Downtown MiamiCentral Downtown Miami is envisioned as a world -class destination with a transit -oriented and pedestrian -friendly transportation system. Table 6-8 provides a summary of the station area vision characteristics for Downtown MiamiCentral. Table 6-8 Station Area Vision - Downtown MiamiCentral PZ-20-6058 09/19/22 ‘� IEWCOQ Station Area Today Station Area Vision Station Area Analysis • Brightline commenced service in May 19, 2018 at MiamiCentral Station • Located within CRA • Station serves multiple modes of transit • Pedestrian friendly environment • High density developments underway/ planned • Redevelopment opportunities especially west of 1-95 • World -class destination with pedestrian friendly environment • Work and Live in Downtown Miami • Minimize automobile dependency • Mu ltiple transit options • SMART Plan growth analysis indicates the potential for continued population and employment growth in the area resulting in increased densification 6.2 Beach Corridor The study limits for the Beach Corridor are from Midtown Miami (at or near NE 41 Street and North Miami Avenue) to the Miami Beach Convention Center. The LPA recommended by the PD&E study for the Beach Corridor was endorsed by the Miami -Dade TPO Governing Board on January 30, 2020. The LPA identifies (1) extension of the Metromover in the median of Miami Avenue to NW 41 Street in the Design District; (2) elevated rubbertire vehicles on the Trun kline from the existing Downtown Metromover Omni Station along the MacArthu r Causeway to 5 Street near Washington Avenue in Miami Beach, and (3) trolley or bus serve on dedicated transit lanes along Washington Avenue extending to the Miami Beach Convention Center. The area served by the Beach Corridor includes the Miami Beach station area/district and three station areas/districts within the Beach -Northeast overlap area (Downtown Miami, Wynwood/Edgewater, and Midtown/Design District). The population within a half -mile buffer along the corridor in the Miami Beach station area/district is estimated to grow from 47,195 in 2010 to 63,369 in 2040, a 34 percent increase. Similarly, employment in the Miami Beach station area segment is estimated to grow from 47,567 in 2010 to 68,733 in 2040, a 44 percent increase. 6.2.1 Charrettes and Stakeholder Coordination The charrettes and stakeholder meetings for the Beach Corridor were conducted in coordination with the effort for the Northeast Corridor. Therefore, please see Sections 6.1.1 and 4.3 for additional information. 275 1111111111111111 6.2.2 Land Use Scenarios Development Preferred Land Use Scenario Due to the COVID-19 global pandemic related restrictions, the final charrette for the Beach Corridor was replaced with a virtual workshop. The virtual workshop was held on Thursday, May 7, 2020, involving stakeholder agencies, including staff from the City of Miami Beach to obtain input for the Beach Corridor preferred land use planning and visioning scenario. Do the same changed on the Beach Preferred Land Use Scenario section. The Preferred Land Use Scenario does not forecast additional population and employment for the Miami Beach station area, as the Trend Scenario already accounts for significant baseline growth by 2040. However, population and employment growth reallocations were assigned to indicate potential growth nearthe proposed transit nodes in Miami Beach. Some population growth was reallocated from the CollinsAvenue corridorto potential redevelopment areas near transit nodes along 5th Street. Similarly, some employment was reallocated from the Collins Avenue corridor to the areas nearthe Miami Beach Convention Center. Thls submittal needs to be scnedu lee for a public hearing In accordance wilt hmellnes set forth in the city of Miami Cede. The app.lwbe decision -Foaling bodyvntl review the lntormaton at the public hearing to .ender a recommendation or a final decision. PZ-20-6058 09/19/22 The STOPS model forecasts the Beach Corridortransitservicesto collectively attract approximately40,100 boardings on a typical weekday in 2040, which is a 16 percent increase over the Trend Scenario. The employment and population density associated with each scenario were compared with the FTA's New Starts Land Use criteria outlined in Table5-25 and the resulting ratings are summarized in Table5-26.The Preferred Land Use Scenario results in a Medium -High rating for employment and a High rating for population density. Overall, Medium -High or High ratings reaffirm the Beach Corridor's strong suitability for premium transit service. 6.2.3 Land Use Policy Analysis An analysis was performed to determine if existing land use policies and regulations supportthe projected SMART Plan growth, including TOD, and if any changes may be needed. This analysis focused on the Urban Neighborhood District of Midtown, the Wynwood/Edgewater Districts extending to Downtown Miami, and the extension of the Beach Corridor to the Miami Beach Convention Center with proposed station locations as per the PD&E studies. In addition, a determination was made regarding whether the station area vision aligns with the District typology. As summarized in Table 5-27, transit supportive land use policies are already in place in Miami and Miami Beach. All District typologies were found to be consistent with the district area visions. The District areas were found to have high TOD potential. The underlying land use and zoning regulations within the Beach CorridorsupporttheSMART Plan vision whereby transit enhances mobility within the corridor area and connects uses that are characterized by higher densities, pedestrian -oriented design, and mix ofusestosupporttransitridership and successfully leveragethe place -making potential of transit investments. The current regulatory framework within the urban neighborhood districts of Midtown, the Wynwood/Edgewater Districts extending to Downtown Miami and in Miami Beach support ongoing development trends in housing, mixed use, and employment to ensure a framework for true integrated land use and transitwith the potential forsuccessful outcomes. The density, mix, and pattern of land uses around identified station locations indicate transit -supportive conditions including improved mobility, equitable development, and a significant reduction in resulting vehicle trips, vehicle miles traveled, and travel times. Additional benefits will 276 This submittal needs to be schedu Led for a public hearing in accordance with timelines set forth in the City of Miami Code. The applica de decision -making bodywill renew the infommaUon at the public hearing to render a recornmendadon or a finaldecinon. include improved air quality and greater pedestrian mobility. Building and sustaining a transit used and integrated into local communities is crucial for the City to be able to achieve its vision future. PZ-20-6058 09/19/22 6.2.4 Beach Corridor Transit Oriented Development Analysis Summary Table 6-9 summarizes the TOD analysis for station areas along the Northeast Corridor. The factors considered include supportive land use and TOD potential, neighborhood characteristics, and neighborhood area vision. Table 6-9: SMART Plan TOD Analysis Summary ANALYSIS CRITERIA STATION DISTRICT SEGMENT Miami Beach City of Miami Beach Station District Typology (i) Urban Neighborhood District/Employment District Station District Characteristics are TOD Supportive Station District Vision aligns with Station Typology Yes Transit -Supportive Land Use In Place • Transit -Supportive Zoning In Place • TOD Potential Medium -High Level of TOD-Readiness City is in process of updating affordable housing policies and office use incentives. ANALYSIS CRITERIA STATION AREA SEGMENT NE 36th Street NE 29th Street MiamiCentral Midtown / Design District Wynwood/Edgewater City of Miami Station Typology (i) Metropolitan Urban Center Neighborhood Urban Center Regional Urban Center Station Area Characteristics are TOD Supportive Station Area Vision aligns with Station Typology Yes Yes Yes Transit -Supportive Land Use In Place Transit -Supportive Zoning In Place TOD Potential High High High Level of TOD-Readiness High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. High - Future Land Use and Zoning in place. • Complete C In Progress O None (i) Identified Station Typology and Station Area Character is based on the Miami Dade County Comprehensive Development Master Plan CDMP - Recommendations Report Final - Smart Corridor. 01/10/2019. 277 11111111/1/111. 6.2.5 Corridor Station Area Recommendations and Land Use Visi Thls submittal needs to be scheduled for public hearng In accordance witty hmellnes set forth in the city of Miami Cede.Theappllwde decision-malung l review the Intormtfld ation at the public hearing to .ender a recommendation or ahoof decision. The recommendations forthe Midtown, the Wynwood/Edgewater, and Downtown MiamiCentral Station reas are summarized in Section 6.1.5, and the recommendations for the Miami Beach Station Area/District is summarized below. Miami Beach The Urban Neighborhood District/Employment District typology is recommended for the Miami Beach Station Area/District. Transitsupportive land use and zoning policies are in placeto supportTOD in the Miami Beach Urban District as well as in the "Overlap Area". Table 6-10 provides a summary of the station area vision characteristics for Miami Beach. Table 6-10 Station Area Vision - Miami Beach Station Area Today Station Area Vision Station Area Analysis • Miami Beach Urban District has the population and employment density to support transit. • Located within CRA • District serves multiple modes of transit • Pedestrian friendly environment • High density developments underway/ planned at Street and Alton Road • National and Local Historic Districts • Pedestrian access issues crossing Alton Road and 5 Street • Underutilized parcels in Washington Avenue present redevelopment and infill development opportunities World -class destination with pedestrian friendly environment for local community and visitors Improve east -west greenway system for dedicated bike connections Transit connections to Downtown Miami, Wynwood/ Edgewater, and Midtown provides redevelopment opportunities on Washington Avenue Improved mobility options within Miami Beach Promote Workforce Housing Incentives Promote Office Use Incentives Transit investments to promote TOD and mixed -use developments to enhance land use diversification and economic resiliency • Mixed use growth potential. • SMART Plan analysis shows some redevelopment near transit nodes, but no net additional growth. 278 This submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. (Appendices Submitted Separately) This page was intentionally left blank. ThIs submitlal needs to be scheduled for a public hearing accordance wiHr hmellnes set forth in the city of Miami Cede.The applicable decision -malting botlywtIL review the Information at the public hearing to wider a recommendation or a final tleuapn. PZ-20-6058 09/19/22 278 This submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 APPENDIX LITERATURE REVIEW (Appendices Submitted Separately) This page was intentionally left blank. ThIs submitlal needs to be scheduled for a public hearing accordance wiHr hmellnes set forth in the city of Miami Cede.The applicable decision -malting botlywtIL review the Information at the public hearing to wider a recommendation or a final tleuapn. PZ-20-6058 09/19/22 B-2 NOTICE This submittal needs to be schedu Led for a public hearing In accordance with mellnes set forth in the City of Miami Code. The apptica tie deosion-rna king body wilL review the Informaton at the pub!c hearing to render a recommendation or a final decia on APPENDIX SCENARIO DEVELOPMENT AND TESTING (Appendices Submitted Separately) This page was intentionally left blank. ThIs submitlal needs to be scheduled for a public hearing accordance wiHr hmellnes set forth in the city of Miami Cede.The applicable decision -malting botlywtIL review the Information at the public hearing to wider a recommendation or a final tleuapn. PZ-20-6058 09/19/22 C-2 NOTICE submittalmr99ubrnftthlneedg to be schedu Led for a public hearing In accordance with b mellne, set forth in the City of Miami Dade. The apptica tie deosion-rna king body wilL review the Information at the pub!c hearing to render a recommendation cr a final decia on CHARRETTE SERIE *144 (Appendices Submitted Separately) This page was intentionally left blank. ThIs submitlal needs to be scheduled for a public hearing accordance wiHr hmellnes set forth in the city of Miami Cede.The applicable decision -malting botlywtIL review the Information at the public hearing to wider a recommendation or a final tleuapn. PZ-20-6058 09/19/22 D-2 Ma submittal needs to be su hedu Led fora public hearing In accordance with timelines set forth in the City of Miami Code. The applicade decision -making bodywill review the information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 WHAT ARE PREFERRED WAYS TO GET TO PLACES? (Appendices Submitted Separately) This page was intentionally left blank. ThIs submitlal needs to be scheduled for a public hearing accordance wiHr hmellnes set forth in the city of Miami Cede.The applicable decision -malting botlywtIL review the Information at the public hearing to wider a recommendation or a final tleuapn. PZ-20-6058 09/19/22 E-2 NOTICE Ms submittal needs to be scheduled for a public healing j In accordance wilttmarines set forth in the Cityof ` Mlami Code. The applies de deoIsion-ma king bcdywiLL review the Information at the public hearing to render a recommendation or a fine decia on. PZ-20-6058 09/19/22 i PPENDIX STAKEHOLDER ENGAGEMENT (Appendices Submitted Separately) This page was intentionally left blank. ThIs submitlal needs to be scheduled for a public hearing accordance wiHr hmellnes set forth in the city of Miami Cede.The applicable decision -malting botlywtIL review the Information at the public hearing to wider a recommendation or a final tleuapn. PZ-20-6058 09/19/22 F-2 ...• • s NOTICE This submittal needs to be scheduled fora public hearing in accordance with timelines set torah in the city of Miami Code. The applica de decision -making bodywill 4 review the information at the public hearing to render recommendation or a final decision. PZ-20-6058 09/19/22 (Appendices Submitted Separately) ' '1/440-R:srfltc� NOTICE This submittal needs to be scheduled fora public hearing In accord and wtl timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. TP Miami -Dade Transportation Planning Organization MOVING WITH TRANSIT: CITY OF MIAMI TRI-RAIL COASTAL LINKSTATIONAREA STUDIES PUBLISHED MARCH 2019. MIAMI, FLORIDA. Nov NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. PREPARED FOR South Florida Regional Transportation Authority and The City of Miami Planning Department. 01 I)I, RTA ,ll I%' SOUTH FLORIDA REGIONAL TRANSPORTATION AUTHORITY The Tri-Rail Coastal Link project proposes reintroducing passenger rail service to the historic downtowns of South Florida along an 85-mile stretch of the Florida East Coast (FEC) Railway corridor between downtown Miami and Jupiter. This will include the centers of 28 densely -populated municipalities in eastern Miami -Dade, Broward and Palm Beach Counties. TEAM Treasure Coast Regional Planning Council Plusurbia Design Maria Bendfeldt Robert Colon Manuel De Lemos Andrew Georgiadis Dana Little Bo Li Xiying Li Megan McLaughlin William Moose Juan Mullerat Cristina Parrilla Steve Wright Camila Zablah Sarah Young A special thanks to everyone who participated in the planning process. MIAMI21 I TODs © 2018 Plusurbia LLC A publication of Plusurbia LLC, an architectural design, planning, urban design, zoning, development and project management firm. PLUSURBIA DESIGN 1385 Coral Way PH401, Miami, FL 33145, United States tel: +1.305.444.4850 web: plusurbia.com email: info@plusurbia.com DRAFT - FOR DISCUSSION PURPOSES ONLY, NOT FOR CIRCULATION Published March 2019. Miami, Florida. CREATED BY: • PLUSURBIA TREASURE COAST TCRPC REGIONAL PLANNING COUNCIL NOTICE This submittal needs to be schedu red for a public hearing in accordance wiM timelines set forth in the City of Miami Code. The applica deoIsion-ma king bodywill renew the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 photography by Google G 0 rt- PUBL./ 1 2 3 TABLE OF CONTENTS INTRODUCTION 04 Project Focus 06 Miami Transportation History 08 How People Move in the City 10 Principles + Project Approach 16 Station Area Typologies [Regional Center] DOWNTOWN STATION 22 Introduction 24 Station Area Base Analysis 28 Accessibility Survey 44 Station Area Recommendations [Community Center] MIDTOWN STATION 64 Introduction 66 Station Area Base Analysis 70 Scenario Evaluation 86 Station Area Recommendations 92 Conclusion 4 [Neighborhood Center] LITTLE RIVER STATION 96 Introduction 98 Station Area Base Analysis 102 Accessibility Survey 110 Engaging the Community 116 Recommendations 5 LESSONS LEARNED 136 Lessons Learned NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 1 09/19/22 .`,/,REVr EW cO, :TE NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 44t� I EW CO ' NORTH MIAMI BEACH STATION NE163ST NORTH MIAMI BEACH STATION NE 151 ST NORTH MIAMI STATION NE125ST MIAMI SHORES STATION NE 96 ST LITTLE RIVER STATION 79TH ST MIAMI MIDTOWN STATION MIAMI MIAMI CENTRAL STATION DOWNTOWN MIAMI G 0 PUBL/ PROJECT FOCUS THE END OF THE LINE NOTICE This submittal needs to be schebu lee for a public hearing In accordance wilt timelines set forth in the Clly of Miami Code. The appllw de asision-making body adl review the information at the public hearing to render a recommendation or a final dada on. PZ-20-6058 09/19/22 V 4)E1/1EW COQ • • • LITTLE RIVER • MIDTOWN • DOWNTOWN • Miami, the Magic City, has always been a vibrant urban center. A side effect of this vibrancy is its traffic congestion. In recent years, in an effort to improve mobility, the City has been presented with the opportunity to introduce public transit solutions that improve its connectivity, economic vitality and quality of life by investing on future TODs and the areas around future transportation stops. This study outlines strategies to enhance the future development around three of the proposed Tri-Rail Coastal Link Stations. The TRI-RAIL COASTAL LINK Station Area Studies propose the reintroduction of passenger rail service to the historic downtowns of South Florida along a 85-mile stretch of the Florida East Coast (FEC) Railway corridor from downtown Miami to Jupiter. The stations, within the boundaries of the City of Miami, that this study looks at are: Downtown, Midtown and Little River (79th Street). The introduction of transit stations will undoubtedly result in new development and re -investment around these new transportation hubs. This study considers challenges and opportunities for each location, resulting in guidelines and recommendations that provide a holistic approach to improvements, encouraging Transit -Oriented Development that is in concert with new mobility options -- connecting safely and conveniently to increase ridership. The Treasure Coast Regional Planning Council and the South Florida Regional Transportation Authority (SFRTA) are the regional partnership behind the project. PROJECT 15 MIAMI LAND TRANSPORTATION HISTORY Image: Workers lay rail tracks for the Florida East Coast Railway. (Source: Flagler Museum Archives) After the big freeze in North Florida, Flagler visited Miami to consider the possibility of growing citrus. Julia Tuttle offered Flagler land if he would agree to extend his railroad to Miami, which he accepted, and a contract was signed. Henry Flagler brought his railroad to what was a sparse settlement (today's City of Miami) occupied by no more than a dozen people. Flagler began developing the area around the station. 1800s - Electric streetcars began to emerge. 00 CO CO q;) a1 00 4 1906 — Alabama sets a state maximum speed limit of 8 miles per hour. 1908- Henry Ford introduces the Model T. Flagler created the Royal Palm Park, the burgeoning Citys first public gathering space. Lummus Park and Riverside Park followed sho tly after. a1 00 Miami was connected to the rest of the state through Flagler's Florida East Coast Railway, and just three months later it was officially incorporated as the City of Miami. 1896 - Henry Ford builds his first vehicle, the Quadricycle. Gottlieb Daimler builds the world's first four - wheeled motor vehicle in 1886. It was too expensive for most Americans. M grinlo a1 First big population boom: Miami grew from a town of about 5,500 to a city of 30,000. By the beginning of the 1920s, Flagler Street, then known as Twelfth Street, became the citys hub of activity. Image: East Flagler in 1922. (Source: Florida Memory FL Archives) Florida East Coast Railway opened a new Miami station just north of the County Courthouse. 1912 - Henry Flagler arrived aboard the first train into Key West, marking the completion of the Florida East Coast (FEC) Railways Over -Sea Railroad to Key West. 1913 - Henry Ford installs the first conveyor belt -based assembly line in his factory, reducing production costs and assembly time, thus making the car more affordable to Americans. He became the world's biggest car manufacturer. This submittal needs to be scheduled for a public hearing in accordance with timelines set forth in the City of Miami Code.The applica de decision -making bodywill renew the information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Image: Biscayne Boulevard in 1924. (Source: Florida Memory FL Archives) Construction of Bayfront Park, Miami's "front porch." Following the Depression years of the late 1920s, Miami rebounded with a development spree. Art Deco -style buildings sprang up around the city, especially in Downtown. Ln a1 The "Great Miami Hurricane" blew through Miami and abruptly burst the city's development bubble. Coral Gables abandons streetcars and implements new bus system. Image: City of Coral Gables Bus in 1930. (Source: Florida Memory FL, Archives) 6 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: World War 11- Era Warships Docked at the Port of Miami, 1948. (Source: History Miami Florida USA, JC Davis Bridgeman) The post -WWII yearssawa dramatic boom in population and commerce. Downtown Miami had become a world famous destination, with shopping, entertainment, and a gorgeous waterfront. Ln 01 Ln 1963 - The FEC Downtown Miami station was demolished, November 12. 1965 - The national push to extend the federal highway system forced out thousands of African American families whose homes were condemned to make way for 1-95 and 1-395. Image: 1-95 section going through Overtown. (Source: Transit Miami) 1956 — The Interstate Highway Act created a network of highways throughout the United States. 1958 - Planning for Metrorail began. 1945-Freeway Era: The introduction of the freeway allowed middle-class Americans the ability to move out of the inner city in mass numbers. 1979 - Construction on the Metrorail began. qq• co 1992 - Hurricane Andrew caused some 50 deaths and considerable property damage to areas of the county just south of Miami, although the city itself was largely spared. 1994 - The Omni and Brickell Loop extensions where added to the Metromover service on May 26,1994. 1996 - The Metrorail Dadeland Station was constructed. On February 3, 1997, the South Dade Transitway began operating. 01 01 Image: Northbound train approaching Brickell In the 1980s, (Source: Florida Photographic Collection, Archives) The first segment of the Metrorail was completed with 10 stations from Dadeland South-Overtown. (Green Line) 1986 - The Metromover began service to the Downtown/Inner Loop. This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 2016 - The Strategic Miami Area Rapid Transit Plan (SMART) is adopted by the Planning Organization (TPO) Governing Board on April 21, 2016. 2018 - Brightline, the higher speed train service, officially extended into Miami. Image: Brightline train arriving at the MlamiCentral station. (Source: Charles Trainor Jr., wlm.org) A development boom led to the construction of new housing, hotels, and cultural centers, including the American Airlines Arena. co N co N The Great Recession strongly impacted the nation and especially metro areas like Miami. 2009 - Miami -Dade County broke ground on the AirportLink project, a 2.4-mile extension of Metrorail connecting the existing Earlington Heights station to the Miami Intermodal Center (MIC), located adjacent to Miami International Airport. © 2018 PLUSURBIA LLC MIAMI LAND TRANSPORTATION 17 HOW PEOPLE MOVE IN THE CITY CAR DEPENDENCY VS PUBLIC TRANSPORTATION USE THE SHIFT TOWARDS PUBLIC TRANSPORT The City of Miami was founded as a waterfront community, enjoying its identity as a small settlement where everything was within a comfortable walking distance, for a very short time. Its incorporation in 1896 gave the City about a decade of pedestrian and non -motorized priority before the mass -production of automobiles in 1908 inundated the City and reconfigured its infrastructure to accommodate the growing demand for vehicular traffic. Since then, Miami has been auto -oriented, our walking habits have been auto -dependent, and our experience of the original small waterfront community has been dictated by lanes of asphalt. 16.3% of the City's total area is dedicated to ROW alone. In Miami, 72% of the population travels to work by car while only 5.3% uses transit. What are the reasons for this low walkability and transit usage? How can we improve walkability and expand choices so that car trips are not always the predominant mode but rather one of many choices for mobility? Surely the tropical heat and unpredictable weather is a main factor, but is that the only reason? What infrastructure improvements and land use options are there that could make walking, biking and transit ridership the preferred choice of mobility? Is it the lack of a complete cycling and pedestrian networks? Or proper street safety that is keeping us away from using our bicycles? How can public transit be more accessible? What do we need to improve to make transit a better choice, increasing ridership and reducing automobile -dependency and in turn the traffic congestion that is choking our City? Other cities like New York, Boston, Chicago, and San Francisco experience extreme weather too, but many of their residents prefer walking, cycling, and public transit to get around. Their investment, not only on the transit system itself, but in the infrastructure to access those services has proven key to their systems' success. Not surprisingly, these are considered the cities with the best public transit in the U.S., according to the new Transit Score® rankings. This poses two questions: is the City of Miami ready to become a multi -modal city, and what improvements need to be put in place in order to achieve a more balanced, democratic and accessible mobility system that these other major cities have achieved? The good news is that Miami has the bones (the infrastructure) to re - calibrate itself. So why is it that Miami is lagging behind its infrastructure compared to the other cities? The answer is simple: Miami, unlike most cities its size is a younger metropolitan center that never had the opportunity to develop as a walkable urban community. Other cities that grew in an era before the automobile (before the 1900s) were designed for pedestrians before cars even existed. Miami was and still is -- almost exclusively designed for cars. This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 In recent years, the dense development concentrations in urban cores like downtown have been a reaction to people's desire to live more urban lifestyles. Aided by the introduction of Miami's zoning code, the Miami21, a Form -Based -Code that promotes centers and edges, the City's urban fabric is slowly becoming more walkable and bikeable, with multiple centers and destinations - increasing the potential for mass -connectivity between multiple denser cores that can support transit. Distances to and from work and amenities are oftentimes within walking distance, and access to daily needs as well as feeling the vibrant atmosphere only a city center can offer are improving. With multiple mixed -use projects being built, and the reduction of distances between land uses, the existing auto -centric infrastructure struggles to support the rapid population increase and becomes an impediment to trips that could be done on foot, bike or transit. Yet, many infrastructure improvements today are still focused on vehicular movement, striving to ease the current traffic patterns and conditions rather than enabling non -motorized or transit solutions to become the panacea to our grid -lock. Short trip analysis and access to transit is arguably the best approach that cities like Miami have focused on to reduce and mitigate traffic congestion, as shown in cities around the globe that have faced the same rapid densification and traffic ills. The best option to improve traffic flow is to provide other mobility options, in essence -- reducing the number of cars on the streets. With new inter -city commuter options and the reinvestment in Miami -Dade County's and the City's public transportation systems, and improved access to those facilities will ultimately provide the choice to turn drivers into riders - essentially improving mobility throughout our metro area. «We are experiencing a mobility renaissance throughout the country - new transportation modes, a yearning for options and record -high living costs are making cities look to their past. Miami's short history does not have an automobile free history, for this reason, we need to be innovative with solutions that make our city thrive overcoming the challenges that all world cities face today.» 8I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT STATISTICS AND FACTS 33%of Millennials are taking advantage of share - based transportation programs & services. Today's 20-something Americans drive approximately 20% less than their parents did when they were in their 20's.** 20% of the median income in the City of Miami is spent on transportation. This is high compared to other cities in the US (Washington DC - 9%, Austin TX - 19%, New York NY - 9%). ot $8,997 is the total cost of owning a car in Miami per year.* 37% of Millennials cite environmental considerations and carbon footprint as a motivation factor when it comes to their transportation decisions. ** © 2018 PLUSURBIA LLC NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 In Downtown Miami, Generation Z's population has increased by 69% since 2010.** Across the 50 largest metropolitan statistical areas, Millennials account for 29% of all heads of households in urban areas, compared to 18% in the suburbs and 16% in rural areas, according to the Urban Land Institute.** The top five reasons/motivations to use public transit: 46% do it to save money, 46% believe is the most convenient option, 44% strive a healthier lifestyle -- as it allows them to exercise (walking, biking, riding, etc...) and 35% live in an area where it makes more sense to use transit** Sources: *Center for Neighborhood Technology, **American Public Transportation Association (APTA) and the Transit Cooperative Research Program (TCRP), Millenials & Mobility. HOW PEOPLE MOVE IN THE CITY 19 PROJECT APPROACH COMPLETE DISTRICTs CITIES ARE NETWORKS THAT LINK PUBLIC AND PRIVATE LAND, THE BALANCE OF WHICH IS PARAMOUNT TO MAKE PLACES GREAT. This balance is symbiotic in that all elements are part of a system and they depend on each other to function. It is only when a district's components are well -tuned and calibrated that they make great places. The concept of Complete Districts takes a holistic approach that balances a city's public and private realms. The private realm includes our homes and indoor life, the spaces where only the invited can go. Properties and building facades are private. The public realm includes city streets, sidewalks, parks and plazas; civic spaces and places that everyone has the right to visit, following the concept of the common resources that are available to all members of a society. Both public and private realms need to work together as an important component of a true city. Before the majority of America commuted by car, the public realm was the center of city life. Now that people demand a variety of travel modes, they are turning away from an automobile - centric public realm; they demand to take back their streets and sidewalks as public spaces. PARKS PLAZAS STREETS GOVERNMENT TRANSPORTATION PUBLIC REALM ((TOD refers to a deve centered within walking dis It includes a mixture of comme with residential, whose layout en through accessibility This submittal needs to be scheduled fora public hearing In accordancewM1h timelines set forth in the City of Miami Cotle. The appllcade decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Leon Krier's "Civitas- A True City," clarifies that the public realm and the civic buildings are an important part of a true city, and the street is an important part of the public realm - it is the connector between public spaces. In the midst of today's increasing social problems, people's constant interactions within their society are what will change civilizations for the better. Public spaces are the catalyst for this change. "The architecture of the city and public space is a matter of common concern to the same degree as laws and language. They are the foundation of civility and civilization." -Leon Krier COMPLETE DISTRICTS IS THE APPROACH TO CREATE AND OFFER A WELL-BALANCED TRANSIT -ORIENTED DEVELOPMENT. The ultimate goal is to provide connections to stations for all users through a variety of travel modes, considering each user's entire journey from origin to destination, and understanding that the transit experience extends beyond the stations influenced by the quality of the built environment that leads to them. OFFICE BUILDINGS RESIDENCES RETAIL PRIVATE REALM COMPLETE I DISTRICTS 10 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT For more info go to www.completedistricts.org 4 PUBl./ COMPLETE DISTRICTS acknowledge that streets must be a function of the uses they serve and how they serve them. As such, not every street is suitable for all uses and users; careful distinctions must be made to match certain modes of mobility contextually to provide safe, reliable and convenient service. PEDESTRIAN NETWORK prioritizes people walking and people using mobility devices. Certain streets can be further enhanced to create vibrant public spaces. CYCLIST NETWORK prioritizes comfort, safety and convenience for people biking. TRANSIT NETWORK prioritizes streets and creates a complete local transit network that complements the regional transit network. MOTORIST NETWORK promotes efficient auto and goods movement taking into consideration new vehicle technologies. NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decmon. PZ-20-6058 09/19/22 44, _ V ReVI Ew CO © 2018 PLUSURBIA LLC PROJECT APPROACH 111 NOTICE This submittal needs to be scheduled fora pobdc hearing In accord and w10 timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information al the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 KEY CONCEPTS + DESIGN PRINCIPLES PRIVATE REALM 121 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT NETWORKS Accessible and interconnected multi -modal grid -system that allows users of all transportation modes to safely and conveniently move around the district. Network quality and completeness; route directness and access to destinations. OBJECTIVES: Identify existing and potential networks and address barriers and discontinuity. Adopt policies to encourage accessibility and permeability through the districts to promote non -motorized mobility between station areas. MOBILITY Public Right -Of -Way (ROW) calibration to accommodate a variety of motorized and non -motorized mobility options operating in the same space providing users alternatives to reach their destinations safely and conveniently through well- connected and fully -integrated districts. OBJECTIVES: Implement Complete Streets to enable safe access for all users, including pedestrians, bicyclists, motorists, and transit riders. PUBLIC SPACE Civic Spaces accessible to all that contribute to the health, quality of life, comfort, environmental resilience, and social connection of a district. OBJECTIVES: Take a holistic approach to create a more complete network of public spaces (natural and urban) that encourage public social contact. It is essential to provide a variety of green spaces, squares, and plazas to improve health inequities within districts to advance environmental justice. USES A spectrum of mixed -use and mixed -income development within the district. OBJECTIVES: Introduce, balance, and increase a mix of uses that support a wide range of services and amenities compatible with the area. Providing walkable access to resident and commuter needs improves the economic and social viability around the district, encouraging ridership and strengthening the sense of community. DENSITY / INTENSITY Measures of compactness and vibrancy within a specific area. Within a district, these measures require calibration and balance with the physical built environment. OBJECTIVES: Optimize density / intensity and match transit -capacity to support high - quality transit, local services,economic viability, and public space activity. CHARACTER / SCALE Physical, cultural and social quality, traits and form of the built environment and its community. OBJECTIVES: Respect and build upon the existing character of the district. Promote enduring and compatible design that responds to an evolving community, while allowing for growth and development. NOTICE This submittal needs to be scheduled fora public hearing in r.cordancewM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. IPA GR " CIRCULAI IU PZ-20-6058 09/19/22 MULTIMODAL MODE -INTEGRATION CONVENIENCE ACCESSIBILITY LANDSCAPE FLOODWATER MANAGEMENT LIGHTING PUBLIC ART FURNISHINGS COMPATIBILITY CONVENIENCE BALANCE MIXED -USE CONTEXT MIXED -USE BALANCE ACTIVATION ECONOMIC VIABILITY CONTEXT COMMUNITY CONTEXT CLIMATE RESPONSIVENESS DESIGN CULTURE © 2018 PLUSURBIA LLC KEY CONCEPTS +1 13 TRANSPORTATION ACCESS SHEDS The vast majority of transit users use active transportation networks and modes (walking, biking, wheelchair, etc.) to access the overall system; riders make at least one transfer to complete their one-way trip (automobile/ walking, scooter etcto transit). Currently there are a number of challenges transit users face when using existing networks; this include but are not limited to topics related to: access, safety, quality of life and maintenance. Consequently, MDC Ridership Technical Reports show a reduction in the overall system's ridership, thus reducing the size/rage/impact of the transit access sheds around stations and the discretionary use within current access sheds. Access sheds are defined by the distance people travel in a set duration of time. For example, if pedestrians are willing to walk up to fifteen POLICY: REALITY: 1/4 and 1/2 mile radii - Regardless of physical barriers (as the crow flies). i NOTICE This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 minutes to a given station (assuming they walk 4 m/hr), general POLICY defines the access shed by a half mile radius centered on the station. In REALITY this access shed is compromised by the street grid, its continuity, breaks in the network, location, number of street crossings, and fluctuations in the average speed of pedestrians due to traffic patterns, crossing characteristics, and sidewalk conditions. The GOAL is to implement effective strategies that will work to increase, not only the physical size of access sheds but also the perceptual range around transit stations while improving access conditions within those sheds; permitting transit users to effectively and comfortably move around to their destination. Physical and perceptual barriers reduce the actual travel range and affect accessibility. GOAL: F Infrastructure improvements and the introduction of mobility options have the ability to outperform policy standards. 141 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT CO 2018 PLUSURBIA LLC This submittal needs to be schedu Led for a public hearing in accordance with timelines set forth in the City of 1 Miami Code. The applica de decision -making bodywill i renew to information at the public hearing to render recommendation or a final deem on. PZ-20-6058 09/19/22 TRANSPORTATION 115 LITTLE RIVER STATION 79TH ST MIAMI 1 1 1 1 `\ \ \• s ; �,. 111111111111111111111111111111111111111111111111111I—= 1 1 r. • • \% i MIDTOWN STATION 29TH ST OR 36TH ST MIAMI MIAMI CENTRAL STATION DOWNTOWN MIAMI ss��/nfeSnnn lllufipnuu 1044,0 This submittal needs to be scheduled for a public hearing in accordance withtimellnes set forth in the City of Miami Code. applied h pecisic hearing rendeody r lL renew Code. The ation at the public hearining rend era recemended on or a final decision. PZ-20-6058 9,009/19/22 �� *tinEW cO, STATION AREA TYPOLOGIES [Regional Center] DOWNTOWN Regional Centers are places of economic and cultural significance, including downtowns and central business districts, which serve a regional travel market and contain a rich mix of transit types, ranging from high speed, heavy, or commuter rail, to BRT and local bus service. Usually emphasizing employment uses, Regional Centers are increasingly being sought out for residential uses in response to changing demographics and housing preferences. They are larger in size than Community Centers and Neighborhood Centers and tend to contain more than one transit station and multiple bus stops. Small block sizes, more lot coverage, higher intensities and densities of development, civic open spaces, and minimal surface parking result in a highly urban development pattern in Regional Centers. [Community Center] MIDTOWN Community Centers function as sub -regional or local centers of economic and community activity and include urban and town centers served by one or more transit types. Residential densities in Community Centers are typically lower that of Regional Centers, but the mix of uses in them creates a greater balance between residential and employment uses. More intense and dense development in Community Centers tends to be concentrated within walking distance of the transit station. The pattern of development in Community Centers ranges from urban to suburban; block sizes, lot coverage, and development intensities and densities all tend to be moderate. Parking is typically structured and located close to the transit stations. NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 [Neighborhood Center] LITTLE RIVER Neighborhood Centers are dominated by residential uses and are served by some type of premium transit. Non-residential uses are limited to retail serving local goods and services. Residential densities in Neighborhood Centers tend to be lower than in Community Centers and are at their highest within walking distance of the transit station. Neighborhood Centers are found in older urban areas and newer suburban developments. Open space is usually abundant and parking is mostly in surface lots. Reference: Treasure Coast Regional Planning Council. Florida TOD Guidebook. Florida: State of Florida Department of Transportation, 2012. PROJECT METHODOLOGY [Regional Center] [Community Center] DOWNTOWN MIDTOWN STATION AREA ACCESSIBILITY SURVEY This study provides an assessment of the existing conditions of the infrastructure and built environment of the public and private realms within a quarter mile radius of Miami Central Station. A set of strategies and recommendations are proposed to improve accessibility to, from and around the station. The goal of these recommendations is to encourage ridership and interconnectivity between modes by improving safety and comfort to users of all modes of transportation. The study also considers future mobility improvements that incorporate resilient investment strategies. STATION AREA SCENARIOS This fast developing area has become a destination in Miami with three different centers of activity: to the north, the Design District; to the south, Wynwood; and Midtown centered between the two. Edgewater to the east, also a high density development area along Biscayne Boulevard that will be served by the station. The study looks at demographical data, physical constraints, and opportunities among the three nodes, examining potential future development patterns, regulations, and context along the rail line in an attempt to provide the most suitable location for a station. This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 [Neighborhood Center] LITTLE RIVER STATION AREA PLAN A context -rich Neighborhood Center with a strong potential to become a Regional Destination, the Little River Station Study looks at potential development patterns sensitive to the existing cultural, sociological, and morphological conditions present in the area today. The study started with a community engagement and outreach effort that provided the basis of the recommendations. Best practices for TOD accessibility and development are used to provide a guide for future development, acknowledging large assemblages that create an opportunity for re- investment and engaging the transit shed in a dense vibrant manner. 18 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Recommendation/Conclusion Action Steps + Agencies Solution NOTICE This submittal needs to be scheduled fora pubic hearing In accord and w10 timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywill renew the Information al the pubic hearing to render a recommendation or a final decision. HOW TO USE THIS CHAPTER Each chapter starts with a general introduction of the challenges and opportunities, background information, followed by recommendations + proposed action steps. These are, in turn, followed by conclusions and supporting graphics on the next page. Section • • • • Supporting Material • • • • • • • • © 2018 PLUSURBIA LLC HOW TO USE THIS CHAPTER 119 NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. [REGIONAL CENTER] DOWNTOWN STATION AREA ACCESSIBILITY SURVEY Miami Central Station in downtown Miami is the hub of South Florida's urbanized region. It is considered the business, social and cultural epicenter of the Americas, which capitalizes on its unique position as a major world city in a tropical waterfront environment (Downtown Development Authority Master Plan 2025 Vision Statement) This study considers opportunities and challenges to integrate the newly established Miami Central Station as it connects to other modes of transportation as well as the rest of the Downtown and its surrounding neighborhoods. 22 INTRODUCTION 24 STATION AREA BASE ANALYSIS 28 ACCESSIBILITY SURVEY 44 STATION AREA RECOMMENDATIONS NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 The station has the potential to affect how people arrive to Downtown and move within this dense urban hub. For this reason, it is important to assess and propose solutions to the new mobility challenges that this station will create. Access and mobility to, from and around the station, speciall - by non -motorized modes is necessary to maximize comfort safety and economic investment. To improve and capture this added value, the study recommends mobility improvement. arou d Miami Cent al Station and its Transit Shed. [REGIONAL CENTER] DOWNTOWN MiamiCentral Station in Downtown Miami is located around the Central Business District, Brickell Financial District, Historic District, Government Center, Omni and Park West. It is bordered by Midtown to the north, Biscayne Bay to the east, Civic Center + Overtown to the west, and the Miami River + Brickell to the south. Brickell Avenue, North Miami Avenue and Biscayne Boulevard are its main north -south thoroughfares, while Flagler Street is its main east -west thoroughfare. This REGIONAL CENTER is located at the heart of the Miami urban core with the region's largest concentration of employment and the highest rates of walking and bus/rail transit ridership in Miami -Dade County. Significant redevelopment and increase in density have taken place in the past, and a similar trend is expected to continue in the future. This will likely strengthen downtown Miami's commercial base as well its competitiveness as a World City. Miami Central Station will become the primary transit hub for Downtown Miami serving Brightline, and the Downtown Tri-Rail connection to existing Metrorail, Metromover, and Metrobus system. MiamiCentral Station will eventually provide inter -city, regional and commuter train services, further consolidating Downtown's role as the primary transportation hub for the region connecting millions of riders to various transit alternatives. The station will also be a 24-hour activity hub with retail, entertainment, business, and residential uses. RECENT STUDIES AND PLANNED IMPROVEMENTS Rethinking Parking Minimums (ITE Journal) February 2019 Flagler Street Reconstruction & Beautification (Miami Downtown Development Authority, DDA) June 2018 Downtown Miami Baywalk/Riverwalk (Miami Downtown Development Authority, DDA) August 2017 Biscayne Green (Miami Downtown Development Authority, DDA) January 2017 Complete Streets Design Guidelines (Kimley Horn) 2017 Strategic Miami Area Rapid Transit (SMART) Plan (Transportation Planning Organization, TPO) April 2016 Miami -Dade TPO Protected Bike Lanes Plan (Marlin Engineering) August 2017 Overtown/Wynwood Bike+Ped Mobility Plan (Kimley Horn) 2014 Miami Bicycle Master Plan (Street Plans Collaborative, HNTB) September 2009 Miami -Dade 2040 Bicycle/Pedestrian Plan (Kimley Horn) 2009 Miami -Dade Street Tree Master Plan (Miami -Dade County) February 2007 221 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Aerial view of Downtown Miami. (Source: unlquehomesofmlaml.com) Image: W Flagler Street. (Source: moderncities.com) Image: Metromover. (Source: moderncities.com This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 •••. • .• • • • • • •. • . . . . . • • • • • • . • • :•• • • 4 •••a, . 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II 10 ADRIENNE ARSHT CENTER GIBSON PARK OVERTOWN MIAMI CENTRAL STATION NE 6TH ST DOWN OWN NORTH FROST MUSEUM OF SCIENCE NE 8TH ST FREEDOM TOWER r This submittal needs to be schedu lee for a public hearing in accordance wilts timelines set forth in the City of Miami Code. The appllw de decision -making bodywill reWew the information at the public hearing to render a recommendation or a final decal on. PZ-20-6058 09/19/22 PEREZ ART MUSEUM MUSEUM PARK AMERICAN AIRLINES ARENA BAYFRONT MIAMI DADE COLLEGE WOLFSON CAMPUS BUSINESS DISTRICT BAYFRONT PARK 'E Ems`! Points of Interest [REGIONAL CENTER] DOWNTOWN 1 23 STATION AREA BASE ANALYSIS REGIONAL CENTER GUIDELINES MULTI -MODAL SERVICE: Pedestrian access as main priority Formal infrastructure for all modes: bike lanes, crosswalks, bus lanes, bike parking, etc WALKABILITY: Strong connectivity on existing street network Ample public space network Infrastructure that supports high pedestrian use (e.g., wide sidewalks, mix of uses) Increase visibility and awareness of proximity to stations with repetitive wayfinding elements that are recognizable DEVELOPMENT CHARACTERISTICS: High FLR 3-60 stories T6-T5 80-100% lot coverage Multi -family, mix of uses Street -level activity KEYS TO SUCCESS: • 24/7 mix of uses • Multi -modal options • Centralized parking structures for district -serving purposes instead surface parking lots *Reference : Treasure Coast Regional Planning Council. Florida TOD Guidebook. Florida: State of Florida Department of Transportation, 2012. Image: NW 1st Street, Downtown Miami under the MetroRail. (Source: Google Street View) This submittal needs to be scheduled fora pubic hearing In accordance wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 STUDY AREA EXISTING CONDITIONS CONTEXT: • Urban Downtown Station (HUB Station) CORE INFRASTRUCTURE: • Miami Central Station TRANSIT (FEEDER) OPTIONS: • Commuter Rail • Metromover • Bus • Trolley • Personal Mobility Devices KEY FEATURES: Dense residential urban core Connected grid High employment center Entertainment and commercial destinations Traffic congested Active commercial area High population Zoned for maximum density and height Historic designation (see diagram on the right and the existing conditions assessment for reference) Image: Biscayne Green on Biscayne Boulevard In Downtown Miami. (Source: Street Plans Collaborative) 241 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT RESTAURANTS ON MIAMI RIVER LEGEND: 1111 Metrorail 0 Metromover Stops Metromover [Brickell Loop] Metromover [OMNI Loop] © 2018 PLUSURBIA LLC *16 MIN 0.7 MILES II 1 II ------ J Imo$ ill, JI 1 1111 � 1� --- m�z % 1,_ , _1.11_:1,i,,t:11,•• 111111 1 11:r11 i1 4� J+ ''III V � 1 tillll l -. ''JJ II rll 1• .� 1.1 '. a,�__ �:�, 1 ti - J . - •T —yam: 10 MIN _-�., s.�_=T. f (.1 �}' . d 05 f FILES - — 1111 II nnnC WOLFSON II Metromover [Inner Loop] �► Trolley [Little Havana Loop] Trolley [Coral Way Loop] ► Trolley [Biscayne Loop] �► Trolley [Overtown Loop] �► Trolley [Allapattah Loop] • • Bus Routes I-7 Open Spaces / Parks This submittal needs to be scheduled for a pubbc hearing in accordance whh 'timelines set forth in the City of !Alarm Code. The applicable decision-mahing brdywill review the Information at the pubbc hearing to render a recommendation or a final decmon. PZ-20-6058 09/19/22 /III *1 MIN 0.9 MILES 5 min Bike Shed 5 min Walk Shed • • • Pedestrian Routes 9 Points of Interest STATION AREA 1 25 EXISTING CONDITIONS ASSESSMENT *AII numbers are based on the 1/2 Mile radius area. STREET TREE CANOPY 52% OF THE STREETS HAVE LITTLE TO NO SHADE. LEGEND: No Trees Small Trees/Palms [One Sides of Street] Small Trees/Palms [Both Sides of Street] Mature Trees [One Sides of Street] Mature Trees [Both Sides of Street] CROSSWALKS + INTERSECTIONS 19/140 (13%) CROSSINGS LACK MARKED CROSSWALKS. LEGEND: O No clear pedestrian crossings [19] Crossings [One or Two Sides of Street] [22] O Crossings on all intersections [99] This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 CYCLING COMFORT 69.4 % OF THE STREETS ARE NOT COMFORTABLE FOR CYCLING. LEGEND: - High Comfort - Low Comfort ZONING MAP 17% OF THE LAND ZONING AROUND THE STATION IS INSTITUTIONAL. LAND -USE 28% OF AREA IS DEDICATED FOR CIVIC USES, 5% EMPLOYMENT CENTERS AND 11% COMMERCIAL USES. LEGEND: LEGEND: T6-80 Urban Core T5 Urban Core Institutional T6-60 Urban Core T4 General Urban Commercial T6-48 Urban Core CI Civic Institutional Communications, Utilities, Terminals T6-36 Urban Core D3 Industrial Office T6-24 Urban Core CS Civic Space / Parks Vacant Government Owned, Unprotected f T6-12 Urban Core High Density Multi -Family T6-8 Urban Core I I Vacant Privately Owned, Unprotected This submittal needs to be scheduled fora pobdc hearing In accord and w10 timelines set forth in the City of Mlaml Code. The applica decision-makIng body will renew the Information al the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 PARKING APPROXIMATELY 73 ACRES (15% OF THE TRANSIT SHED) OF LAND DEDICATED TO PARKING. LEGEND: On -Street Parking Surface Parking Lots Parking Garages NOTICE Ms submittal needs to be schedu Led for a public healing In accordance wilt t mellnes set forth in the City of Miami Cede. The appLica deelsion-rria king bJywiLL review the Information at the public hearing to render a recommendation or a final decia on ALYSIS METHODOLOGY Downtown Miami is a multi -layered hyper -urban center that serves as the main hub for Miami -Dade County. Its urbanized condition provides clear challenges and opportunities that are quite different from other less established locations. For this reason, thi stud c- at - on both the public and aspects of it Wyt to assess the impact the i. t al S7N1 a es=an assessment on e eleme at need to be i ved to encourage ridership, ri new transportati, vestment and to address mobility behavior as pe ple move to, from and NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wkh timelines set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 of analysis have been used, among them"__,_ r land planning and develowaent codes, '.� Ica n ormation Systems, aerial phbtagraphy, available surveys, and the most important of all - personal observation and on -site measurements. These last two methods are the best gage have to understand how people move and to assess the level of cot and safety provided to encourage universal accessibility. NW 2ND AVENUE NW 2ND Avenue has the potential to become one of the main streets in Downtown, connecting people coming from the north and south to the train station. A portion of this street already has an abundant tree canopy between 1st and 3rd Streets, just west or next to the station. There is a plaza and a number of green spaces that are underutilized. The street widens to include additional lanes for parallel parking and removes the trees on either side and is replaced by palm Wide street with enough space for bicycle lane. oo z ► View reference. AAA This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making body will rerlewthe Information at the public hearing to render a recommendation or a final decision. trees in some sectio large buildings through frontage to engage pede This results in a highly inactive walking only to reach a destination distance. PZ-20-6058 09/19/22 at e a short Advertising by bus stops, signs for buildings, light poles, street signs poorly positioned. 30 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION Sidewalks in poor state of repair. Missing street trees. 0 LEGEND: I --I Wide drive lane width L Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal Sidewalk obstruction due to poorly maintained street trees growing at an angle. • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making bodywlll rerlewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car People Bike Green Transit 49% 27% 00 % 24% 00 % Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy ze © 2018 PLUSURBIA LLC NW 2ND AVENUE' 31 I�®`�; \ ■_:ate =NM M- =M� Ir = - 1�m anizoithismsm Parcel [Under Construction] ► View reference. NW 1ST AVENUE When Miami Central Station is finally completed and fully operational, the entrance to the station on NW 1st Avenue will be the main access point for vehicular drop-off. Today there are not enough safe crosswalks to access the station. The bus stop at the south of the station is relied on by many people each day as part of their commute, but currently does not provide shelter from the sun and rain. Given the potential increase of use, this situation may worsen creating a conflict between people = P H z V 0 Q. waiting for the bus a sidewalk. NOTICE This submidal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Miaml Code. The applica decision -making body...AIL rowew the Information at the public hearing to render a recommendation or a final decitlon. The open spaces and pia station to the east are uninviting an in need of improvements. These spaces are extremely important around transportation hubs and require attention in order to maximize their use. PZ-20-6058 09/19/22 !EW CO' Good pedestrian connection via building underpass. I CENTR, 321 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION Building has extensive setbacks from the street and the surrounding public space/plaza is non -inviting due to its lack of active uses facing the street and unsuitable furnishings for gatherings, and proper landscape for shade and shelter. AL TATION SITE The entire perimeter and sidewalks of the station are under construction. Parcel [Under Constr z LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal Well -identified — pedestrian crossing. NOTICE This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 68% People 22% Bike 00 % Green 00 % Transit 00 % This bus stop is typically very busy and does not have any shelter from the elements. • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp rThis portion of the road has a comfortable sidewalk and good trees that provide shade. W FLAGLER ST Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy © 2018 PLUSURBIA LLC NW 1ST AVENUE 133 • oo W z 0 + . + ► View reference. N MIAMI AVENUE North Miami Avenue runs through the heart of Downtown Miami, connecting to Brickell in the south and OMNI to the north. Within the quarter mile area from the train station, the street starts as a three -lane, one-way corridor with parallel parking on either side. The street is fronted by long stretches of parking on either side. The handful of buildings that do front the street have vacant commercial spaces, which stunt much pedestrian activity. The street's intersection with the rail tracks and most other intersections have large intersection boxes and are missing adequate sig safe for pedestrians or the street do not have any sun and rain. North of the inte Street, the street has one less travel lane, and one parallel parking zone. NOTICE This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision -making body...AIL rowew the Information at the public hearing to render a recommendation or a final decitlon. PZ-20-6058 09/19/22 As it approaches the core of Downtown, the intersections have adequate crosswalks, but the building frontages contain empty spaces that fail to engage the pedestrians. Wide street with enough Railroad crossing. space for bicycle lane. Lack of frontage. mir rt ED Bus stops lacks shelter. Advertising by bus stops, signs for buildings, light poles, street signs poorly positioned. Dangerous intersections that lacks adequate markings. 341 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION — Pedestrian conditions become unsafe starting on NE 5th Street. Sidewalks in poor state of repair. LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal Sidewalk obstruction due to poorly maintained street trees growing at an angle. • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp NOTICE This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car People Bike Green Transit 67% 33 % 00 % 00 % 00 % Missing street trees. Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy ze © 2018 PLUSURBIA LLC N MIAMI AVENUE 135 1kT � 'il 1i1i:1 IS NI �111 ►"' LIM No ►" si1ilt 4 w-xvia.. �®� Ilitilnam.11 r rivialLiallif Mau ■" 1N. " l�®�RV' 1Ni �1m/M1���11 l�I- ,Ineussimiiimis S \'----m- Ium , Imo_ 1! I® 4511! 61411 r ► View reference. NW/NE 6TH STREET NW/NE 6th Street is a one-way street with two -lanes and parallel parking on both sides. This is one of the few streets that traverses under Miami Central station and provides a drop-off point to the terminal for both commuters arriving vehicles. This street provides a very direct access for pedestrians walking from neighborhoods on the west of 1-95 to safely access the station. The street is fronted by large swaths of surface parking and vacant land that will soon be under development. Buildings that do front or lack engagement, whip pedestrian activitythrougho NOTICE This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 NW/NE6th Street is an important pedestrian connection to Biscayne Boulevard and to neighborhoods west of 1-95 from the Station. As such, it must be treated to accommodate additional pedestrian traffic and future developments must be designed to provide active and engaging fronts at the ground level. Overtown CRA owned parcel that is currently undeveloped and remains as a large open green space. Fence wall for surface parking lot that does not provide any security for pedestrians on sidewalk. 0 0 Undeveloped parcel that is used as surface parking. Pkin dogs pegestre 36 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION glix4 melao Drop-off/Access to Miami Central Station on both sides of the street. z Surface parking to M 8' P w 15' Building with arcade on sidewalk is a good example of protection from the elements for pedestrians. Surface parking lot garage facade not engage )ns. ♦ • Surface parking lot NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 63% People 37 % Bike 00 % Green 00 % Transit 00 % Surface parking lot 1• 5 • • • L I� New Development (Under Construction) LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp z Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy Surface parking lot © 2018 PLUSURBIA LLC NW/NE 6TH STREET I37 NW/NE 5TH STREET NW/NE 5th Street is a one-way street with three lanes. One row is dedicated to parallel parking on some portions and two rows are dedicated to parallel parking on others. The street, although very wide, still poses challenges for pedestrians crossing the sidewalks because most of its length is too narrow and there is no bicycle infrastructure. Buildings, in general do not engage the sidewalk. They have blank facad or they are separated fr The intersection of NW 5th lacks marked crosswalks and sig corner at this intersection is vacant and could This submittal needs to be scheduled fora public hearing in accord ante 'nth timelines set forth in the City of Miaml Code. The applica tie decision -making body will renew the information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 e benefit from becoming a pocket park to mirror the pedestrian passage across the street. Wide street with enough Railroad crossing. space for bicycle lane. Lack of frontage. ► View reference. Advertising by bus stops, signs for buildings, light poles, street signs poorly positioned. Dangerous, massive intersections that lack adequate markings. 38 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION I — Pedestrian passage. - LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal w This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making body will rerlewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 66% People 34% IL Bike 00 % F Green 00 % Transit 00 % Street could use some trees to soften the blank facades of some of the buildings like the one in photo 5. Missing street trees. L11 r QI • w 4 -- THST • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy © 2018 PLUSURBIA LLC NW/NE 5TH STREET I39 Unsafe conditions under 1-95. ► View reference. NW/NE 3RD STREET NW/NE 3rd Street is one-way thoroughfare with two travel lanes and parallel parking from Biscayne Boulevard to NW 1st Avenue and a two-way with a combination of two lanes westbound and one and two lanes eastbound towards the station from 1-95. This arrangement of lanes presents an opportunity for a road diet and to insert dedicated bike infrastructure along the entire street. The predominant challenges in terms of mobility and accessibility are the continuous wide curb cuts for service and parking garage entrances that Multiple curb cuts on sidewalk disrupting the pedestrian path. Plaza with planted trees do not provide sufficient shade and cover. P disrupt the path of th physical protective barr the sidewalk along the co even though they have been th They affect the accessibility of the si an eyesore. NOTICE This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 d are NW/NE 3rd Street is an important pedestrian connection from Biscayne Boulevard and neighborhoods West of 1-95 and must be improved to accommodate pedestrian traffic to the station. w Secure mid -block crossing provided. n Protective barriers up against sidewalk that if removed could provide additional space for sidewalk and bus shelter. 40 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION One-way service street from NE 4th St with parking under the Metro Mover structure. No direct frontage to this street. Large area allocated to parking entrance without identifiable sidewalk. Building has extensive setbacks from the street and the surrounding public space/ plaza is not inviting due to lack of functions, unsuitable furnishing for gatherin and inadequate landscape for shade and suer. LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making bodywlll rerlewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 60% People 40 % Bike 00 % Green 00 % Transit 00 % Protective barriers on most of this block of NE 3rd St against the sidewalk disrupts accessibility. • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp w Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy © 2018 PLUSURBIA LLC NW/NE 3RD STREET 141 NW/NE 1ST STREET NW/NE 1st Avenue is a one-way, two-lane street that turns into a three -lane when leaving Downtown Miami. In many cases, the street has shady, mature trees and good sidewalk conditions that run alongside its length. In other cases, the sidewalk narrows and/or there are uncoordinated impediments such as lamp posts and signs among others that make pedestrian mobility difficult. w CC on z ► View reference. • Most of the buildings and uses, which encour This submittal needs to be scheduled fora public hearing in accord ante 'nth timelines set forth in the City of Miaml Code. The applica tie decision -making body will renew the information at the public hearing to render a recommendation or a final decision. There are a number of vaca lots that would improve frontages o - .ped. PZ-20-6058 09/19/22 East of 2nd Avenue, the metro -mover structure takes a significant amount of space with its columns which reduces the available ROW. Building frontage lacks activity. Street too wide to cross safely and lacks crosswalks. Crosswalks not visible. 421 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION _ Opportunity to improve transit stop by adding more seating and shelter. 1 Opportunity to convert lanes into pedestrian plazas. 10.7 LEGEND: �--I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal A This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making body will rerlewthe Information at the public hearing to render a recommendation or a final decision. LEGEND: Car 56% People 44 % Bike 00 % Green 00 % Transit 00 % Multiple curb cuts that make Missing street lighting. walking unsafe. • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy © 2018 PLUSURBIA LLC NW/NE 1ST STREET 143 • I* • - .1 • • , NOTICE Ms submittal needs to be schedu Led for a public healing In accordance wat t mellnes set forth in the City of Miami Cede. ThppLice deelsion-rria king bJywiLL review the Information at the pubbc hearing to render a recommended on or a fine decia on F. PUBL, 6,11 It ri Nl' i Co 0 ACL F'r ON NOTICE This submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The appliade deoIsion-making body review the Information at the public hearing to render a recommendation or a final decia on. V *tin EW CO ' PZ-20-6058 09/19/22 [DOWNTOWN] RECOMMENDATIONS METHODOLOGY Based on the site conditions and accessibility survey, a set of strategies and recommendations are proposed to improve access to and around the station. The go-aal of these recommendations is to improve §afety + comfort, increase ridership and interconnectivity between modes and around the station. The study also considers future mobility improvements that incorporate resilient investment strategies, as well as examples of other cities that faced with similar challenges have addressed them in different w AGENCIES LEGEND BD: Building Department CC: Code Compliance CIP: Capital Improvements Program DDA: Downtown Development Authority DREAM: Dept. of Real Estate & Asset Mgmt. 4 These recommendations are divided in the following categories identified during the Assessment and Analysis sections: ow.- 1. Mobility 2. Safety + Comfort 3. Public Space 4. Land Use + Resiliency I I. r 41 Some of these recommendations will require multi -agency coordination. Some of them are identified herein. EO: Elected Officials + City Commission FDOT: Florida Department of Transportation MDC: Miami -Dade County MPA: Miami Parking Authority ORS: Office of Resiliency and Sustainability PR: Parks and Recreation Department RPW: Resilience and Public Works Dept. PZ: Planning and Zoning Departments RS: Resilience and Sustainability WB: Wynwood BID Downtown's right-of-ways were designed to accommodate vehicular traffic at the expense of limiting the space dedicated for the secure and safe movement of pedestrians and other non -motorized modes. The introduction of additional commuter transit modes creates a higher demand for non -motorized means of mobility. Therefore, the redesign of right-of-ways to accommodate new mobility options is necessary. The following strategies are intended to create a well-connected network throughout the Downtown. These recommendations acknowledge the relationship between land use and transportation by considering context -sensitive street design. Furthermore, these recommendations address how to balance the needs for space on the streets including safety, mobility, creating vibrant frontages and attractive public spaces. 1.1 RE -BALANCING STATION AREA'S ROWs Re -balance the streets by re -allocating space currently used for parking or travel lanes to other uses. Alternatively, travel or parking lanes that are too wide can simply be narrowed, slowing traffic down and creating more space for other uses. These can include wider sidewalks with space for trees, seating and other amenities, high -quality protected bike lanes, or transit priority lanes that improve bus operations. Reducing the space dedicated to cars also makes crossing the streets easier and safer for pedestrians and cyclists. NW/NE 5th Street is a high speed, one-way street with three lanes of traffic for cars and at times two parking rows. Removing a parking lane or a travel lane could accommodate a high -quality protected bike lane. The 2017 Miami -Dade TPO Protected Bike Lanes report recommended this change to NW/NE 5th Street as well as on NW/NE 6th Street, N/S Miami Avenue, and NE/SE 1st Avenue in Downtown Miami. Consider the use of permeable infrastructure to provide passive drainage during flooding events (travel, parking and sidewalk pavement, tree -wells, etc). NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. Image: Typical bus stop In Miami. (Source: Plusurbla Design) PZ-20-6058 09/19/22 46 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Integrated, supportive pedestrian and bike Infrastructure. (Source: WGLT) RE -BALANCING EXAMPLE: N MIAMI AVE NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Access to tran ation is most often created through non - motorized modes like the bicycle and pedestrian. To improve access and increase ridership, we must re -think our streets. We must prioritize bicycle and pedestrian mobility to improve safety and comfort. EXISTING ■Car 67% ■People 33% ■Bike 00% IL. Green 00% ■Transit 00% A PROPOSED ■ Car 46% ■ People 33% Bike 00% Green 00% ■Transit 21 % NE 1ST ST /A EXISTING Car 56% People 44% Bike 00% Green 00% ■Transit 00% r:r e titt PROPOSED ■ Car 29% ■ People 71% ■ Bike 00% ■ Green 00% 'Transit 00% All Diagrams: Example of what re -balancing the street would look like If Implemented. (Source: Plusurbla Design) © 2018 PLUSURBIA LLC RECOMMENDATIONS 147 1.2 SPEED MANAGEMENT One of the biggest challenges to Downtown's mobility is the existing street design that encourages high vehicular speeds, making none - motorized movement unsafe and uncomfortable. Because Downtown Miami is designed to accommodate peak -hour motor vehicle traffic, the wide multi -lane one-way streets that traverse it are often below capacity during the rest of the day, allowing for dangerously high speeds. Implement Pedestrian Priority Zone plan prepared by the Miami DDA to maintain safe speeds that make walking and cycling safer and more pleasant in Downtown. Consider lowering the vehicular speed limit to 20 mph or slower throughout the quarter mile radius from the station to increase safety between modes. 1.3 CONGESTION MANAGEMENT Downtown's livability and economy depends on its ability to provide fluid networks such as reliable transportation of goods, services and information which are key to the success of any city core. Congestion of these networks can seriously damage the functionality and reliability of the downtown, impairing its ability to be compete with other urban centers. Vehicular congestion in Downtown Miami has reached similar critical conditions as other major cities around the world. The following are policies that have proven successful to reduce congestion and pollution in urban centers: Establish non -motorized priority or exclusive zones. Like many cities facing extreme congestion, Downtown Miami could limit vehicular access in some areas to improve and create incentives for biking and walking. This strategy can be considered as a permanent ban, or during specific times of the day [see Madrid Pedestrian Plan, Brussels City Center and San Francisco 2017 Market Plan]. Establish a Downtown CCZ (Congestion Charge Zone) policy. [see London CCZ]. This strategy will reduce congestion and improve traffic fluidity. Furthermore, as proven in other cities, it provides a source of funding that may be applied back into the network. NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 ow 4of people ving in Downtown o wor Image: HornbySeparated Bike Lane. (Source: Paul Krueger, Fllckr.com) High -Comfort Streets High -Stress Streets Diagram: This diagram illustrates the bicycle street grid around the MiamiCentral Station based off of existing conditions. The "High -Comfort Streets" typically run more local and have little to moderate volume of traffic. The "High -Stress Streets" on the other hand, are often more of the commuter avenues that support high volumes of traffic. As illustrated in the diagram above, the majority of streets in the study area that provide access to MiamiCentral Station are not conducive or safe to ride a bicycle. (Source: Plusurbla Design) 48 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. The advent of new mobility options require additional or new infrastructure to be installed. Holistic approaches serve best to make sure that any single intervention is an improvement, not an impediment. Establish schedule for large service vehicles to operate that does not conflict with peak traffic hours. Consider relief for small businesses service conditions to minimize impact to smaller commercial tenants. Limit access to local traffic only in certain areas at certain times. Similar to the strategies that could be used for non -motorized priority or exclusive zones, Limited Access Zones may use mechanical bollards and other traffic management elements to achieve this measure. 1.4 CYCLIST NETWORK Downtown streets were surveyed based on speed limits, the number of lanes, the volume of traffic (cars and people), and whether or not they had protected or separate bike lanes. In our analysis of the 1 /4 mile radius, 85% of the streets are identified as High -Stress Streets for cycling (see diagram 01). Provide a well inter -connected and secure cycling network by: Identifying opportunities to accommodate high -quality bike infrastructure wherever possible and where the ROW conditions permit it. Providing clearly marked signage and stencils on pavement wherever any type of bike infrastructure exists, such as cycle lanes, shared streets or physically separated lanes. Enforce lane blocking sternly - blocked bicycle lanes are one of the major points of conflict and safety. Considering implementing traffic calming measures and speed control to maintain a target vehicular speed of 20 mph or less whenever sharing lanes with other modes. Example: NW 2nd Ave. 1.5 CYCLE/SCOOTER PARKING INFRASTRUCTURE Provide ample, secure, multi -space bicycle parking facilities at or near the transit station areas. Assign reserved curb space for bike/scooter-share parking to avoid "clutter" and avoid interference with people walking on the sidewalks. When space is not available on the sidewalks re -purpose on -street car parking spaces for bike -share parking. Include bicycle repair stations closer to stations to improve the reliability of cycling as a mode of transport or recreational activity. Image: Indianapolis Cultural Trail. (Source: pedblkelnfo.org) © 2018 PLUSURBIA LLC Image: Designated bike share parking areas In Ballard, Seattle. (Source: westsideseattie.com) RECOMMENDATIONS 149 1.6 SIDEWALKS Although most streets in Downtown have sidewalks, many are narrow, broken, uneven and/or obstructed by poorly installed signage. In addition, many lack curb cuts creating accessibility problems for people with disabilities failing to provide adequate space for street trees, seating, or bus shelters. In addition, multiple curb -cuts for service and parking create uneven conditions that make walkability a challenge. These action steps should be implemented to improve sidewalk conditions: Bring all sidewalks in Downtown into a good state of repair. Increase urban tree canopy by planting native shade trees in existing empty tree wells, and implement and activate public spaces. Remove poorly installed signage to increase usable sidewalk space and add curb cuts at locations where they are missing. Limit curb -cuts to new buildings, consolidating ingress and egress to a single location. Work in concert with Action Step 4.4 Shared Loading Strategy to minimize the number of sidewalk conflicts. Require sidewalk tapering closer to the curb edge. New standards need to be adopted in order to reduce turning speeds into sidewalks. Tighter curb tapering and edges slow traffic down and provides safer and more comfortable walkable conditions. CURB CUTS Service future buildings avoiding a large amount of curb cuts by coordinating on a block wide level. Limit length and number of curb cuts for service access to buildings. Miami 21: The vehicular entrance of a parking Lot or garage on a Frontage shall be no wider than 25-30 feet and the minimum distance between vehicular entrances shall be sixty (60) feet, unless approved by Waiver. 1.7 CROSSWALKS Some streets are missing secure crosswalks and/or faded markings. Install and improve higher visibility crosswalks, such as zebra style or material changes, at all intersections. Maximize driver visibility and ensure pedestrian and bicycle safety while crossing streets. NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making belly will review the Information at the public hearing to render a recommendation or a final decia on. Diagram: New curb -cut standards that reduce the ramping to the first few feet of the sidewalk providing a safer pedestrian condition. (Source: GLS Prefabricados) 50 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Eaton Centre, Yonge Parkade. Yonge Street, Toronto, Canada. (Source: impark.com r NOTICE ThIs submittal needs to be scheau lee for a public healing In accordance wkh timelines set forth in the city of Miami Dude. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. . ., it I, IL_ - es and shading devices are veryeimportant 9 p elements for a successful walkable network, 411. . especially in a tropical environment. 1 II, Implement advance -stop lines at intersections for motor vehicles to prevent crossing invasion from cars and reduce crossing conflicts. Prohibit right turns at red lights throughout the downtown area will help prevent crosswalk occupation by cars and reduce conflicts. Program Leading Pedestrian Interval (LPI's) into traffic signals to give pedestrians - vulnerable to left turning vehicles - extra time to establish their presence in the crosswalk before motorists can start turning. All traffic signal crossings should be upgraded with Accessible Pedestrian Signals (APS) devices for pedestrians who are blind or who have low vision. 1.8 DESIGNATED RIDE -SHARE DROP-OFF LOCATIONS Provide intuitive clearly marked pick up and drop off areas that are easily accessible and visible to all users. Consider the station type and land use context in the specific design priorities for the station. 1.9 CHARGING STATIONS The electric vehicle (EV) industry has expanded in recent years. The availability of public charging infrastructure is significantly linked to high EV adoption rates in cities. By facilitating access to charging stations, local government can benefit from the ecological and economic benefits it brings. Develop codes and policies to allow and encourage charging stations to be installed in more areas throughout the Station Area. Launch a pilot project to install EV charging stations throughout Downtown, and make them accessible to the public through web based maps or other EV-related apps which show the availability of public charging stations in an area. Develop EV ready code packages to ensure buildings and parking infrastructure can accommodate electric vehicles. 1.10 ACTIVE PARKING MANAGEMENT PROGRAM Active parking management is the dynamic management of parking facilities in a region to optimize performance and utilization of those facilities while influencing travel behavior at various stages along the trip making process: i.e., from origin to destination. Image: Pedestrians crossing street using crosswalk. (Source: Google Images) © 2018 PLUSURBIA LLC Image: Shared Streets In Madrid, Spain. (Source: EURIST) RECOMMENDATIONS 151 Safety and Comfort refer to infrastructure vital to quality of life, which includes the all the city's systems. Its goal is to make transit users comfortable and safe while traveling. Adequate planning and maintenance of this infrastructure contributes to the health, comfort, environmental resilience, economic productivity, and social connectedness of Downtown. It includes both hard-scape and the natural environment, urban amenities, street-scape and outdoor spaces, which are key components in mitigating the impacts of climate change. 2.1 TREE CANOPY High temperatures during much of the year in Miami can make walking and cycling an uncomfortable experience. Unshaded pavement and concrete retains and radiates heat, making it even hotter creating an urban heat island effect. Many streets in Downtown lack street trees and in some cases, where they are present, they are palm trees that offer little shade. Provide shade trees on all streets (only when trees are not possible other shading devices should be used). It is important that both sides of the streets have trees to maximize the tree canopies and make sidewalks more comfortable for pedestrians. Trees not only add shade to sidewalks, but they also add a myriad of additional benefits such as serving as a protective buffer between pedestrians and vehicular traffic, increasing the aesthetic quality of the street, and improving storm water management. Plant shade trees in public spaces and encourage developers to do the same on private and public land as part of their development. Protect mature trees from new development during construction. 2.2 SHADE AND SHELTER Building arcades and awnings are effective ways of creating shade and shelter from the rain for people walking on sidewalks and should be encouraged in new development. Green roofs and green walls can also help reduce the urban heat island effect while incorporating greenery into built -out urban areas. The City and County could explore introducing green spaces on underutilized land at public buildings. They could also create incentives for private developments to do the same. » See Land -Use recommendations for specific action steps NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Image: Urban Heat Island analysis In Miami, Florida. (Source: www.cllmatecentral.org) 521 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Illustrative Plan for increasing Open Space and reducing the Heat Island Effect in the Downtown Area. (Source: Plusurbla Design) NOTICE ThIs submittal needs to be scheau lee for a public healing In accordance wkh timelines set forth in the city of Miami Dude. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. Make active ALL transportation users comfortable and safe while moving around Downtown by reducing current and future conflict areas. 2.3 IMPLEMENT TRAFFIC CALMING MEASURES High speed limits and poor street design allow for motorists to drive at dangerous speeds that are incompatible with a highly urban downtown setting where cars frequently mix with people walking or cycling. As vehicle speeds exceed 20 mph, the risk of serious injury or death to a person struck by a car increases dramatically. Additionally, the presence of loud, fast moving traffic degrades the quality of street life by discouraging walking or lingering on the street. On streets that lack space to introduce wider, high -quality bicycle infrastructure, traffic calming such as raised crosswalks, narrower travel lanes and curb extensions can maintain safe vehicle speeds and improve the experience of people walking and cycling. Planting shade trees along streets can also have a traffic calming effect by creating the perception that the street is narrower. 2.4 LIGHTING Increase safety and aid in night navigation for active transportation users. Lighting should consider safety for all modes. Typical Cobra head lighting, still found in many of the study area is not recommended for sidewalk safety. Instead, a variety of lighting solutions should be considered for sidewalks, bike lanes and signage among others. Require frontages to be transparent and lit at night. Boarded up ground levels are uninviting and unsafe. 2.5 EYES ON THE STREETS To contribute to an atmosphere of safety encourage "eyes on the street" to provide informal surveillance of the urban environment. Ample room for walking, frequent doors and windows with people inside at all hours of the day and attractive spaces are important key elements. Require frontages to be transparent and active. Create a 'no - vacancy program" with property owners. Image: Main Street sidewalk. (Source: Kris Decker Photography) © 2018 PLUSURBIA LLC Image: Example of "Eyes on the Streets" concept. State Street, Madison, WI. (Source: Emily Lee, Pinterest) RECOMMENDATIONS 153 NOTICE Thls submittal needs to be scheau lee for a pubic healing j In accordance withti mellow set forth in the City of l Mlami Code. The applica de decision-rna king bodywill revlewthe Information at the pub!c hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 THE CITY OF MIAMI IS LISTED AMONG THE TOP 50 CITIES WHERE BICYCLE COMMUTING IS GROWING THE FASTEST. FROM 2005 TO 2015, THERE WAS AN INCREASE IN BICYCLE RIDERSHIP OF 133% - FROM 3,000 TO -OVER 7,000 COMMUTERS. Ms submittal needs to be scheau lee for a public healing j In accordance wilt tmellnes set forth in the City of l Mlami Code. The applies de d Ision-ma king bcdywill review the Information at the public hearing to render a recommendation or a fine decia on. PZ-20-6058 09/19/22 Complete Districts takes a holistic approach balancing a city's public and private realms. The public realm includes city streets, sidewalks, parks and plazas, civic spaces and places that everyone can visit, while the private realm includes our homes and indoor life, the spaces where only the invited can go. Building facades are private but they form the walls of our public realm's living rooms. Adding and enhancing public spaces that improve the quality of the urban street life and encourage walking and create lively urban neighborhoods is important for all the citizens and visitors to Downtown and plays an important role in increasing transit ridership. Downtown Miami has a large number of open spaces around institutional buildings but their design often discourages use. There is a need for more modestly scaled and inviting public spaces. 3.1 PUBLIC SPACES In an effort to enhance the transportation experience and create a vibrant and vital station area open spaces need to be carefully analyzed and enhanced. New public spaces should be planned and created in partnership with the local community and businesses in order to ensure properly maintenance. Seek opportunities to create active public spaces such as pedestrian plazas or parklets by reclaiming underutilized street spaces. Example: As part of the New York City Department of Transportation's Plaza Program, this vacant triangular parking lot re -purposed an oversized portion of the right-of-way into a new public space. The location on Pearl Street boasts great views of the Manhattan Bridge and bike facilities that make the amenity not only pleasant but also convenient. According to a 2012 New York City Department of Transportation study, retail sales increased 172% after the parking triangle was converted into a pedestrian plaza. Ms submittal needs to be scneau lee for a public nearing In accordance wilt timelines set forth in the city of Miami the In The applies the tl public he rrnking body will view the information at the public hearing to render ody wia recommendation or a final decia on. PZ-20-6058 9009/19/22 �� �4,9 4 EWco Image: Pearl Street Triangle is a pedestrian plaza created from a vacant parking lot. (Source: nyc.gov) Image: A parklet reclaims portion of street and creates additional public space. (Source: Hackney Council) 56 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT ThIs submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Streets are the most prevalent and used open public spaces in a city. Making them comfortable, accessible, and safe increases land value and livability. 3.2 LIMITED VEHICULAR ACCESS STREETS With the increase use of public transportation, some streets may be re - purposed as "Pedestrian Priority Streets" - limiting vehicular access to local traffic and loading. Streets are the most prominent public space, oftentimes considered solely for mobility purposes. In reality, most of our daily public activity happens in streets: they are spaces where most often chance encounters occur. Streets should be always considered as an open space/public space asset in our cities. Incrementing the walkable realm, the sidewalks, and even limiting vehicular access provides a safer environment and one of the most effective ways to increase open space. 3.3 CAR FREE ZONES As mentioned in the Mobility section 1.3 one-way to manage congestion could be to establish strategic car free zones. This could increase the amount of space dedicated for pedestrians and bicyclists and incentivize the use of transit. Downtown is approaching a level of density and intensity which would benefit from implementing car free zones to reduce congestion. Starting a program in downtown would increase pedestrian and bicycle safety . 3.4 OTHER PEDESTRIAN ONLY CONNECTIONS In the same visionary manner the Highline transformed an abandoned rail line to a world class public space in the City of New York, the right -of way along the FEC - Port of Miami tracks provides a tremendous opportunity to create an elevated connection from the station to the Bayside waterfront and Bayfront Park via a more direct and safe route. Future development on either side could maintain its service oriented ground level (facing the rail line) and activate the floors above providing additional commercial opportunities. Consider a pedestrian -only structure over the FEC spur leading to the port between NE 6th and NE 7th Streets. Image: Illustrative render of a car free zone In Downtown. (Source: Plusurbla Design) Image: Proposed pedestrian -only structure over FEC spur. (Souce: Plusurbla Design) © 2018 PLUSURBIA LLC RECOMMENDATIONS 157 4.1 BALANCE LAND USE AROUND THE STATION The land uses around the train station are mostly civic and institutional, currently lacking the residential density and commercial uses on the ground level to encourage transit use and foster urban street life. The institutional buildings contain large setbacks with vast, unused spaces that are uninviting and often unsafe for pedestrians. Develop stronger policies to encourage appropriate land uses and development near transit. All future construction should have residential and non-residential uses combined within the same block. Rezone underutilized Civic and Institutional uses into compatible zoning categories to promote redevelopment. Encourage integration of Civic and Institutional uses within mixed -use buildings to achieve better and more efficient use of land. Moving these uses within future development will also reactivate a large area around the station providing a 24-hour environment. Additionally, City and County may benefit from these new developments with revenue that can be re -invested as improvements on infrastructure and other elements necessary for the successful revitalization of the transit shed. 4.2 TAX ALLOCATION DISTRICT (TAD) Establish a Tax Allocation District (TAD) in the 1/2 mile transit shed boundary to capture the value of new development for a certain period of time, so the value can be reinvested within the TOD and fund needed infrastructure improvements. The redevelopment of underdeveloped, blighted, and vacant properties will generate substantial new annual tax revenues from property taxes, sales taxes, business licenses and other sources. The TAD can fund projects to create new urban frameworks to support development, provide accessibility and mobility for pedestrians and vehicles, and improve the aesthetic and visual environment of the area. New appealing mixed -use development will broaden the area's appeal and increase its economic competitiveness. Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 i1a-j''- i. .T we- r damn MU tm # IN im IL. is LB wry L110 MI"' LW An Image: Existing Land Use Map. (Source: City Of Miami) Image: Future Land Use Map. (Source: City of Miami) JJ.11 58 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT II MEN swam sm1KREI 11Z131® : rNM Kai ®nSiM Kra o odAms G6Am DZOI EELTI I� na nnSVA "I I CMS ! a¢oSao LEM �otaana� " an Gunn 4.3 VACANT LAND NOTICE Ths submittal needs to be schedu lee for public heai ng In e e withti mellne, setcfrtn theCity of M i Code.The appl d tl l g bctlywill revew N formal at the p b! MearIngtrender recommendation decia on PZ-20-6058 09/19/22 Frontages need to be active, transparent and lit at night to create safe and inviting streets. Land use and zoning need to encourage these frontages to increase street life and mobility. Vacant and/or underutilized land is one of the station area's major problems. Lack of activity around within the transit shed discourages walkability as streets lack interest are often deemed unsafe. In cities like Miami that have adopted Smart Growth models, and where land is scarce, urban centers such as Miami's Downtown are where development makes most sense. Vacant and underutilized land pushes demand for development elsewhere, which in turn adds to the mobility issues the City faces today. There are methods that have been used to discourage speculation, increase land value and revitalize those areas of downtown that are currently inactive. Some are achieved through incentives that provide advantageous limited -time development conditions for instance, and others, more aggressive, as part of a taxation model known as "Progressive Taxation of Vacant Land". Examples of this method can be found in the 2018 British Columbia's Speculation and Vacancy Tax Act (Bill 45) (SVTA) as well as Vacancy Registration Ordinances established in Pennsylvania cities and boroughs such as Reading, Lancaster, Harrisburg, Steelton and York. 4.4 BUILDING'S MINIMUM HEIGHT Even though most development in the Downtown maximizes its capacity, it is also a predominant practice in the City to develop suburban single - story typologies in some T6 zoning designations. In most cases, it has been permitted to construct these single stories with a faux 2nd story on top of pharmacy chains and fast food restaurants. Just as is the case with 4.2 Vacant Land, underutilization of land in the City center leads to development pressure elsewhere decentralizing activity and reducing the area's economic vitality and capacity. Increase the minimum height from 2 stories to 5 stories to match the lower tier zoning category - T5 (mid -rise typologies). Image: Miami Downtown Developed Authority (DDA), Projected Development map. (Source: cyberclty3d.s3) 4.5 BUILDING FRONTAGES The immediate area around the station has a significant number of undeveloped lots and institutional buildings with blank facades and large setbacks that disrupt the pedestrian experience. Promote active frontages that invite pedestrians to participate in interior building activities. Well designed ground -floor spaces and transit supportive uses increase pedestrian safety and comfort. Establish a "no vacancy program" to ensure active frontages and reduce blight around the station. Similar to the responsibility that public agencies have to provide safe infrastructure to access private property, Frontages are an integral part to the safety and comfort for all users. Buildings need to be designed and retrofitted to provide interest, transparency, and especially light at night to reduce the actual and perceived sense of safety. Consider either a grant program for a storefront upgrade policy update to require buildings to contribute to the overall safety and comfort on the street, See the City of Arlington's 2017 Storefront Vacancy Bylaw success. © 2018 PLUSURBIA LLC RECOMMENDATIONS 159 4.6 PARKING Design parking garages so they can be adaptively reused in the future. Redevelop parking, especially surface lots into uses that improve the public realm. Incentivize temporary commercial frontages. Where parking remains, recommend active uses for parking garage ground floors, better trees and urban greening to minimize the impact on the pedestrian experience of parking lots and provide shade to counteract the urban heat island effect these cause. Encourage residential use of office and commercial parking structures after hours. 4.7 SHARED LOADING ZONES The Miami21 Zoning Code requires a large area of buildings in the urban core to be devoted to loading for commercial and residential uses. This condition has an adverse effect on the building footprints by taking a large portion of the usable ground floor for vehicle circulation. While all buildings need loading areas and refuse storage for collection, the code requires loading to occur within the building, which in most cases results in a reduced active commercial layer, frontage and large curb cuts that conflict with pedestrian mobility (see 2.5 Curb -Cuts). Create a loading and service plan that covers the current demand and is required to be revised every 3 years. This plan should work in concert with "1.2 Congestion Management" Propose legislation to create a Downtown parking and loading fund whereby existing buildings and proposed development can pay -in lieu of loading areas internal to the project for the right to use public loading areas. This fund, similar to those already in place in Coconut Grove and the Wynwood NRD-1 could be managed by the Miami MPA or the Downtown DDA. Funds attained by this measure could further pay for improvements and or maintenance and operation of these loading and service areas. NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wkh timelines set forth in the City of Miami Cede. The applica decision -ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. Image Left Blank wall on NW 5th St. (Google Street View) Image Top Right: Coconut Grove outdoor seating. (Source: Coconut Grove BID) Image Bottom Right: Parking structure on NE 3 St. (Source: Google Street View) Vacant / Infill Diagram: Example of adaptive reuse of existing parking structure. (Source: Plusurbla Design) 60 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 40:4,REvr Ew car - Frontages need to be active, transparent and lit at night to create safe and inviting streets. Land use and zoning need to encourage these frontages to 01 increase street life and mobility. 4.8 FLOOD RISKS Flood hazard maps (Flood Insurance Rate Maps or FIRMs) show that the properties close to the Miami River in Downtown Miami lie at a flood zone designated as Zone AE (moderate to high flood risk) and is described as the flood insurance rate zone that corresponds to areas of shallow flooding with average depths between one and three feet (9 feet in Downtown Miami). In some cases it is easier to accommodate access to the first floor by setting back the building facade. First floors that are far from the sidewalk are problematic for commercial streets where foot traffic and immediate access and visibility is integral to economic viability. 4.9 GROUND FLOORS While adhering to new flood regulations can present obstacles to maintaining active ground floors, there are a number of ways property owners can still provide transparency and activity at the ground level. Where floor plan allows it, access should be solved inside the building envelope to preserve street -wall alignment, ensuring a visual connection to the sidewalk. Hybrid strategies are possible involving elevation of interior space with wet flood proofing of entrances and a shallow area near windows that can serve as display space. Consider changes to zoning maximums reflecting flexible ground floor heights to address flood elevation changes. 4.10 PERMEABILITY As seen in recent flood events, major damage is caused in great part in the rate of absorption at which water permeates through the ground. Downtown Miami's coastal location has proven to be one of the City's most prone to flooding. As new infrastructure is put in place, consideration must be given to the shocks and stresses of flooding events. Future street improvements should use permeable materials to accelerate absorption to minimize property damage and time of recovery. All improvements and future private and publicly owned surfaces should be built with pervious materials to add to the absorption index of the area. DFE - BFE STREET LEVEL OMMERCIAL SPACE BFE: BASE FLOOD ELEVATION DFE DESIGN FLOOD ELEVATION = BFE* FREEBOARD (POSSIBLY LIP TO 5 FEET) Ground floor retail built up to BFE - grade separated sidewalks. ADA RAM PS/LI FT AN D STAIRS zi WET FLOODPROJFAREA *POSSIBLE INCEINITIVE AREA NOT COUNTED TOWARDS FLR DFE BFE STREET LEVEL OMMERCIAL SPACE Access elements inside the building envelope to preserve streetwall alignment. © 2018 PLUSURBIA LLC RECOMMENDATIONS 161 1 NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will revlewthe Information at the public hearing to render a recommendation or a final decia on. [COMMUNITY CENTER] MIDTOWN TRI-COASTAL LINK STATION AREA DEVELOPMENT RECOMMENDATIONS 64 INTRODUCTION 66 STATION AREA BASE ANALYSIS 70 SCENARIO EVALUATION 86 STATION AREA RECOMMENDATIONS 92 CONCLUSION [COMMUNITY CENTER] MIDTOWN MIAMI Midtown, located north of Downtown Miami and south of the Miami Design District is sometimes used as catch-all name to describe the neighborhood areas of the Wynwood and Edgewater. It is roughly bound by NE 20th Street to the south, 1-195 to the north, 1-95 to the west and Biscayne Bay to the east. The Midtown portion of this study evaluates two scenarios between siting a Midtown Tri-Rail Station on NE 29th Street (closer to Wynwood/ Edgewater/Midtown) or on NE 36th Street (Design District/Midtown). The following scenarios evaluate opportunities and constraints at different scales: the 1/2 mile TOD shed and the station sites at the block scale. The 1/2 mile analysis primarily focuses on a Complete Districts approach that determines the best possible station location evaluating network connectivity, mobility, public spaces, uses, density, neighborhood scale and redevelopment potential (entitlements). Additionally, a station (site) analysis at a block level focuses on the exploration of the existing conditions and the physical placement of the station's platforms and their accessibility, visibility and feasibility. The station platform dimensions were taken from the typical Tri-Rail 24' width by 450' length platforms on both sides of the tracks as defined by the SFRTA / Tri-Rail Station's Design Guidelines. Two scenarios were studied. The first scenario assesses siting along the ROW of the FEC tracks, north and south of 36th Street, and the second scenario north and south of 29th Street. RECENT STUDIES AND PLANNED IMPROVEMENTS Midtown Tri-Rail Station Siting Study (Garcia-Pons+Associates) August 2018 Wynwood Business Improvement District (Wynwood BID) August 2018 Wynwood Streetscapes (Corradino) July 2017 Wynwood Woonerf (Corradino) July 2017 Mana Wynwood SAP (Greenberg Traurig) April 2015 Wynwood Neighborhood Revitalization District (NRD-1) (PlusUrbia Design) August 2015 Miami Design District Retail Street Special Area Plan (SAP) (Duany Plater-Zyberk & Co) June 2012 Midtown Major Use Special Permit (MUSP) (City of Miami) July 2014 South Florida East Coast Corridor (SFECC) Station Design Guidelines (EDSA) December 2009 This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. Image: The Shops at Midtown Miami. (Source: www.emeraldoceanre.com) Image: Midtown neighborhood looking east. (Source: LG Realty Group, on Fllckr) PZ-20-6058 09/19/22 641 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Midtown Miami. (Source: LG Miami Realtor, on Fllckr) BUENA VISTA • • • • • • • • • • • • • _ •to • • • • • • • ••• • • • • - •---•_-• • • • • • • • • • • • • • .•" • • • • • • • • • •• • • • • • • • • • • • • • • • • ••••••• ••••••• ••• • • • • • • • • • • • • • •• • • • • • • • • • • • • DESIGN DISTRICT MIDTOWN • .... • • • • • • • • • • • • • • • ••••• • • • • • • d ••••••• ••• • ROBERTO ••• • '.•.' CLEMENTE PARK 41/0 • • • • • • • • • • • • • • • • • _ • • • • • W • • • • ' • • ' • ' •• THE S PSBAT MIDTOWN • • • .......... .... .•.•.•.... •• , • • • • • • • • • • • •••••a' • • • • • •••••' • • • • • •• • • • • E. M. HARTNER ELEMENTARY • • • • • • • ,;�. iL_• • •. • • • • • • • • • • • a • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • a • • • • - • - •• • • • • • • • • • • • • • • • /:•• • • • • • • • • • • • • .0 • • • • • • • - �� • • • • .. • • • • • MIDTOOWNNi8 WYNWOOD WALLS •••••• ' • • •• • • • • • • • • • • • • • • • • • • • • • • • • • MANA WYNWOOD CONVENTION CENTER OVERTOWN • • • • • • • • • • • • • • • • • • • • • • • • • • .• ••••• • •• ••••• • • • • • • • • • • • • • • • • • • • • NOTICE Thla aubmittal needs to be schedu led for a public hearing In accordance wilt hmellnes set forth in the City of Miami Code. The applies de decision -making body N C review the information at the public hearing to render a recommendation or a final decision. ALBERT PALLOT PARK - -NE 36TH STREET STATION' r CHIQUITA [ MIDTOWN 29 J EDGEWATER- PZ-20-6058 09/19/22 [BLUE CONDO CBAY PARK TOWERS BISCAYNE BEACH CONDO PARAMOUNT BAY CONDO - Points of Interest LATER] MIDTOWN MIAMI 165 STATION AREAS BASE ANALYSIS KEY GUIDELINES FORA COMMUNITY CENTER STATION MULTI -MODAL SERVICE: Enhance multi -modal access with infrastructure improvements Park and ride is not appropriate • Enhance drop-off access at locations near main streets • Connect to existing multi -modal networks including on -street transit WALKABILITY: • Provide safe and visible connections to the station Provide alternative pedestrian routes off fast-moving streets Reduce block sizes Increase visibility and awareness of proximity to stations with repetitive wayfinding elements DEVELOPMENT CHARACTERISTICS: 3-5 stories 30-70% lot coverage Multi -family or townhouses Building design should match the feel/needs of the neighborhood Higher densities closer to the station KEYS TO SUCCESS: Market transit connections Rebuild and reconnect pedestrian infrastructure. If vacancy is high, plan development and infrastructure for future density increase *Reference: Treasure Coast Regional Planning Council. Florida TOD Guidebook. Florida: State of Florida Department of Transportation, 2012. Image: NE 36th St looking North. (Source: Google Maps) This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 STUDY AREA EXISTING CONDITIONS CONTEXT: • Community Center Station AVAILABLE INFRASTRUCTURE: • FEC railroad tracks TRANSIT SERVICES: • Bus • Trolley KEY FEATURES: [MIDTOWN NORTH -36TH ST] Transect of single-family, low/medium density development • Mixed -use walkable district • World -class retail and entertainment destination • Good connections to transportation corridors. • Established developments and maximum build -out capacity. • Limited vacant land opportunities. [MIDTOWN SOUTH - 29TH ST] Transect of medium/high to low density developments. • Good connections to transportation corridors • World -class entertainment destination • Industrial underutilized warehouse buildings • Superior density by zoning right • Numerous vacant land and re -development opportunities (see diagram on the right and the existing conditions assessment) Image: NE 29th St looking North. (Source: Google Maps) 66 1 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT LEGEND: 1111 Metrorail Trolley [Little Haiti Loop] )> Trolley [Biscayne Loop] © 2018 PLUSURBIA LLC ► Trolley [Wynwood Loop] • • Bus Routes I— 1 Open Spaces / Parks NE 29TH STREET STATION 5 min Bike Shed 5 min Walk Shed ®• • Pedestrian Routes [from 29'h St] This submittal needs to be scheduled for a public hearing in accordance whh timelines set forth in the City of Miami Code -The applicable decision -ma Xing bodywill review the Information at the public hearing to render a recommendation or a final deciv on. PZ-20-6058 09/19/22 0. • Pedestrian Routes [from 36'h St] 9 Points of Interest STATION AREAS 167 EXISTING CONDITIONS ASSESSMENT *AII numbers are based on the 1/2 Mile radius area. STREET TREE CANOPY 36thSt 52%ofthestreetswithin 1/2 mile radius have little to no shade. 29thSt 62%ofthestreetswithin 1/2 mile radius have little to no shade. LEGEND: No Trees Small Trees/Palms [One Sides of Street] Small Trees/Palms [Both Sides of Street] Mature Trees [One Sides of Street] Mature Trees [Both Sides of Street] Parks / Open Spaces CROSSWALKS + INTERSECTIONS / — - - = t_� i r I ; 045 NE SIN - at- 7- E3nhn 1,013.11ses— LEI]. l 2&ham uENn r 5 2aEu - al1TN ie Z. _I 1 1 m N 21s� 80% of the streets within 1/2 mile radius lack marked crosswalks. 85% of the streets within 1/2 mile radius lack marked crosswalks. LEGEND: O No dear pedestrian crossings[80] Crossings [One or Two Sides of Street] [58] O Crossings on all intersections [26] This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. CYCLING COMFORT ±42}_r mum Hu um ricV1 1111111118 MI I MI MINIUM �sy Imam IV sir, f • r 1 PZ-20-6058 09/19/22 NEM nymmic 111 _= — °1, I�IIll�ni: iimmumeraus ins NW' ', Wrairi[ IL Ma . OM Malt wiT 38% of the streets within 1/2 mile radius are not comfortable for cycling. 34% of the streets within 1/2 mile radius are not comfortable for cycling. LEGEND: - High Comfort - Low Comfort 68 I MIAMI 21 TOD 'TRANSIT ORIENTED DEVELOPMENT ZONING + DENSITY / or- r. Imo`., ,. 111111 = ill _ o___,,.. ___ 1 2K dwelling units within 1/2 radius area.* 2.3K dwelling units within 1/2 radius area.* LEGEND: T6-36 Urban Core T6-24 Urban Core T6-12 Urban Core T6-8 Urban Core T5 Urban Core 1 LAND -USE tv --- - -- is 11 / _I aya3.a i t _ — s = fl — — 1011.111 Z Ina I Dr ONO -IP 1k 111111A116.L1 Iw \71111 NAM i, uni moor / LI friumen.ow ...IsmII in—mii 1 � I11111 JIB ma w E13.331-19$ MI. mile 16% of the area within 1/2 mile radius are dedicated to residential uses. mile 28% of the area within 1/2 mile radius are dedicated to residential uses. T4General Urban l. T3 Sub -Urban CI Civic Institutional D1 Industrial _ CS Civic Space/Parks *A 1 % growth projection for both population and employment were added to the 2015 Census data to establish current (2018) baseline data. (Source: Garcia-Pons+Associates) LEGEND: Single -Family Two -Family Duplexes _ Townhouses Low-DensityMulti-Family High-Density Multi -Family Residential -Government Transient -Residential Commercial 1 1 office Mixed Use Institutional Industrial Utilities Parks Vacant Privately [NO This submittal needs to be scheduled fora public hearing In accordance wth timelines set forth In the city of Miami Code. The applicable decision -making bodywill review the information at the public hearing to render a recomrnentlaton or a final declsan. FEC RIGHT OF WAY — - nv. PZ-20-6058 09/19/22 awl 1. L N 9 ,ar BIM I L 1 1 , pth may- R A- rig - sin ILNE z6ths .". -11 NE - -��� fir— ITS 1 12% more railroad right of way available near the proposed 29th St station than on 36th St. LEGEND: Right of way dimensions variances and distance fluctuation, with the orange color indicating limited space (30 ft or less) and the _. indicating the zones where there is potentially sufficient space to fit the station areas minimum required platforms. © 2018 PLUSURBIA LLC EXISTING CONDITIONS ASSESSMENT 169 1' L. - -17054 r- - • • _.„14.1d, • - - . F-7 e , rw • ' • : •406K. ' NOTICE Ms submittal needs to be scheduled for a public healing In accordance wat tmellnes set forth in the City of Miami Dade. The applies tie decIsion-rna king body wilL review the Informaton at the public heanng to render a recommendation or a fine decia on • qa1 r • V-41111141 • • ". • -.....41:APt..11,7 I d.r171'7.-4.,•rr II. WWI, • „)1 _ ". Aim er-p•-mL.1 ill- - -0 • 1 Pr ELeMir 7111.1. EarEMEI imiTmitiri• +mina gin- .i•mr NOTICE Ma submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 [STATION AREA] SCENARIO EVALU ION ANALYSIS METHODOLOGY The study looks at the physical conditions: challenges and opportunities between the three districts examining potential future development patterns, regulations, and context along the FEC rail line and within the potential transit sheds to provide recommendations for the most suitable station location. These recommendations are divided into the following categories: 1. Development Capacity Maximum Build -Out Analysis 2. Station Design Guidelines 3. Potential Station Area Evaluation • ,_miPimW twork connectivity • Mobility • Public Spaces • Use • Density/ Intensity • Parking • Spatial constrains r .1 •,•,•=pia- rS.l r — • •-�- tiro r� a t • _. t- "_sue � • • DEVELOPMENT CAPACITY BUILD -OUT ANALYSIS The Midtown Tri-Rail Station Siting Study by Garcia -Pons + Associates was commissioned by the Wynwood Business Improvement District (BID) on August 2018 to identify and address the future mobility needs of the Wynwood/Midtown/Edgewater district. The intent of the Study was to explore demographic characteristics and development capacities within potential Transit Station Area sheds (areas within a 1/2 mile radius of a transit station) to help identify possible transit station locations along the existing FECI Corridor near Midtown Miami. The two Station Area Locations explored are located at the intersections of NE 36th (near the Design District), and NE 29th Streets, (near Wynwood/Edgewater), along the FECI Corridor. The next step was to establish a Build -Out [Maximum] development capacity based on physical conditions and Miami 21 Zoning codes. The study shows that there is a significantly higher development capacity in the NE 29th Street shed than NE 36th Street shed. And, for the purpose of providing the greatest economic development benefits at the lowest cost to the public sector, a higher development capacity provides a sound statistical basis for siting a Midtown Tri-Rail Station nearer to NE 29th Street (closer to Wynwood/Edgewater/Midtown) than to NE 36th Street (Design District/Midtown). Maximum Build -Out data sets for future potential Population, Households, Commercial and Employment shows that the 29th Street Station Area has a 50% higher future potential development capacity than the 36th Street Station Area. A further breakdown of the Station Area sheds shows that there is a significant overlap between the two Station Areas (generally the area including and surrounding Midtown) and that if this overlap area were to be reduced (i.e. moving the northern station further North or southern station further South), the disparity in development capacity would increase exponentially. Given that the overlap data cancels itself out when comparing the two locations, the overlap area was excluded from each Station's 1/2 mile shed's computation. As a result, the southern portion of the 29th Street Station Area results in a 300% higher future potential development capacity - based on the current entitlements - than its equivalent northern portion of the 36th Street Station Area. The development capacity difference suggests the need to study future mobility solutions and investments further, including a potential new Transit Station to maximize ridership and adequately serve the rapidly growing needs of both communities. The study concludes that for the proposed transit system to be economically viable, any new transit stations should be sited to serve, not only existing populations and workforces, but also future ones. Additionally, future transit hubs must be consistent with the goals of the City and County's Comprehensive Plans and Zoning Codes, stations should be sited in communities with a high level of mixed -use development, limited parking requirements and higher densities to help catalyze investment and support the highest level of infill growth. PU$�/ NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. QVY' ReV / Ew C°' CURRENT [2018] BASELINE DATA MIDTOWN STATION AREAS � —� 36T" ST STATION AREA --_, _ i 1 - _4 -,— — - 4 i, d7X XI - y - ♦ i ♦ ♦ _ =1 I • -' MIDTOWN OVERLAP A all ♦ ♦ • • • • • ♦ ♦ ♦ ♦ / ♦ / ♦/ = X _ •` • • i PZ-20-6058 09/19/22 29' ST STATION AREA Station Area Population Households 36th St 29th St 6,100* 6,500* 2,000 (avg. household size 3.00) 2,300 (avg. household size 2.87) Station Area Employment Commercial (gsf) 36th St 29th St 7,400* 6,700* 1,958,400 (265 gsf/employee) 1,769,200 (265 gsf/employee) *A 1 i growth projection for both Population and Employment were added to the 2015 Census data to establish current (2018) baseline data. (Source: Garcia-Pons+Associates) 721 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT 36TH ST. NORTHERN -CRESCENT- [DESIGN DISTRICT] r - _ 1 7 — ��♦ UV / _ 1 \ = = 1 _ ==-1 1 117-11 --- -I-`" LEGEND: • 36th St- Northern "Crescent' • Midtown"Overlap" • 29thSt- Southern "Crescent' 12 [NOR PU$L/ NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth In the City of Miami Code. The applicable decision -making body will renew the information at the public hearing to render a recommendation or a fnaldecyyon. - QVv VIEW c0' PROJECTED BUILD -OUT MAXIMUM DATA MIDTOWN "OVERLAP" PZ-20-6058 09/19/22 29TH ST. SOUTHERN "CRESCENT" [WYNWOOD/EDGEWATER] Ili I = -_ — Ili -. 11 —r 1 `r J-r IIL R , J Rom11 ' , v , —1 = ' , 1 )l, a. - 1,% f ° '1,4.. _i._ _ —_II _ _ 11 —1 - V�1 = =—r---- 'Existing Built Area (In gross square feet) was sourced from the Miami -Dade County Property Appraiser's website. Maximum Allowable Area (gross square feet) was extrapolated by taking each Lot by Transect Area and filtering them through the maximum allowable Density, Intensity and Height allowed under the Miami 21 zoning code. Projected Buildable Area (In gross square feet) was deduced by "building out" average sized Lots within each Transect Area, within each Station Area, using a standard typology subject to buiidabiiity constraints. The standard typology includes ground floor retail (T5 & T6 parcels), parking liners (T5 & T6 parcels) parking (including 30% parking reduction) and 1,200 square foot average dwelling units. (Source: Garcia-Pons+Associates) COMMERCIAL EMPLOYMENT ■ 3.73 M / / 3.65 1,1 5222 Bonn 15000 14,1m5 14455 l0 555 Sons 3.8 POPULATION DENSITY ¢ 55005 r000c 50555 5000C 0200 45,000 40,000 30,000 25,000 15,r_lr_l111 10,000 Diagrams: Text and graph information adapted from the Midtown Tri-Rail Station Siting Study, by Garcia-Pons+Associates. © 2018 PLUSURBIA LLC DEVELOPMENT CAPACITY BUILD -OUT ANALYSIS 173 G 0 PURL, STATION DESIGN GUIDELINES The following specifications are taken from the SFRTA / Tri-Rail Station's Design Guidelines that apply to side platforms in urban site conditions. All dimensions taken are not based on surveys, they were obtained from the City of Miami's Open Source GIS files, the Miami -Dade Property Appraiser website and aerial imagery. The following specifications were used to study the station location: LENGTH OF PLATFORM — 450-500 feet minimum. WIDTH OF PLATFORM — 25 feet minimum, with additional width as necessary to meet the "Platform Area". WIDTH OF ROW — 76 feet minimum. STATION ACCESS — Stations should be sited at visible locations on collector roads or minor arterials and not on major arterials or residential sites. ALIGNMENT — Platforms should be located along tangent track. SLOPE & CURVATURE — Essentially level and flat. STATION CONNECTIONS — Avoid the "Up and Over" connection. This refers to the typical bridge that connects commuters to both sides of the platforms. These are costly and require additional space that is limited in urban locations. OMIAMI CENTRAL STATI O N 1. �.. _ F jam' _} 741 MIAty 21TOD I VANSIT:Ar NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 RE r Ew c©4;' DISTANCE BETWEEN STATIONS — According to the guise Ines, the ideal spacing between stations ranges from 3 to 4 miles, although a 2 to 3 miles minimum is allowable in some urban situations. These distances allow the train to pick up speed and come to a safe stop. Shorter distances result in slower and inefficient commuter rail service, thus possibly discouraging potential riders from choosing this mode of transit. The aerial image below shows the general distances from the Miami Central Station to the 29th and 36th Street proposed stations. The distance from the Miami Central Station to the proposed 29th Street Station is 1.8 miles while the proposed 36th Street Station is 2.4 miles away. Both distances are in the lower margins set by the SFRTA. While the 36th Street Station has additional distance to make the commuter rail more efficient, both urban sitings are within reasonable distances from their nearest station locations. Additionally, since the study assumes the placement of the nearest station at 79th Street (3.2 miles from 29th street and 2.6 miles from 36th street), any additional stations considered between Midtown and 79th St will have a significant impact on train speeds (acceleration and deceleration), travel time and efficiency. IIII111111111111111111111111111111R1111111IIIIIII11111111111111111111IIIlillllillllllyiiiiiiiii °►inUinulllll mli mil _. .� 4 a , 9 0 Q N q Diagram: Station area plan, based on Station Area Guidelines by the SFRTA. All dimensions displayed in this diagram are based on the minimum distances required by the SFRTA Station Design Guidelines and the State of Florida Department of Transportation. (Source: Plusurbla Design) 1.8 MILES - © 2018 PLUSURBIA LLC Thla submittal needs to be schedu led for a public healing In accordance will tlmellnes set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Diagram: Station Area section. All dimensions displayed in this diagram are based on the minimum distances required by the SFRTA Station Design Guidelines and the State of Florida Department of Transportation. (Source: Plusurbla Design) Image: Station area design at the Delray Beach Transit -Oriented Development Char ette. The design shows pedestrian access directly from the street to both of the station's platforms, and visibility to the station areas entrance and access points. (Source: Dana Little) TION STREET A STATION N NE NE 36TH STREET STATION POTENTIAL STATION AREAS - EVALUA NE 36TH STREET STATION Image: Aerial view of the proposed station area on NE 36th Street. (Source: Diagram by Plusurbla Design, Aerial Image from Google Maps.) This submttal needs to be schedule) fora pu boc hearing in accordance wM1h timelines set forth in the city of Miemi Code. The applicade decision -making body will re0iew the information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Network Well-connected grid system, serviced by various modes of Connectivity transit including bus/trolley and bicycle networks to the north and east. Conditions under the elevated 1-195 create a barrier for commuters, as do some challenging intersections to access the potential station from the north and south. Bike/ Ped improvements are necessary to improve accessibility. Mobility Traffic congestion at the intersections of Biscayne Boulevard, NE 2nd Ave and Federal Hwy is a serious mobility challenge for accessibility at this location as it blocks the flow of pedestrians, cyclists and vehicles to and from the station. The FEC railroad line is also a physical barrier specially for pedestrians and bicycle users. Open The proposed station area is within a 10-min walk (0.5 miles) Spaces to Stearns Park to the east and 12-min walk (0.6 miles) to Roberto Clemente Park to the west. The Miami Design District has a number of good quality open spaces and paseos that are accessible to the public. Uses There is a mix of residential, business and office uses close to the proposed station area. The Design District is composed of a mix of luxury retail and office uses with single-family residential further north. Midtown is a mixed -use area with large big box retailers beneath high -density residential towers. Edgewater is made out of primarily high -density residential uses along a commercial corridor. The existing active ground floor uses are conducive to a good pedestrian environment. Density/ Mix of uses with high residential densities and intensities. The Intensity 1/2 mile radius captures a significant part of well- established low -density neighborhoods to the north and west (Morningside and Buena Vista and Wynwood North) reducing current and potential future ridership count. Parking Public and private parking facilities are available within the transit shed and parking reduction incentives are available for new developments in exchange for payments into Parking Trust Funds. Image: North Federal Highway, looking North. (Source_ Google Maps) 761 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: North Federal Highway, underneath 1-196, looking South. (Source: Google Maps) NE 29TH STREET STATION Image: Aerial view of the proposed station area on NE 29th Street. (Source: Diagram by Plusurbla Design, Aerial Image from Google Maps.) This submittal needs to be scheduled fora pubic hearing In accordance we, timelines set forth in the City of Miaml Code.The applica decision-makIng bodywrll renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Network Well-connected grid system serviced by various modes of Connectivity transit including bus/trolley routes. No bicycle infrastructure present. No significant mobility impediments are found. Bike/ Ped improvements are necessary to improve accessibility. Mobility NE 29th Street is considered an important connection between NE 2nd Avenue and North Miami Avenue. Some congestion found during peak hours. The FEC rail road line is also a physical barrier, specially for pedestrians and bicycle users connecting to Edgewater. Open The proposed station area is within a 13-min walk (0.7 miles) Spaces to Roberto Clemente Park to the west. The Wynwood NRD- 1 proposes areas for future open space including Pedestrian priority streets (currently under development). Uses Wynwood to the west is a diverse mixed use entertainment, restaurant and entertainment district with a high potential for development such as office, retail, hotel, education, institutional as residential uses. Midtown to the north is a mixed -use complex with large big box retailers below high density residential towers. Edgewater to the east is made out of primarily high density residential uses along a commercial corridor. Density/ Mix of uses with high residential densities and commercial Intensity intensity. The Wynwood NRD-1 functions as a Zoning Overlay that restricts height, increases density and reduces parking requirements. Parking Public and private parking facilities are available within the transit shed and parking reduction incentives are available for new developments in exchange for payments into Parking Trust Funds. Image: NE 29th Street looking West. (Source_ Google Maps) © 2018 PLUSURBIA LLC Image: Intersection on NE 29th Street with the FEC railroad line looking North. (Source: Google Maps) POTENTIAL STATION AREAS - EVALUATION 177 [36TH STREET -MIDTOWN NORTH] PHYSICAL STATION AREA EVALUATIO CRITERIA NORTH SOUTH This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 IHI Platform Width min 76' required Width is not sufficient for platform placement. Width is not sufficient for platform placement. Platform Length e Length is sufficient for platform placement. e Length is sufficient for platform placement. min 450'required onQ Transit Network Both proposed station locations are served by direct access to trolley and bus service. Traffic The intersection of NE 2nd Avenue, N Federal Hwy and NE 36th Street heavily prioritizes vehicular movement over the safety and comfort of other users. Pedestrian and bicycle access to this station is unsafe. Major 0 improvements are required to achieve minimum accessibility. According to FDOT traffic data, the annual average daily traffic (AADT) for NE 36th St is double the traffic registered on NE 29th St. Pedestrian Access Direct access from street intersection The intersection of NE 2nd Avenue, NE 36th Street, N Federal Hwy and the FEC rail road tracks is very dangerous for pedestrians. There are painted crossings but because NE 36th Street is so wide and cars come from all Xdirections, it is difficult and unsafe to cross. Access across Federal Highway is similarly unsafe at NE 39th Street. This intersection is the main access to the Design District as it has a direct connection to the westbound 1-195. Cycling Access O There are bicycle networks north of NE 36th Street with bicycle lanes on NE 2nd Ave and N Federal Hwy and Connected on the Julia Tuttle Causeway going east. Connections to the south are planned but not built on NE 2nd Ave. OConnections to the West are non-existent or planned. Sidewalks O All sidewalks close to the proposed station locations have a minimum width of 5 feet. Most sidewalks do not Comfortable + Safe O have trees. There is no space to add sidewalks parallel to the platform, adjacent to N Federal Highway. x Access Frontage Q There are active frontages on NE 2nd Avenue, although single -use buildings limit the time of Xactivity in the general vicinity. Facing N Federal Hwy is largely undeveloped and lacks any cohesive frontage. Most of the adjacent frontages around the potential station present unsafe conditions to future commuters accessing the train service. OThe undeveloped parcel west of the tracks has the potential to include an open space entrance to the station. Frontages along NE 2nd Ave could be improved with frequent doors and windows and active uses to support a safe and comfortable access route to the station. 0 Physical Station Impediments Points of Conflict Not enough space for platform Enough space for platform 781 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT NE 36TH STREET L f © 2018 PLUSURA L NORTH SIDE OF 36TH ST. STATION SCENARIO m' I� SOUTH SIDE OF 36TH ST. STATION SCENARIO _ This submital needs to be scheduled fora public hearing in accordance wAh timelines set forth in the City of Miami Code. The applicable decision -making bodywill reWew the nfonnadon at the public hearing to renders recommendation or a final decision. WN NORTH] PHYSICAL S IATION AREA EVAL N JATIO NE 36TH STREET The intersection at NE 2nd Ave, N Federal Hwy and NE 36th St is currently dangerous for pedestrians and cyclists due to the current design, giving priority to high speed vehicle movement. This intersection forms a physical barrier that impedes access to the proposed station north or south of NE 36th St. Its 5 point configuration and wide vehicular lanes results in additional difficulty to cross and confusion for pedestrians as signalization sequence is long. Curb radii at most intersections is very wide allowing vehicles to turn at high speeds. Limited space between curb and bus stop furniture. z NE 36TH ST O 0 O O O O �� �I �—� • /T. DEVELOPMENTFUTURE w QI 2 z There are bicycle lane south but there are n planned connecting west. This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making body will rerlewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Portions of the sidewalks at 1 ' "+�►� `-''.m the proposed station are very narrow and lack trees. The stretch between Federal Highway and Biscayne has less than 400' (approx.) stacking distance which creates a bottleneck at the intersections which are often blocked. Sidewalks on opposite sides or new development of NE 1st Ave and NE 1st Ct are in poor condition and are not continuous. E AT MIDTOWN Bus stop has no shelter and people take cover under small trees. View reference. Dangerous crossing over tracks to N Federal Hwy. 80 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION This island has no room to properly accommodate pedestrians. Exposed parking frontage. Entrance/ Exit to parking. NOTICE This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 65% t : People 19 % Bike 11% Green 05% Transit 00 % Sidewalk in poor condition. Highway exit ramp crossing is dangerous for pedestrians. r L � CO j I I DI:110) co I r LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal [23 d da 11 • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy T © 2018 PLUSURBIA LLC NE 36TH STREET' 81 ENE 29TH STREET -MIDTOWN SOUTH] PHYSICAL STATION AREA EVALUATIO CRITERIA NORTH SOUTH This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Platform Width min 76' required Width is not sufficient for platform placement. There's O Width is sufficient for platform placement. There's a ex limited space available for a station platform north of 30 foot wide surplus area to the west of the tracks 29th St since both available parcels east and west of " that could be used to cite and access a potential the FEC tracks are currently under construction. station platform. Platform Length e Length is sufficient for platform placement. min 450'required Length is not available for platform placement. The space available is slightly less (by a few feet) than that X the minimum required due to the crossing on NE 27th St. Transit Network The proposed station areas could be served by reconfiguring existing trolley [Wynwood and Biscayne Loop] and bus service. Traffic Pedestrian Access Direct access from street intersection ONE 29th Street is one of the few streets in Midtown that cross the railroad tracks connecting the east and the west. It is mainly used by people traveling from Edgewater to Wynwood and Allapattah. According to FDOT traffic data, the annual average daily traffic (AADT) for NE 29th St is half the traffic registered on NE 36th St. The physical conditions around the proposed NE 29th St station are more conducive to a safe pedestrian environment. Pedestrian intersections around the proposed station are shorter and vehicular speeds are lower. There are no marked pedestrian crossings at NE 1st Ave and NE 29th St making it difficult for pedestrians to connect south coming from the Midtown area. Cycling Access Connected Sidewalks Comfortable + Safe Access Frontage There's no existing bicycle infrastructure that provides safe access to the proposed station location. Significant improvement needs to be made in order to achieve minimum service standards of connectivity. All sidewalks around the proposed station area have minimum width of 5 feet. Most sidewalks do not have trees except for the sidewalk in front of Midtown 29 (180 NE 29th St). ROWs around the potential station location have enough width to be improved for optimal accessibility. Developments under construction on both sides of the tracks are designed with adequate frontage to 0 NE 29th St but no frontage is given to the tracks because it is limited to a parking garage blank wall and a service road to the development. New development east of the tracks has adequate active frontage on NE 29th St. The undeveloped parcel west of the tracks has the opportunity to be designed to face a potential open space and entrance at the proposed station. 0 Physical Station Impediments Points of Conflict Not enough space for platform Enough space for platform 821 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT MALL NE 29T" STREET SOUTH OF 29TH ST. STATION SCENARIO 2018 PLU URBIA LC r NOTICE This submittal needs to be scheduled fora pubic hearing in r.cordxnce with timelines set forth in the City of Miami Code. The applicade decision -making body NC review the Information at the public hearing to render recommendation or a final decision. NORTH OF 29T'9- SCENARk. PZ-20-6058 09/19/22 CHIQUITA MIDTOWN [NE29 HSTREET-MIDTOWN SOUTH] PF- n EVALUATIONI83 ilIMISIIIIIIIIIM ........ . ........ ......... ® M� L �▪ vW■ MIn a=IIIMEIMINI gra 111111�1I I. -,:I� mom= mu um w miNMI =MMum :- f OM CCM NE 29TH STREET High traffic speeds and width of this street create an unsafe environment for future transit users. Intersections prioritize automobile movement with large curb radii making crossing difficult and daunting. Many crosswalk markings and signage along the street are missing and there is little if no pedestrian and bicycle infrastructure connecting the east (Wynwood) to the west (Edgewater). Portions of sidewalk to station are narrow and lack shade trees. Blank building frontages. No crossing at NE 1st Ave. • • • • NE29THST •....• _in 1A--; _ Crossing needs improvements. ► View reference. Front loaded parking disrupts the sidewalk path. This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making body will rerlewthe Information at the public hearing to render a recommendation or a final decision. Given that there is across the railroad tra load to access the district NE 20th Streets - making this PZ-20-6058 09/19/22 Future increased use due to siting of the station in this location will require special consideration for access of all modes. Royal palms on the sidewalk do not provide enough shade for pedestrians. MIDTOWN 8 ]Under Construction] 841 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION Front loaded parking disrupts the sidewalk path. CHIQUITA MIDTOWN ]Under Construction] MIDTOWN 29 Unsafe pedestrian crossing due to wide curb radii and faded markings. LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal BISCAYNE BLVD • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making bodywlll rerlewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car People Bike Green Transit 53% 20% 00 % 28% 00 % TIII � R 5-1 i Liri-ni n p � °dare L7111 rr- /ill II Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy N © 2018 PLUSURBIA LLC NE 29TH STREET 185 Ms submittal needs to be schedu Led for a public healing In accordance wilt t mellnes set forth in the City of Miami Cede. The appLica deelsion-rria king bJywiLL review the Information at the public hearing to render a recommendation or a final decia on NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 [MIDTOWN] RECOMMENDATIONS Having evaluated the physical conditions for each proposed station location in the previous section, it is clear that none of the options presented meet ALL the requirements set forth by the SFRTA / Tri-Rail Station's Design Guidelines. Some locations, due to available land or new construction encroaching on the minimum safety widths of platforms are unfeasible, while others are surrounded by infrastructure that becomes an impediment for the accessibility of the platforms. This section seeks to show what improvements, deviations from the guidelines and other recommendations are necessary in order to meet minimum standards for those places where it is reasonably possible to locate the station. Regardless of the station location, certain recommendations must be noted to assure the success of Transit Oriented Development such as, but not limited to the establishment of a Tax Allocation District (TAD) in the 1/2 mile circle surrounding a transit station to capture the value of new development for a certain period of time (typically 25 years), so the value can be reinvested in the neighborhood and fund necessary infrastructure improvements. This reinvestment could include but should not be limited to: transportation infrastructure, affordable housing, sidewalks and streetscape projects and redevelopment of blighted and vacant properties. —,-tom The following recommendations identify thos d major improvements to the transit shed that need f'S'be implemented in order to create the optimum station area environment that promotes ridership and creates a safe, comfortable and accessible experience. STATION AREAS RECOMMENDATION NE 36TH STREET STATION [NORTH] Diagram: Illustrative plan for the station area at NE 36th Street. (Source: Plusurbla Design) TMTATION .°Qrae;rL cal {=•j This submittal needs to be scheduled fora pubic hearing In accord and we, timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 This location, beneath the Interstate 195 overpass, has been selected as the first "demonstration station" by Miami -Dade County transit officials, the Florida Department of Transportation, and the South Florida Regional Transportation Authority. The decision was based on using the existing 1-195 overpass as shelter to reduce construction costs and to take advantage of the existing busy trolley stop at NE 2nd Avenue as well as nearby City of Miami -owned parking lots to serve commuters (some of these parking lots will have to be turned into the platform, sidewalk and drop off zones). Another consideration is the sufficient length for the platform from NE 36th to NE 39th Street without the requirement of additional street rail crossings. If this location becomes permanent, the station design standards will need to be modified to fit the width of the station platform, and the intersection at NE 2nd Ave must be redesigned in order to improve the connectivity between neighborhoods north and south of 1-195. Basic improvements should focus on encouraging transit use, expanding multimodal choices and making access to the station intuitive, safe, efficient, universally accessible and fun. The area's main challenge remains accessibility and mobility around the station. Major improvements will have to be made to the intersection to the south in order to provide safe and inviting access. Additionally, Federal Highway which runs parallel, adjacent to the northbound platform has significant vehicular traffic loads and it is too close to the platform. Finally, given that the distance between 36th and 39th streets is approximately 800', pedestrian access from intersections is longer than desired. Additional pedestrian crossings may be required closer to the platforms or fencing will have to be installed to assure crossing at designated locations. LEGEND: 1. New pedestrian access to station (may require easements). 2. Drop-off area from NE 2nd Avenue and N Federal Hwy. 3. Improved crosswalks to access the station. Image: Kiss -and -Ride example. (Source: SFECC Station Design Guideline 88 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: 1-96 underpass parking lot urban art installation, Miami Parking Authority (MPA). (Source: miamiparking.com) VEHICULAR CIRCULATION Drop -Off Area �► Vehicular Circulation PEDESTRIAN CIRCULATION Raised Crosswalks This submittal needs to be scheduled fora pobdc hearing In accord and w10 timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information al the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 )> Pedestrian Circulation Image: Illustrative section for the platform area at NE 36th Street. (Source: Plusurbla Design) Image: Train station In Alicante, Spain. (Source_ subarqultectura.com) © 2018 PLUSURBIA LLC Image: High Line underpass at 23rd Street art galled, NYC. (Source: Hvabl.com) STATION AREAS RECOMMENDATIONS 189 STATION AREAS RECOMMENDATION NE 29TH STREET STATION [SOUTH] Diagram: Illustrative plan for the station area at NE 36th Street. (Source: Plusurbla Design) }o° 6-o1_111C'Llnu lUuu r°na ,-, —w p auoQ 10 d I DsNue Cl °stio 2o9C >r o0oa°J o L' P �° °'o II o OOOQorpa °ao S7❑Ocf�io Doak" n 11.n ,''.1 ouoo0ao Ip QPI�o I DoiO i p------Do❑oWooOlioDo 6�0� C� l I L ql oIrm— =0 gl — I lo° Do co— Im 'II odoo6o p 0fl °°°� IL 6 o -EvE —U a 090 nool I iit ,:, , oSo1&,,t9lN ot5 1 " 0 zfri o p°O °uO�Qu ry D LEJ�ooa " CYJ�aooN ° ° ooQ Ives. 1{� i 7lRYl.`N zsc i�0° Zp AI oImr ' ,Qo oIi ,I, o0, a� zfdv7 uI !.l49 �c Oaa °� a-17 Ygi:r 7� 30o a o� RI ° flrl Ow Q g o 1On o 5 0 deaf q 4 a °° °_ g -on_5� NE sc 0 op $_ I--o q loe° �� a q&oo°DAP n �f l Do—i C7 -- —p er, D S 71 I 0 o°c \ I �3*scsc_ ra,a� d � � �ilu A g — �o God o Q la d 11 I��I qio op o00 This submittal needs to be scheduled fora pubic hearing In accordance we, timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 As the Physical Station Area Evaluation diagram for shows sout of NE 29th Street location (p.80), this area is the one that meets most of the guidelines requirements. FEC right of way width is sufficient and land availability for redevelopment exists without infrastructure impediments. At this location, the space on either side of the tracks varies from 20' to 50' foot and is made up of surface parking areas, vacant parcels and industrial buildings that can be fully integrated to the station design and be redeveloped following TOD guidelines. Future buildings should enhance and create a safe environment for commuters accessing the station. The main limitation on this location is the length available between due to NE 29th and NE 27th Streets, which is slightly less (approximately 10' less) than the minimum required for platform placement. General measurements show that this slightly smaller longitude is mostly due to the angle between the tracks and the E-W streets. Turning NE 27th Street into a pedestrian priority, shared street could be a potential solution to improve pedestrian and bicycle access and slowing vehicular mobility that could use the new thoroughfare to drop off passengers. A potential relocation of vehicular mobility further south (on 24th or 25th streets) could provide additional length needed for the platform while creating a new, more central, gateway to the district. NE 27th Street crossing could be retrofitted as a pedestrian only crossing creating safer access and an active, more comfortable environment for commuters. An alternative to overcome the limitation of fitting the length of the station could be to either angle the platform ends or slightly reduce the required 450 ft minimum length of the platform to fit on the length available. LEGEND: 1. New pedestrian access to station. 2. Potential new TOD development. 3. Open space and frontages to the Station area. 4. NE 27th Street pedestrian crossing. Diagram: Close 27th Street and open 24th Street. (Source: Plusurbia Design) 90 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Superkllen - a multicultural park, In Copenhagen, Denmark. (Source: falthlstorment.com) VEHICULAR CIRCULATION Drop -Off Area —► Vehicular Circulation Diagram: Illustrative section for the platform area at NE 29th Street. (Source: Plusurbla Design) PEDESTRIAN CIRCULATION MEM I WI 404 tS This submittal needs to be scheduled for a puboc hearing in accordance with timelines set forth in the City of Miami Code.The applica de decision -making bodywill review Ne information at the pubuc hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 1 Raised Crosswalks > Pedestrian Circulation Image: Pedestrian zone, Woonerfexample. (Source: Pinterest) © 2018 PLUSURBIA LLC Image: Pedestrian-priorityzonein Buenos Aires. (Source: Pinterest) STATION AREAS RECOMMENDATIONS' 91 Image: Illustrative rendering of 137th Avenue light rail and bus rapid transit (Source:Plusurbla Design} . 921 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 The City of Miami's northern corridor, also known as the Biscayne Corridor has seen tremendous population and job growth in recent years. Developments in Midtown, Design District and Wynwood, together with continuous sporadic construction in the large Edgewater District are the best examples for the City's future multi -centric cores. Both completed construction and planned development, including the development capacity in some of these centers, have and will further increase traffic congestion and demand other transportation options. Mobility along the corridor, which agencies such as the TPO and the SFRTA in collaboration with other municipalities, are looking to solve is paramount to the health and economic viability of the City. The Florida East Coast (FEC) Right of Way (ROW) provides a potentially, readily available solution for inner-city and commuter rail currently in use by Brightline, that may help solve grid -lock in these centers in concert with other options, such as Bus Rapid Transit (BRT) and other feeder modes such as buses (ideally on dedicated lanes for predictability and efficiency), Trolleys, Jitneys, car -share hubs among others. Connectivity between the FEC line and these feeder modes (shorter distance mobility solutions) as well as a safe pedestrian and bike network require stations to be located close to collector streets such as 29th and 36th Streets. Significant improvements for accessibility will be necessary for the successful siting of stations since the increased automobile, bike and pedestrian traffic will change the way people move around the stations creating new points of conflict. None of the sites considered are currently suitable for this increased mobility demand. This study focuses on the physical conditions of two scenarios with two station locations each: to the north on 36th Street and to the South on 29th Street. In order to generate a holistic assessment, it is important to note that while the three districts have become destinations, each in their own right, their development capacity has not been reached and the potential to create the right TOD environment is possible in all locations as long as future development and improvements are station and people centric. Similarly, it is necessary to consider that since service depends greatly on demand, station locations must consider ridership to sustain their service. As evidenced in successful TODs around the country, ideal locations serve both residential and commercial uses creating a demand beyond peak hours of service. TODs that provide a good mix of uses, becoming both origin and destination throughout the day, function best, and service larger populations and employment centers. This demand, either existing or induced, is clear throughout the corridor. It is specially evident in the Midtown / Design District / Wynwood segment making this a perfect location from a current potential ridership stand point, which, today, is even on both locations. Considering future potential ridership as shown in the ''Midtown Tri-Rail Station Siting Study" conducted by Garcia-Pons+Associates, projections show that growth capacity is much greater around the 29th Street intersection. And therefore, from a "maximum build -out" (capacity) standpoint, this location would serve, in the future, a larger commercial area, employment and 165% more population within its Transportation Shed (1/2 mile radius) compared to the Design District location. MIDTOWN STATION S CON The physical characteristics of all the locations considered is far from ideal. No location provides either enough length or width to allocate the station as recommended by the SFRTA / Tri-Rail Station's Design Guidelines. Deviations from these guidelines and improvements, especially for pedestrian and bike networks are necessary to promote ridership and provide safe and comfortable access to the station. THE MIDTOWN/DESIGN DISTRICT STATION North of 36th Street: The location has significant physical limitations due to the limited space available along the FEC ROW and the location of the structural supports of 1-195 that cannot accommodate the 25 foot wide typical platforms. Additionally, access to the station is removed from the intersection reducing its visibility as well as its limited access to the southbound platform due to adjacent properties making it even less conspicuous. The five point intersection (NE 36thStreet, NE 2nd Ave and Federal Hwy) to the south creates challenging accessibility issues for this station. It is currently difficult vehicular intersection to navigate, further compounded by its proximity to Biscayne Boulevard (approximately 400 feet away), which creates a bottleneck during most of the day. This situation may worsen by the vehicular, pedestrian and bike traffic generated by the station, unless multi -modal mobility through and around the intersection is resolved. In order to make this station location successful additional width should be allocated for a wider southbound platform, visibility, comfort and safe access from all the streets must be created and the 1-195 structure must be improved to make the station not only inviting but also safe for riders. South of 36th Street: The location is not recommended given the FEC ROW available. Adjacency to the already under -performing section of NE 2nd Avenue that feeds onto the intersection, as well as East Coast Avenue that serves new dense and intense development renders this option not viable. THE MIDTOWN/WYNWOOD STATION North of NE 29th Street: The location is impracticable due to new large scale development being built to the west, adjacent to the FEC ROW. This new development, whose frontage onto the FEC is an inactive parking garage, does not allow for enough width to allocate a platform or create a suitable frontage condition. Furthermore, set to break ground, multistory development to the east is designed to back onto the FEC line. Its perimeter access along the FEC is planned for wide turning loading, service and fire access. Access to the station would, as the development is designed, be restrictive and not conducive to a pleasant, safe and inviting experience. South the NE 29th Street: As the diagram for the FEC Track ROW analysis shows, this location is where the most available space and width exists NOTICE This submRtal needs to be scheduled fora public hearing In accordance whh timelines set forth In the City of Miami Code. The applicable decision -making body will renewthe information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 along the tracks; the space on either side of the tracks varies from 20 to 50 feet and is made up of surface parking areas, vacant parcels or industrial buildings that may be integrated to the station design and be developed following TOD guidelines. The analysis shows that the main negative to this location is the inactive garage frontage along the 20 foot potential northbound platform, from the corner at 29th street to NE 28th Street, a length approximately 200 feet. Additionally, the approximate longitudinal distance between 29th Street and 27th Street does not conform with the minimum required length of platforms by a slight margin. Unlike other locations studied, the existing well-connected street grid makes access convenient - with the potential of improvement to provide multi -modal access to the site. Nonetheless, if this location is selected, given the limited number of rail crossings into the District (3 in total: 29th, 27th and 20th Streets), 2 of which located to the north (adjacent to the station), it is recommended that 27th street be turned into a pedestrian priority street on either side of the station. These "shared/slow streets" or Woonerfs are already being implemented in the district and provide for a safe, active, comfortable and visible environments for commuters to access the station. In turn, in the interest of maintaining the vehicular level of service to the District, 24th or 25th streets could be reconnected to provide a new entrance to Wynwood with a more direct access to its geographical core - arguably the intersection of NW 2nd Avenue and 25th Street. Finally, any future development around the station should be designed with paseos and pedestrian ways to access the platforms from N. Miami Ave; thus providing a safer and protected passage for commuters to the station. FINAL OBSERVATIONS For any station location to succeed, comfortable multi -modal access must be resolved and improved significantly. All platforms need to be generous, accessible, safe and visible. All interventions and future development must not only transit -oriented and transit -centric, but ultimately make sure that they are all designed in relation to and consideration for the station in how they improve mobility and how they will encourage ridership. A Master Plan needs to be created to provide specific guidelines for coordinated development and improvements. In addition, value capture mechanisms around stations for existing and future development that benefit from the location of the station may prove necessary for the continued success of these alternative transportation options. «TOD environments must ensure that future development and improvements are station and people -centric.» © 2018 PLUSURBIA LLC MIDTOWN STATION SCENARIOS CONCLUSION 1 93 NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 G 0 PUBL./ 6,11 F'r ON [NEIGHBORHOOD CENTER] LITTLE RIVER STATION AREA DEVELOPMENT RECOMMENDATIONS 96 INTRODUCTION 98 102 110 STATION AREA BASE ANALYSIS ACCESSIBILITY SURVEY101111 ENGAGING THE COMMUNITY - 1116 RECOMMENDATIONS NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timellna set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 A":",RE1/! EW CO ' [NEIGHBORHOOD CENTER] LITTLE RIVER Little River is one of the City of Miami's oldest neighborhoods: a historic commercial and entertainment district that encapsulates the close-knit community of Old Miami. The neighborhood namesake after the Little River that runs along its northern edge, is bordered to the north by the Village of El Portal, to the south by Little Haiti (Lemon City), to the east by the Palm Grove Historic District and to the west by West Little River. Little River was established in the late 1800s as an agricultural community. A natural evolution led to its development into one of Miami's most vibrant commercial, entertainment, and residential areas. Anchored by landmarks such as St. Mary's Cathedral, the Rosetta Theater and the Florida East Coast Railroad, Little River evinces a unique sense of place underscored by its rich history. It is home to a culturally diverse group of residents and a large immigrant population. The ethnic composition is predominantly from the Caribbean and Haiti. From a market standpoint, Little River is a low-income, high - poverty area, with large renter -occupied households. Housing units and homes are valued below County average home/rent values, making Little River a neighborhood with a high affordable housing index and local minority -owned businesses. Today, this NEIGHBORHOOD CENTER, along with those that surround it (Lemon City, Little Haiti, West Little River, Village of El Portal and Palm Grove) is evolving one more time. This time, change is being led by creative entrepreneurs and a range of new local businesses. This influx of new investment has sparked the interest of younger generations, bringing activity and new life to the area. The new neighborhood center station will provide heightened interest for relocation in proximity to new mobility options. As it has already happened with other TODs, it will spur re -development that could once again establish Little River as a metropolitan node for the region. It is critical to establish the Little River Station shed development patterns that support future ridership, create safe and comfortable access to, from and around the station and establish zoning regulations that improve and encourage a walkable environment considering new mobility modes, and other elements consistent with a transit served neighborhood. RECENT STUDIES AND PLANNED IMPROVEMENTS Shorecrest Resilient Redesign (City of Miami) February 2017 Little Haiti/Lemon City/Little River Industrial Priority Development Area (PDA) Analysis (Economics Research Associates) May 2007 MiMo/Biscayne Boulevard Historic District (City of Miami) June 2006 NE 2 Avenue Improvements (Capital Improvements) June 2006 This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. Image: Vintage postcard depicting shopping center In Little River. (Source: Wlklmedla) Image: Development today In Little River: Miami Ironside. (Source: mlamllronside.com) Image: FEC Intersection with 79th Street. (Source: Plusurbla Design) PZ-20-6058 09/19/22 96 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT MINDY SOLOMON GALLERY HAITIAN AMERICAN COMMUNITY DEVT. CORP. v — WINE OAKLAND GROVE PARK MADE AT THE CITADEL NE 82ND ST NE 79TH ST LITTLE RIVER LIBRARY ST. MARY'S CATHEDRAL PALM GROVE LITTLE RIVER STATION IRONSIDE ••••••• • - - ._- ..- • m •-••••-• • , • ,y- • • ••••••••••••••••••. - NM • • • - • -• • • • • • • • w S - • • ••••••••. .• • • • • • • • • • • - ••••••••••• ... •M —• • , • • • • • • • • • .• • • • • • • • e a . . . . . .'.'.' .'.'1-• •• •• •,' ••• ••• •• •• • •• •_ . . YI • . - . • • • • • • • • • • • • • • • • • • • • • w • • • +�• ArR • o. • • • • • • • • • • • • • • • • - • • • • • • • • • • • • • • • • • •• •• •• •• •• • • • ...1 •• • • • • ..911 ..., n'' BE • • • • • • • • • • • • • • • • • • - • •• •• •• • • • • • • • • • •' • • • '- • • • • • • • • - • • !• • • �•�-• • •• •S • •--• • • • - • . • . • • • • • • • •`• • I . • • • •g •I• • . • • • • •_ • • • • ; F • • . •_ • • • • • • '. ' •• • ,• • • • • • • • • • • • • • • •'` •�;• • is • • - • • , • • • • • • • • • • • • • • • • • •_ • • • • bi -• • • • • •� • • • • LITTLE HAITI (LEMON CITY) MANATEE BEND PARK VAGABOND HOTEL MOM DISTRICT NOTICE This submittal needs to be scheduled fora public hearing in accordance wth timelines set forth in the City of Mlaml Code. The applicable decision -making body WE review the Information at the public hearing to render a recommendation or a final decison. s PZ-20-6058 SHORECREST BELLE MEADE PARK BELLE MEADE' -- -Points of Interest RHOOD CENTER] LITTLE RIVER 197 STATION AREA BASE ANALYSIS NEIGHBORHOOD CENTER GUIDELINES MULTI -MODAL SERVICE: Intuitive clearly marked pick-up and drop-off areas easily accessible for all users • Park and Ride is appropriate depending on the neighborhood. • Connections to street network • Improved intermodal connectivity WALKABILITY: • Provide safe, visible pedestrian connections around the station Provide connections to overcome barriers (man-made and natural) Provide alternative pedestrian routes such as pedestrian paths Increase visibility and awareness of proximity to stations with repetitive wayfinding elements that are recognizable DEVELOPMENT CHARACTERISTICS Multi -family or townhouses Building design should match the feel and needs of the specific neighborhood KEYS TO SUCCESS: Provide nearby uses with good pedestrian connections from station and Park and Ride locations Match development with existing neighborhood Make nonresidential uses attractive to transit riders *Reference: Treasure Coast Regional Planning Council. Florida TOD Guidebook. Florida: State of Florida Department of Transportation, 2012. Image: NE 79th St looking east. (Source: Plusurbia Design) This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 STUDY AREA EXISTING CONDITIONS CONTEXT: A mix of historic fabric as well as suburban commercial development exists in the center. Different low density neighborhoods lie in the perimeter. High volume ROWs go through the transit shed including Biscayne Boulevard, NE 2nd Avenue, 79th and 82nd Streets which form a couplet. 82nd Street serves as an evacuation route from Miami Beach and connects west to the industrial Town of Medley. INFRASTRUCTURE: • FEC rail road tracks TRANSIT SERVICE: Bus Trolley KEY FEATURES: Suburban Development Low/medium/high density Mostly residential uses Transportation Corridors Main streets Waterfront Access Vacant land and parking lots (see diagram on the right and the existing conditions assessment for reference) Image: Midpoint Mall (Biscayne Plaza). (Source: google.com) 98 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT /////,/ , / /, X/ /// / , , /; �.r _II // A // /////// /� i • / ' . �8MIN fII/� :I� / : I = �� �-I��:L 04MILES — >� T ! �I:�I I-- �� 9 MIN GROVEPARK IT OAKLAND f MADEAT]� _� �� f 0.5 MILES ' --.� r.. - - - - - _ — .��� h - � -.I I � _I�V si P 4 IL IL LI L This submittal needs to be scheduled for a pubbc hearing in accordance whh timelines set forth in the City of !Alarm Code. The applicable decIsion-mahing body NOR review the Information at the pubbc hearing to render a recommendation or a final decmon. PZ-20-6058 09/19/22 ///, /, ,/ / / % // ////77/ _ !J' THE CITADEL _ [ � ''I I V �' I a III .I ��� c— 1 —� L- - -- ' — - - T --��_i_-� � � � � � � I I•__ �r'r��f� -��IJ I-I�j- I r i- — � III �� � j �L — III—'�7�_ :' r- �1 //� i • i IL� L =_ J l` �L � � •' i I I 11 7 I _Lill_ ��L L. — - �� III �_I II IIII ICI IL-1� ---��i(• .�" iI �-I - � �I-- - _ - �t—i'—` �,_ � � � �- a SHOPPINGC ENTER h 1 -II�L i � 4 MIN I �7 MIN L- T_ I� 04MILE s = sl ` ll III � 1 LITTLE RIVER _I 1 r C �� LIBRARY II _I I I_ U •�I� f�'� ��I - --r- I'i - -- - I I� -II' --, -ill �- - RESIDENTIAL Ji 1 i �6MIN 'I AREA a � II � Y II I TI MIMO DISTRICT - r / �� `13MIN I �J 0.6 MILES /./7/ ///j/ /r /%' it '" ;�� '/• / III D'�I �, / / / / /i N�C71/77/://j _ %/,%%//�/tom/// // /; / /// 7/'// / / / ./// i / /// NF 7othst LEGEND: 1111 Proposed Tri Rail 1111 IRIS Link NE Connection > Trolley [Little Haiti] • • Bus Routes I— I Open Spaces / Parks 5 min Bike Shed 5 min Walk Shed • • • Pedestrian Routes 9 Points of Interest © 2018 PLUSURBIA LLC STATION AREA' 99 EXISTING CONDITIONS ASSESSMENT *AII numbers are based on the 1/2 Mile radius area. STREET TREE CANOPY 37% OF THE STREETS HAVE LITTLE TO NO SHADE. LEGEND: No Trees Small Trees/Palms [One Sides of Street] Small Trees/Palms [Both Sides of Street] Mature Trees [One Sides of Street] Mature Trees [Both Sides of Street] Parks / Open Spaces 100 I MIAMI 21 TOD I TRANSIT 0 This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. CROSSWALKS + INTERSECTIONS CYCLING COMFORT 70/125 CROSSING LACK MARKED CROSSWALKS. PZ-20-6058 09/19/22 54 % OF THE STREETS ARE NOT COMFORTABLE FOR CYCLING. LEGEND: LEGEND: O No dear pedestrian crossings [70] High Comfort O Crossings [One or Two Sides of Street] [33] Low Comfort O Crossings on all intersections [22] ZONING + DENSITY 31% OF THE TRANSECT DESIGNATION IS T6. LEGEND: T6-36 Urban Core T3 Sub -Urban T6-24 Urban Core CI Civic Institutional M T6-12 Urban Core D1 Industrial T6-8 Urban Core CS Civic Space / Parks T5 Urban Core T4 General Urban LAND -USE 36% OF THE LAND USE AROUND THE STATION IS RESIDENTIAL; 12% IS COMMERCIAL. LEGEND: Single -Family Institutional Low-DensityMulti-FamilyIndustrial High -Density Multi -Family Industrial intensive Residential -Government Ut6tSes Commercial Parks Office Mixed Use This submittal needs to be scheduled fora pone hearing In accord and w10 timelines set forth in the City of Miaml Code. The apptica decision-makIng body will renew the Information al the punt hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 VACANT + UNDERUTILIZE 15% OF AREA IS VACANT AND UNDERUTILIZED LAND. LEGEND: _ Vacant Land Underutilized XISTING C061' 1NIONS.ASSESSMEN 11 NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt hmellnes set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 J•: NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. ANALYSIS METHODOLOGY The study of this area started with on -site visits and in -person assessments of the transit shed. This provided a personal understanding of the existing condition of the area. Because ofd- highly oen'textual fabric and'varied demographics, -o series of • si�aiceb'older interviews as well as public outreach were conducted to accurately- survey the neighborhood. Thi public outreach was focused into a workshop held at the Haitian . merio n Community Development Corporation building on June 02, 2018. T'findjings from the analysis. interviews and feedback from the workshop help to guide the following recommendations. _�' ISIBIZEFATTNI roir mum nu s I mom I,y f N_ MEI MS 1.10.1 MUMS Imowl IMMO ur ��mNM MIMI [Multi -story building in shell condi ions]. ADA ramp is not accessible. ► View reference. NE 79TH STREET NE 79th Street (SR 934) is a high -capacity commuter corridor that connects neighborhoods west of 1-95 with employment centers mainly in Miami Beach. The corridor has four lanes with parallel parking on both sides (except east of the river between the FEC line and Biscayne Blvd). The lane configuration is divided as three east -bound lanes and one west- bound lane. NE 79th Street is a major transit corridor, with one of Miami-Dade's highest ridership bus lines. Despite Busy bus stop without shelter or seating. Grass strip that could be used to expand sidewalk. this, buses lack dedic or seating at most sto service. This submittal needs to be scheduled fora public hearing in accord since 'nth timelines set forth in the City of Miami Code. The applica tie decision -making body will rerlewthe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Wide lanes encourage higher -- seeds worsening cycling and pedestrian conditions. Because of this bikes often use the narrow (mostly 5 foot) sidewalks, sharing for the narrow sidewalks with pedestrians and commuters waiting for buses. Auto repair shop garage entrances disrupt sidewalk use. Existing crossing with a pedestrian -actuated beacon. 104 1 MIAMI 21 TOD 1 TRANSIT ORIENTED DEVELOPMENT • EXISTING STREET SECTION • ' o Connection to future Flagler Trail network. MIDPOINT MALL NOTICE This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Mlaml Code. The applicable decision-makIng bodywill renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 52/80% MI People 20% Bike 28/00 % Green 00 % Transit 00 % 0 J m w z Q v O O O O O O O O O O O O O O m LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal Parcel currently under construction. • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy © 2018 PLUSURBIA LLC NE 79TH STREET 1105 PU$l./ 71=.111711171Ter MIN A MIAMI iggrimv2 uKaR mow — man MINIAMII MOMS MIME 'MOM I/iin its 111i;�n©e fir ■�9■ ■IIanuim •■oi min MOP MIZE ► View reference. NE 82ND STREET NE 82nd Street (State Road 934) is a major FDOT thoroughfare that serves commuters traveling inland from Miami Beach. It is also considered an evacuation route to leave the islands. It is primarily one-way going west with two -lanes, an unprotected bike lane, and parallel parking on both sides. Land Use in along the State Road is high density and intensity, zoned T6-8, and even though it has the potential to become a thriving commercial corridor, vehicular speeds and narrow pedestrian areas curtail that potential. 0 0 0 I. ❑ o Length of front loaded parking disrupts the sidewalk path. V 0 tifr Q. NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Miaml Code. The applica decision -making body...AIL renew the Information at the pane hearing to render a recommendation or a final decitlon. Pedestrian and gen j► PZ-20-6058 minimal. It was observe' ."`• 09/19/22 to use alternative street 't`A Q`' nature of the street enviro ' VI E JJ Cp sidewalks blocked in many cases . . ..riety of impediments. Nonetheless, given the location of the bus stops, pedestrians are made to wait in unpleasant, unprotected, unsheltered locations. Bicycle infrastructure is not protected and the very few riders that use it ride too close to high speed traffic. Dangerous area for pedestrians as vehicles in this section pick up speed as they travel over the FEC tracks. There's also low visibility of pedestrians as vehicles travel downhill from the raised tracks. 0 n rl c-lll The location of powerlines prevent trees from being planted on this side of the street. No sidewalks present on both sides of the street. 106 1 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT EXISTING STREET SECTION The location of power lines prevent trees from being planted on this side of the street. u oo O Ij LEGEND: I --I Wide drive lane width Non continuous commercial frontage w Narrow sidewalk • Missing traffic signal Wide parallel parking. O MIDPOINT MALL 1 • Missing street lighting for safety • Bus stop without shelter and/or bench O Sidewalk obstruction ❑ Missing ADA ramp This submittal needs to be scheduled fora public hearing in accord ante 'nth timelines set torfh in the City of Miaml Code. The applica tie decision -making bodywlll renew the information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: Car 71% People 20% Bike 09% Green 00% Transit 00% Extensive length of front loaded parking disrupts the sidewalk path. 0 Missing traffic -calming device ® Sidewalk under construction Q Missing Tree Canopy 1 © 2018 PLUSURBIA LLC NE 82ND STREET 1 107 NE2NDAVE LITTLE RIVER'S MAIN STREET The highest concentration of businesses in Little River are located on NE 2nd Avenue from the edge of the river with the Village of El Portal on the north to the intersection with NE 82nd St. This artery is made up of mostly mom and pop shops like barbershops and small food establishments. The street is currently undergoing significant re -construction. For this reason, an analysis of the street has not been conducted. Historically, this portion of NE 2nd Avenue was considered Little River's main street. 108 I MIAM 21 T-a€iJ TRANSIT ORIENTED DEVELOPMENT This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 It included examples of Miami's Art Deco architecture. An example is the old Little River First Federal and Loan association building, which was recently renovated into a multi -purpose structure that keeps many of its architectural details intact. Similarly, other smaller buildings have been converted into restaurants and commercial uses, which help to reactivate the street. Virw of N. F`_Pre! Are Rf ?PO 5'r-{l.Osrb. kiwfr).. Miinti. arddi pr,, 1.A {7 Image: 79th Street and 2nd Avenue. (Source: Historical Association Of Southern Florida) NOTICE Thla submittal needs to be schedu led for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The appliwde decision -making body revlewthe Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Image: 79th Street and 2nd Avenue. (Source: Google Street View) LEGEND: 1. Small Retail Stores 2. Grace Evangelical Baptist. Church 3. Mindy Solomon Gallery 4. The Citadel 5. MADE at the Citadel 6. NOMAD Tribe 7. Sherwoods Bistro & Bar 8. Center for Haitian Studies 9. Pack supermarket and cafeteria 10. Strip mall 11. Strip mall ® ® 8� 9 10 11 z� c 1► 1 I . . 99 14. .41t420.71-0° COMMUNITY OBSERVATIONS: MAINTAIN CULTURAL IDENTITY BECOME A MULTI -MODAL NEIGHBORHOOD CONNECT TO NATURAL ASSETS REINFORCE COMMUNITY PARTICIPATION PROVIDE AFFORDABLE HOUSING MORE PUBLIC SPACES PROMOTE INCLUSIVE DEVELOPMENT CREATE A WALKABLE NEIGHBORHOOD BUILD CONTEXT SENSITIVE DEVELOPMENT MAKE LITTLE RIVER A DESTINATION DESIGN A RESILIENT NEIGHBORHOOD Aar G 0 PURL, NOTICE This submittal needst be sc htlLed for public hearing accordancein with timelines fonh in theCry of Miami Cede. The applica de decision rna king bedy will review the infoimaUon at the public hearing to render a recommendad on or a final decis on. REvr Ew cOv PZ-20-6058 09/19/22 NOTICE Ms submittal needs to be schedu led for a public healing j In accordance wilt tmellnes set forth in the City of l Mlami Code. The applies de d Ision-ma king bcdywill review the Information at the public hearing to render a recommendation or a fine decia on. PZ-20-6058 09/19/22 PUBLIC VISIONING WORKSHOP WHERE: HAITIAN AMERICAN COMMUNITY DEVELOPMENT CORPORATION WHEN: JUNE 02, 2018 COMMUNITY OUTREACH In order to achieve a holistic approach for this plan, outreach was accomplished through a variety of methods, but mainly: stakeholder interviews and a publicly advertised workshop held in the neighborhood. The information gathered from these sessions, in conjunction with the research conducted for this study, provided the team with a clear overview of current challenges and translated into recommendations as the main objective of this document. This section reflects the vision and ideas of a diverse group of residents, stakeholders, and business owners. The public visioning workshop along Images: Workshop Invitation, published in English, Spanish and Haitian Creole. This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body will renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 with the meetings with individual stakeholders and community members provided us invaluable insight and feedback for their community vision. In order to gather additional input, a user-friendly online survey that was publicly shared online for 5 months. Over 188 people took the survey, sharing their personal experiences, goals and priorities. This report compiles opinions from people invested in the well-being of Little River and provides recommendations as a plan of action to serve as a guideline for future improvement and development for the area. «In order to carry a positive action we must develop here a positive vision.» -Dalai Lama 112 1 MIAMI 21 TOD 1 TRANSIT ORIENTED DEVELOPMENT 53% 25 - 44 years 38% 45 - 64 years RESPONDENTS + 'At RESPONSES Community members share their vision for the proposed train station area] The most popular future uses polled for the surrounding train station area were restaurants and cafes at 73%, followed by cultural venues at 54%, "mom and pop" (sole proprietor) stores at 50%, residential live/work homes 48%, and shopping at 40%. we_ ONl WHO RESPO. NOTICE This submittal needs to be scheau lee for a public hearing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. Little River, within study area PZ-20-6058 09/19/22 23% -. Little River, neighborhood Other TOP PRIORITIES Improve sidewalks and streetscape. 41.11n— Redevelop vacant parcels.' Improve access to the parks and the waterfront. 3-4 stories Mid Rise elsewhere in the` AGEI113 PUBLIC VISIONING WORKSHOP YOUR VOICE WAS HEARD Residents and stakeholders joined our team at a half -day, hands-on workshop hosted at the Haitian American Community Development Corporation. Participants were from many different backgrounds -- renters, home/business owners, activists, newcomers and longtime residents. The workshop was held on a weekend in order to welcome as many local community members as possible. Many who attended the workshop were familiar with pedestrian, transit, housing, small business, parking, civic space and other relevant issues. The team focused on facilitating input from diverse community members and stakeholders, so ideas could be created organically. The first exercise was the S.L.O.W. exercise. This exercise was a board - like input gathering exercise in which each participant wrote down one Strength, Limitation, and Weakness of the area. Everyone took turns around the table moving one 'opinion' from each section forward. What soon became clear were the shared concerns among participants, as different opinions from each category slowly moved to the 'priority center'. The second exercise involved discussion around aerial base -maps that were distributed between three tables. Each group gathered with a visioning team facilitator to discuss their needs, wants, and overall vision. Each table came together to share their thoughts, jotting down issues as well as big ideas for the 1/2 mile radius area around the future station. Representatives from each table presented their thoughts, concerns and big ideas. When all three marked -up base maps were completed, the maps were displayed at the workshop's website. Attendees of the workshop marked their preferences for: opportunities, areas of improvement and things to be protected. The design team tabulated the votes and used the results as referential guidelines in the study. «Community participation is necessary to understand those elements in a plan that will create positive change.» This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applicade decision-makIng bodywIIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 114 1 MIAMI 21 TOD 'TRANSIT ORIENTED DEVELOPMENT HAITIAN AMERICAN COMMUNITY DEVELOPME WHAT PEOPLE SAID: STRENGTHS Location. Proximity to both 1-95 and Biscayne Boulevard and the Rail Road Geography Proximity to employment Accessible Cross roads Great potential LIMITATIONS Pedestrian scale exists already Narrow streets Culture Small lots Mix of uses Arts and culture High, dry, nearby Concentration of poverty No Walkability Lack of trees No shade or protection from elements Affordable housing Many property owners/opinions Lack of cohesiveness Doesn't function as group Socio-economic gentrification, a displacement of long-term residents Vehicle speeds Economically disadvantaged Gentrification House, work missing probable more expensive Economically disadvantaged » Develop a community while people stay » No gentrification » Ability to attract new investment » Meeting the community where you know they want to be present » Location » Redevelopment » Work Opportunities WEAKNESSES Investment / infill Good major streets grid Non -displaced improvement True urban district (live —work —play) Promotion of local contents Good location Neighborhood has the bones to become a walkable neighborhood Housing stock No accessible transit Bad sidewalks Streetscape Local unemployment Inclusive development for residents already here - unwanted displacement Elimination of slum to plighted conditions Preservation of affordable housing Lack of employment opportunities No bike lanes Not enough public spaces for residents to enjoy Need for better housing stock Lack of affordable housing (rent) This submittal needs to be scheduled fora public hearing In accord anoe whh timelines set forth In the City of Miami Code. The applIca decision-mahing body will renew the Information at the puboc nearing to render a ommendation or a nnel decision. PZ-20-6058 09/19/22 9i • _ __,a.>i . 7: itla 1111 Z. 4 © 2018 PLUSURBIA LLC AGE1115 :a IL • t- - - ' a•-• NOTICE Thls submittal needs to be schedu Led for a public healing In accordance wilt tmellnes set forth in the City of Miami Cede. The applies tie decIsion-rria king bcdy wilL review the Information at the public hearing to render a recommendation or a final decia on PZ-20-6058 09/19/22 . '.. 1 ... *"''' ' "Pr: ...''' At .1r, „ Ili I.%°. • Mk L JA 4 \ . 114' . ... . . 4. ' • ' ' I .. ..", t , f l %k IL 4,7,1 — . , rill 4 ' ' 416 " , -...,, .. -... 111,1" .L.. 4,. Ai . 4.,. ......,.. — -,—. --.- • .1 FE, ' P'. 9 - ja 4 .,, A x 9..1 :5Pr.',7-7411P,OP • ,410110•10r , • , 71_ .6.77 • ' '4(1. _ k.tita ..-+*.• xY' ,may —}fi tV'- i r ¢ ,� t s ,. ..;, —- 1 r d pya 1 �JG NOTICE Thla submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Code. The applies de deoIsion-making body will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 LITTLE RIVER STATION AREA] RECOMMENDATIONS METHODOLOGY Based on the site conditions, accessibility survey, interviews, workshop and online survey, a set of strategies and recommendations were created with the intention of improving access and establishing guidelines for development around the future station. The study also makes use of the 2012 guidebook "A Framework for Transit Oriented Development in Florida" created by the Treasure Coast Regional Council for The Florida Department of Transportation (FDOT). The TOD Framework serves as a "how- to" manual for local governments and agencies to implement TOD's in the Florida context and provides land development patterns and model regulations that apply to Little River for its transformation to a TOD neighborhood. AGENCIES LEGEND BD: Building Department' CC: Code Compliance CIP: Capital Improvements Program DDA: Downtown Development Authority' „REAM: Dept. of Real Estate & Asset Mgmt • —ti_ k � R am- , ti J ;. S The following recommendations are meant to be supplemental to the information provided in the Florida TOD Guidebook and adapted to the specific study area. These recommendations are divided in the following categories:. 1. Mobility 2. Safety + Comfor 3. Public Space 4. Land Use + Resiliency 4 Some of these recommendations will require multi-agenc coordination. Some of them are identified herein. yf tt"Elected Official;+ City Commission FDOT: Florida Department of Transportation MDC: Miami -Dade County MPA: Miami Parking Authority ORS: Office of Resiliency and Sustainability PR: Parts "and Recreation Department RPW: Resilience and Public Works Dept. PZ: Planning and Zoning Departments -RS: Resilience and Sustainability WB: Wynwood BID 4 .f �. , y F 'ti. r. 7� ie 1 —' 3 -?F. 't • .s, ..3 ya rtr.i r. _ram.• • id 4 _ t • '�' ' �• mom~ l> u F' .n4.'; ` ¢.,, YF - t 'ti .y, .'4 l: aw 4 .'A 14 , •x_k, 'Yrps • ,. ' h 4y ,i5 _ R #' 4.4 t . 1 —i '' - 4+LF �. y „t# M ". atilt yV1•.i•ra*�i j.Y t3'r 4' 14- No Le6 # t. y" ,. a•_ M. 6i 11 . �. ,�.; a � "# �'aa >,. A• li... - -T • { LITTLE RIVER TRANSIT AREA PLAN Little River is a well connected neighborhood as it lies in between major transportation corridors moving people all over the city from North to South by NE 2nd Ave and Biscayne Boulevard and East to West by NW 79th and 82nd St. These corridors are a mobility asset to the community but they become pedestrian barriers that dividethe neighborhood. The proposed station presents an opportunity to make these major corridors safer and more inviting for all modes, but more importantly for potential riders: pedestrians and bicyclists. To prepare the neighborhood for the impact that the new station will have on this diverse area between NW 79th and 82nd Street, it was important to create a plan and establish a series of recommendations that are integral to preserve and guide the transformation of the area into a Transit Oriented Neighborhood through a holistic approach. In meetings with stakeholders and during the community workshop, the team noted the unique local character, scale, and affordability of the neighborhood. Concerns for sea -level rise, public safety, and the need to create new green spaces for the neighborhood were stressed. The Little River Conceptual Transit Area Plan is meant illustrate the future potential of the neighborhood around the 1/4 mile radius of the station and responds to those concerns and opportunities voiced during the workshop and stakeholder meetings. The plan shows potential new open green spaces that take advantage of the riverfront and presents infill opportunities on vacant lots, mainly west of the tracks, where the existing scale and density is lower than east of the station. The plan also proposes mixed -use developments on large underutilized parcels that could increase the population density needed to support public commuter transit. The plan also shows new connections to shorten walking distances and facilitates pedestrian access to the station. The accompanying recommendations to the plan are descriptive and intended to depict the strategies needed for the evolution of the area surrounding the station. The recommendations focus around the concept of mobility, safety and comfort, public space, land use, and character and scale, to satisfy current needs and establish long term tools for the positive transformation of the neighborhood. The area is highly vulnerable to flooding but new development can implement resilient design strategies that mitigate the impact of sea level rise or extreme weather. Some of the physical challenges when creating the Station Area Plan where: The FEC track is elevated by approximately 5 to 6 feet from NE 4th Ave; which would have to be resolved by providing access ramps to the platform. The distance, West of the tracks, from the rail to the street edge is approximately 30'. The distance meets the required width for the station platform but additional space for the drop-off and sidewalk would require a reduction of the platform width or a street realignment of NE 4th Ave. NE 84' St De di C� . ti NOTICE Thla submittal needs to be schedu led for a public hearing In accordance wilt hmellnes set forth in the City of Mlami Cede. The appliwde dslsion-making body will review the lnformagon at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 LEGEND: 1. New pedestrian access to station 2. RiverfrontAccess and Pedestrian bridge Connection to station 3. RiverFront Park and access to station 4. Adaptive reuse warehouse building to a riverfront restaurant 118 1 MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT tl E E 82n° St NE 82n° Tr notzion 5. Station Area Drop -Off 6. Future Site for TOD Development with public parking 7. Mixed -Use Infill opportunity 8. Future TOD Development in Midpoint Mall © 2018 PLUSURBIA LLC NOTICE Thls submittal needs to be schedu Led for a public heanng accordanceIn wilt n f set forth theCity of M i Cede.Thappl d tl oking bury IL revewtheInformaton atth public h g to render recommendation ra final tl aon. PZ-20-6058 09/19/22 Diagram: Illustrative Plan of the Station Area (1/4 mile radius), showing the core urban design principles of a TOD. (Source: Plusurbla Design) 9. Future Site for TOD Development 10. NW 2nd Ave Main Street 11. FlaglerTrail 12. Historic neighborhood [LITTLE RIVER STATION AREA] 1 119 The following strategies encourage multi -modal connectivity and access to high -quality transit service to boost ridership and decrease automobile dependency. These recommendations also address the reconfigurations of streets to balance the competing needs for space of all modes of transportation in a safe, comfortable and accessible manner. 1.1 CONNECTIONS TO/FROM THE STATION AREA Improve connection to neighborhoods within a half mile from the station. Focus specially on improvements within a quarter mile to create clear and intuitive pedestrian and bicycle connections to and from the station, to help reinforce the idea that the area is a walkable Neighborhood center. Improve connections to and from North Miami Ave and Biscayne Boulevard. Strengthen bicycle and pedestrian connections by focusing on improvements such as wider sidewalks, safe crosswalks, protected bike lanes and pedestrian amenities. Consider NE 2nd Ave, NE 79th St, and NE 82nd St as gateways to the Station Area. Public realm and private development along the corridors should support their function as multi -modal last -mile connections between the Station Area and Miami's primary north - south transportation link. It is critical that the connections be intuitive, safe and comfortable, especially for pedestrians and bicyclists. Addressing physical barriers such as the river and the rail line should be carefully analyzed and improved. Minimize physical barriers for accessing the station. 1.2 RE -BALANCE EXISTING RIGHT-OF-WAYS Re -balance the Right -of -Ways by retrofitting parking or travel lanes to other uses giving priority to pedestrians and bicyclists. Alternatively, travel or parking lanes that are too wide can simply be narrowed, slowing traffic down and creating more space for other uses. These can include wider sidewalks with space for trees, seating and other amenities, high quality protected bike lanes, or transit priority or dedicated lanes that improve the quality and reliability of bus operations. Reducing the space dedicated to vehicles also makes crossing the street safer and easier. LEGEND: ► Trolley [Little Haiti] • • Bus Routes 0 Gateways / Major Intersections Thla submidal needs to be schedu led for a public healing j In accordance wiHiti mermx set forth in me Cityof 1 Mlami Code. The applica d Ision-ma king bcdywill renew the Information at the public hearing to render a recommendation or a final decia on. 120 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT ThIs submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. Mobility must be intuitive s fe and comfortabl-, especially for pedestrians an -lic11sts to access the station. Repurposin a space'MfiMi ROW will I improve the overall mobility. 1.3 SPEED MANAGEMENT NE 2nd Ave, NE 79th St, NE 82nd St and Biscayne Blvd within 1/2 mile from the station should be "reduced speed zones". Consider "traffic calming" measures on these streets and intersections in order to reduce vehicle speed and increase bicycle and pedestrian safety. Traffic calming measures may include narrowing/reducing lanes, designing bulb -outs, and on -street parking. 1.4. SAFE CROSSWALKS Maximize driver visibility and ensure pedestrian safety while crossing the streets and rail lines. Pedestrians should have priority over all motorized and non -motorized vehicles around the station area. Focus on safe pedestrian and bicycle crossings NE 2nd Ave, NE 79th St, NE 82nd St and Biscayne Blvd. Pedestrians crosswalks with sufficient countdown time and audible cues should be installed. Install and improve higher visibility crosswalks, such as zebra style or material changes, at all intersections. Maximize driver visibility and ensure pedestrian and bicycle safety while crossing streets. 1.5 SIDEWALKS Offer pedestrians enough spaces to walk, stand, socialize to increase pedestrian safety and comfort. Together with proper lighting, street trees and vibrant street walls, they contribute to proper placemaking and help activate a walkable environment that will link people to the station. Increasing sidewalk withs on main arteries should be a priority to improve access to the station. Limit curb -cuts to new buildings, consolidating ingress and egress to a single location. Remove poorly installed signage to increase usable sidewalk space and add curb cuts at locations where they are missing. Increase urban tree canopy by planting native shade trees in existing empty tree wells, and implement and activate public spaces. Require sidewalk tapering closer to the curb edge. New standards need to be adopted in order to reduce turning speeds into sidewalks. Tighter curb tapering and edges slow traffic down and provides safer and more comfortable walkable conditions. Image: Swann Avenue, Complete street design In Tampa, FL. (Source: www.tampagov.net) © 2018 PLUSURBIA LLC Image: Raised cycle track, Cambridge MA. (Source: www.nacto.org) [LITTLE RIVER STATION AREA] 1 121 1.6 CYCLIST ACCESS Provide direct intuitive bicycle routes to the station increasing bicycle safety and comfort. Increase safety and encourage the use of bicycles by providing clear uninterrupted bicycle paths and lanes with markers to / from the station area. Enforce vehicular lane blocking sternly. Include safe and secure cycle parking facilities at station areas to securely store bicycles while users commute and work. Maximize driver visibility and ensure bicycle safety while crossing streets especially at the main arteries. Include bicycle repair stations closer to the stations to improve the reliability of cycling as a mode of transport or recreational activity. Implement bike sharing programs to bridge the gap between destinations and rapid transit. 1.7 FEEDER TRANSIT SERVICES Service integration should be encouraged to maximize available transit service, especially along shared corridors into the transit station. The station should serve as a hub to the existing trolley and bus lines traversing the neighborhood and should be reconfigured to capitalize on the new high-speed service. This will reduce the demand for commuter parking supply. (See 1.8) Establish minimum service standards to ensure transit service is available during rapid transit service hours. 1.8 PARKING Assess commuter parking needs for the station and strategically locate parking where land is available. Note that commuter parking does not have to be directly adjacent to the station entrance as long as a pedestrian connections and safe and comfortable environment is ensured. NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making belly will review the Information at the public hearing to render a recommendation or a final decia on. Image: Stratford Station In London showing a seamless transportation Interchange. (Source: transportnexus.com) 122 1 MIAMI 21 TOD 'TRANSIT ORIENTED DEVELOPMENT Image: Tampines Concourse Bus Interchange In Pulau Ujong, SG. (Source:landtransportguru.net) NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 The station shou become and serve as a hub t the existing trolley and bus lines that traverse the neighborhood. Their routes should be reconfigured to capitalize on the new commuter service. Limit commuter parking expansion need by prioritizing feeder transit services to the station. Ensure that vehicular parking design contributes to an efficient, intuitive and safe circulation system giving priority to pedestrians, bicyclists and transit. Ideally parking should be within a convenient walking distance and hidden behind active uses. (See 3.2) 1.9 PICK UP - DROP OFF AREAS Provide intuitive clearly marked pick up and drop off areas that are easily accessible and visible to all users. Consider the station type and land use context in the specific design priorities for a given station. 1.10 RIDE SHARE, VAN POOL AND TAXIS Incorporate different mobility options and allow them to operate seamlessly within the station area by providing clearly marked pick up and drop off areas that are easily accessible and visible to all users. Give priority to pedestrians and cyclists to minimize conflict. 1.11 WAYFINDING SIGNAGE Implement standards of wayfinding specific for the transit shed in and around the station to increase visibility and awareness of proximity to the station. Focus on pedestrian scale signage, accessibility signage and parking signage to improve flow. Maintain consistent identifiable terminology throughout the transit system to improve navigation. Image: Drop Off area In Schofield, WI. (Source: commons.wlklmedla.org) © 2018 PLUSURBIA LLC Image: Pedestrian wayfinding signage. (Source: kudos.nyc) [LITTLE RIVER STATION AREA] 1 123 Safety and comfort refers to infrastructure vital to quality of life, which includes the systems and facilities for all. The goal of this section is to provide recommendations to make activetransportation users comfortable and safe while traveling. Adequate planning and maintenance of local infrastructure will help contribute to the health, comfort, environmental resilience, economic productivity, and social connectedness of Little River. 2.1 TRAFFIC CALMING MEASURES Poor street design allows motorists to drive at dangerous speeds that are incompatible with a safe walkable neighborhood. Where vehicle speeds exceed 20 mph, the risk of serious injury or death to a person struck by a car increases dramatically. Future additional pedestrian and bicycle users in the area as a result of the station requires changes to improve safety within the transit shed. Build or retrofit the network of streets to create a balance between the movement of pedestrians, cyclists, transit and vehicles. Adopt Complete Street design standards that ensure safe movement of all users giving priority to pedestrians and cyclists. Identify and evaluate allocation of ROW space to carry "persons" instead of "vehicles". Introduce protected bicycle infrastructure and traffic calming measures such raised crosswalks, narrower travel lanes, tightening turning radii and curb extensions to improve walking and cycling safety and comfort. Planting shade trees along streets can also have a traffic calming effect by creating the perception that the street is narrower. 2.2 LIGHTING Increase safety and aid in night navigation for active transportation users by incorporating pedestrian -scale lighting at regular intervals in areas of high pedestrian activity and at crosswalks, bus stops and corners. 2.3 EYES ON THE STREETS » To contribute to an atmosphere of safety encourage "eyes on the street" to provide informal surveillance of the urban environment. Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de decision -making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Image: Urban Heat Island Analysis In Miami, Florida. (Source: www.cllmatecentral.org) 124 1 MIAMI 21 TOD 'TRANSIT ORIENTED DEVELOPMENT Image: Illustrative Plan for Increasing open space and reducing the Heat Island Effect in the Little River Area. (Source: Plusurbla Design) NOTICE Ms submittal needs to be scheau lee for a public healing In accordance wkh timelines set forth in the City of Miami Cede. The applica decision -ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. Future additional pedestrian and bicycle users in the area, as a result of the station requires changes to improve safety within the transit shed. Ample room for walking, frequent doors and windows with people inside at all hours of the day as well as lit frontages at night are important key elements to improve safety. Provide diverse mix of uses including housing, employment, regional attractions and public spaces to create a high quality urban environment close to the transit station. 2.4 TREE CANOPY High temperatures during much of the year in Miami can make walking and cycling an uncomfortable experience. Unshaded pavement and concrete retains and radiates heat, making it even hotter. NE 79th and NE 82nd streets lack shade trees within a 1/2 mile of the station and beyond making this area uncomfortable for walking and cycling especially in the summer months. Plant shade trees on right-of-ways giving priority to the main pedestrian access routes. It's important that both sides of the streets have trees to maximize the tree canopies and make sidewalks more comfortable for pedestrians. Trees not only add shade to sidewalks but they add a myriad of additional benefits such as serving as a protective buffer between pedestrians (2.1) and vehicular traffic, increasing the aesthetic quality of the street, and improving storm water management. Plant shade trees in public spaces and encourage developers to do the same on private land. 2.5 SHADE AND SHELTER Building arcades and awnings are effective ways of creating shade and shelter from the rain for people walking on sidewalks and should be encouraged in new development. Green roofs and green walls can help reduce the urban heat island effect while incorporating greenery into built -out urban areas. The City and County could explore introducing green spaces on underutilized land at public buildings. They could also create incentives for private developments to do the same. Improve bus and transit waiting areas with shade structures and seating to bring comfort to transit users. See Land -Use recommendations for related action steps. Image: Public street tree canopy. (Source: Ben Landhauser) © 2018 PLUSURBIA LLC Image: Carnaby St, London. (Source: www.city-waiks.lnfo [LITTLE RIVER STATION AREA] 1 125 Streets, sidewalks, and buildings are the physical infrastructure of placemaking and the quality of their design can directly affect the liveliness of a transit station area. In a station area, streets and sidewalks are interconnected by different transportation modes such as walking, cycling and transit. To ensure safety of pedestrians and cyclists a balance between these modes is necessary. In addition to high -quality streetscapes, a thetransit station area should plan for parks, courtyards, forecourts and open spaces. A diversity of these public places encourages social interaction and community participation. These spaces should be highly visible, convenient and accessible along pedestrian corridors in the station area. 3.1 OPEN SPACES Encourage a plazas and open space at the station entrance. A well designed functional and attractive entry plaza can complement the proposed land uses and create a sense of place and serve as a focal point to the station area. It is important to focus on a public realm that is sensitive to the surrounding built context and community vision. Create a Bonus Program to promote publicly accessible open spaces on private land. Developers could provide open spaces on -site or pay into a Public Benefits Trust Fund in exchange for additional stories or increased lot coverage. Protect and embrace the river's edge and establish a park network to create a high quality urban environment close to the transit station. 3.2 TYPOLOGIES Consider a variety of spaces within the transit shed that compliment and are respectful of their context. Given the varied nature of this neighborhood transit center, different open space typologies should be use to improve the area not only for commuters, but also to benefit the existing communities. Image: Chicago Rlverwalk. (Source:Angie McMonlgal) Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 126 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Reston Station VA. (Source: David Madison Photography) Ma submittal needs to be schedted for a public hearing In accordance with timelines set forth in the City of Miami Code. The applicade decision -making body will review the infonnalon at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 New open space and other interventions should be used to improve the area not only for commuters, but also to benefit the existing communities. 3.2 THE RIVERFRONT The Little River Waterway is an incredible asset to the communities it traverses. At the same time, flooding and maintenance can be an issue over time. Improve and design open spaces along the river improving its visibility and accessibility for the enjoyment of the community and commuters. Consider designs that allow for water to easily enter during flood events. A barrier free - oftentimes lower elevation park design mitigates flooding on the surrounding more sensitive areas, reducing the risk and cost of potential water damage to property. Use solely permeable surface materials to increase the absorption index to speeding up recovery after flooding events. Design the edge with erosion resistant materials to minimize maintenance and damage overtime. Make use of native plants to reduce maintenance costs and improve and restore the Little River Eco-system Consider refuge areas for manatees. Image: The Jetty's floating wetlands at Chicago Riverwalk. (Source: Christian Phillips Photography) © 2018 PLUSURBIA LLC Image: Chicago Riverwalk integrated storm water management system to enable appropriate soil volumes and irrigation . (Source Kate Joyce; overlay Courtesy of Sasaki) [LITTLE RIVER STATION AREA] 1127 4.1 MIX OF USES Mix uses are key to keep streets active for long periods of time. They are the cornerstone for effective Transit oriented development. Incorporating both vertical and horizontal mix of uses within the 1/2 mile transit shed is recommended to allow residents to meet all of their daily needs within a short walking distance. This mix should include commercial (retail, restaurants and offices), residential, recreational and civic uses. Propose and integrate increased transit -supportive densities at, and around, the transit station area to create a compact built form and a critical mass of activity, while ensuring appropriate transitions to the surrounding community. Encourage ground -level activity and uses along main streets, key intersections, station area and parking structures to accommodate retail and other active uses on the ground floor. 4.2 PARKING Design Parking Structures for future reuse. With ride -share, bike - share, car -share and increasing transit options, and fully automated vehicles on the horizon, cities and developers are less eager to allocate valuable space for parked cars. With this in mind parking garages should be designed to adapt to these changes and allow for them to be retrofitted to other uses. Establish a No Parking Minimum Zoning requirement or a buy - down parking fund within a quarter mile from the station. Consider implementing commuter parking pricing with incentives for carpooling and alternative fuel vehicles. Consider developing parking maximums to limit excess parking supply. Consider centralized parking structures to provide parking for new development minimizing parking podiums and surface parking lots on new structures. Parking should be screened by active uses to maintain continuity of the pedestrian environment. Image: Example of main street activity. (Source: Sarah Knobs) Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de decision -making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. 128 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Rider using a ride -share service. (Source: Beyond DC) NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Propose and integrate increased transit -supportive densities at, and around, the transit station area to create a compact built form and a critical mass of activity, whip_ ensuring rat.appropriate transitions to the surrounding community li tor 4.3 MIAMI 21 CALIBRATION Make revisions to the code within the TOD standards to allow context sensitive development to support and enhance commercial activity and ridership. Courtyards, paseos, and arcades should be encouraged through development incentives to extend the pedestrian realm and offer alternate pedestrian routes within the Station Area. Consider density and height incentives in exchange for public open spaces, mobility, or station area improvements near the station. 4.4 ENCOURAGE REDEVELOPMENT OF LARGE SUBURBAN TRACTS Ensure that development is sensitive to the local context and builds upon the existing character of the area. New development should take advantage of the site's maximum potential and achieve a density that supports public transit. Development on the site should improve and enhance pedestrian and bicycle connections to the station. Connections should be direct, intuitive and safe. Ensure that future open space requirements benefit the community and enhance the accessibility to the station. Incorporate a diversity of housing choices that includes a mix of types, styles, price ranges and tenure to ensure a diverse and large number of residents have access to transit. 4.5 PROMOTE INCLUSIVE GROWTH Little River has seen a burst of new development and interest from real estate investors and developers due to of its central location in Miami. New development could make the neighborhood vulnerable to character changes and displacement. In order to mitigate this effect policies and incentives should be considered to promote "inclusive growth" such as: Contextual Infill and Gentle Density techniques wherever possible. Image: Activation of an arcade. (Source: 5Why) © 2018 PLUSURBIA LLC Image: Protected bike lane. (Source: Nick Falbo) [LITTLE RIVER STATION AREA] 1 129 The scale of development relates to the size of buildings in relation to their context (buildings around them) and the pedestrian. The proportions of doors and windows, the height of each story, and the details of the buildings all impact whether a building is at a scale that feels right to a person or not. Thefollowing set of recommendations outlines how future development can reflect the diversity of scale and form, adding visual interest and complexity to the urban environment, and creating new opportunities to strengthen the station area's character as well as the neighborhoods around it. 4.6 BUILDING FORM Context sensitive development solutions should be explored to make sure the existing scale and character is respected and preserved in order to increase the presence of pedestrians on the streets and support commercial activity and transit ridership. Provide transitions between the station area and the surrounding neighborhoods by stepping down, reducing lot coverage and increasing open space. New development should not overwhelm the scale of existing buildings and neighborhoods and should blend in with its surroundings. Avoid monolithic building maser. Careful volume design can be integrated better to historic communities that were built over time and that have a granular fabric. Encourage Roof Terraces and Green Roofs. Roof terraces offer opportunities for riverfront and views that strengthen the visual connection from the Station Area and the river and the Intra- coastal. Encourage roof terraces that are accessible to the public and that interact with the street. 4.7 BUILDING'S MINIMUM HEIGHT Even though most development maximizes its capacity, it is also a predominant practice in the City to develop suburban single -story typologies in higher capacity zoning designations. Furthermore, underutilization of land around stations leads to development pressure elsewhere decentralizing activity and reducing the area's economic vitality and capacity, as well as a potential reduction in ridership. NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Image: Diagram of how a Main Street typology would work. (Source: Plusurbla Design) Increase the minimum height from 2 stories to 5 stories to match the lower tier zoning category - T5 (mid -rise typologies). 4.8 VACANT LAND Vacant and/or underutilized land is one of the station area's major problems. Lack of activity around within the transit shed discourages walkability as streets lack interest are often deemed unsafe. In cities like Miami that have adopted Smart Growth models, and where land is scarce, vacant and underutilized land pushes demand for development elsewhere, which in turn adds to the mobility issues the City faces today. Consider increased limited -time development rights to de-incentivize vacant land and improve the areas around the station. 130 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wkh timelines set forth in the City of Miami Cede. The applica deolsion-ma king bedywill review the Information at the public hearing to render a recommendation or a final decia on. Diversity of scale and form adds visual interest and complexity to the urban environment, and creates new opportunities to strengthen the station area's character as well as the neighborhoods around it. 4.9 TAX ALLOCATION DISTRICT (TAD) Establish a Tax Allocation District (TAD) in the 1/2 mile transit shed boundary to capture the value of new development for a certain period of time, so the value can be reinvested within the TOD and fund needed infrastructure improvements. The redevelopment of underdeveloped, blighted, and vacant properties will generate substantial new annual tax revenues from property taxes, sales taxes, business licenses and other sources. The TAD can fund projects to create new urban frameworks to support development, provide accessibility and mobility for pedestrians and vehicles, and improve the aesthetic and visual environment of the area. New appealing mixed -use development will broaden the area's appeal and increase its economic competitiveness. 4.10 BUILDING FRONTAGES Frontages reinforce the public realm and enhance the pedestrian experience as well as encouraging walkable station areas that promotes the use of transit. Strengthen a balance of articulations on facades - especially on the ground floor. Incorporate outdoor seating, display merchandise or planters in front of the facade without blocking the pedestrian clearway, to fosters a connection between shopper and merchandise on the ground floor. Encourage awnings and arcades that provide protection from the sun and rain and create a comfortable space for pedestrians. Awnings should be required where there is a commercial frontage (if no arcades are present). Awnings should be limited to areas above doors and windows. One continuous awning that extends across the entire facade should be avoided. Encourage balconies to add value to the urban environment by improving safety with constant eyes on the street. Balconies play an important role in social life in an urban setting because they provide a connection between the private and public realm improve safety Create a TOD Architectural Guidelines, focusing on signage, awnings, arcade character, materials, etc.. These will help reinforce all other recommendations in this document to promote a safe and comfortable environment for pedestrian activity and enhance the identity and character of the neighborhood and station area. Image: Outdoor parklet seating. (Source: Momentum Magazine) Image: Building frontages supportive to pedestrians. (Source: Design forWalkablllty) [LITTLE RIVER STATION AREA] 1 131 © 2018 PLUSURBIA LLC 4.11 RESILIENT DESIGN STRATEGIES This criteria supports strategies, which look to solve problems across multiple scales, addressing short and long term needs, shocks and stresses. Create a Tree Succession and Maintenance Plan. Create a long term tree succession plan extending to the 1/2 mile radius, to plant new trees throughout the neighborhood over the next few years. Address tree maintenance as part of the plan to clear up sidewalks of tree bracing and soil watering rings, as well as watering and maintenance of the trees after planting. Create a Storm -water Management Plan. Wider sidewalks will give space for swales and storm -water management, thus reducing pollution running off into the river. Reducing on -street parking and the width of the street allows for the reduction of impervious cover in the neighborhood. This space can be used to expand swales and planters and allow for the implementation of rain gardens and bioswales, which help to filtrate water and reduce additional storm -water runoff while reducing the pollution flowing directly into the bay. Mitigate flooding risks by implementing resiliency design strategies. Info on Flood Prevention plans: in the floodprone Shorecrest neighborhood, city employees plan to install a temporary dam at the waterfront Little River pocket park, which doesn't have a sea wall, along with the three neighborhood backflow preventers and four plugs along 79th Street. Also on the street, a flashing sign warns neighbors to expect flooding soon. Design Parks and especially waterfront spaces as part of a stormwater management plan. Use these spaces to protect from future flooding events and contribute to the absorption of rain water reducing the effect of these events on properties around them. NOTICE Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de aeoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. Image: Blorentlon swale. (Source: National Association of City Transportation Officials) PZ-20-6058 09/19/22 132 1 MIAMI 21 TOD 'TRANSIT ORIENTED DEVELOPMENT Image: Grass swale. (Source: National Association of City Transportation Officials) Thla submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. Little River's waterfront condition requires new resilient infrastructure to be considered when making any improvements in the private and public realms that reduces the impacts of shocks and stresses. 4.12 FLOOD RISKS Flood hazard maps (Flood Insurance Rate Maps or FIRMs) show that many properties close to the Little River, specially to the East lie in a flood zone designated as Zone AE (moderate to high flood risk) and is described as the flood insurance rate zone that corresponds to areas of shallow flooding with average depths between one and three feet. Future development needs to consider resilient solutions that protect them from reoccurring flood events in the area. 4.13 GROUND FLOORS While adhering to new flood regulations can present obstacles to maintaining active ground floors, there are a number of ways property owners can still provide transparency and activity at the ground level. Where floor plan allows it, access should be solved inside the building envelope to preserve street -wall alignment, ensuring a visual connection to the sidewalk. Hybrid strategies are possible involving elevation of interior space with wet flood proofing of entrances and a shallow area near windows that can serve as display space. Consider changes to zoning maximums reflecting flexible ground floor heights to address flood elevation changes. 4.14 PERMEABILITY As seen in recent flood events, major damage is caused in great part in the rate of absorption at which water permeates through the ground. Little River's waterfront condition requires new resilient infrastructure to be considered when making any improvements in the private and public realms that reduces the impacts of shocks and stresses. Future street improvements should use permeable materials to accelerate absorption to minimize property damage and time of recovery. All improvements and future private and publicly owned surfaces should be built with pervious materials to add to the absorption index of the area. Image: Eco-Boulevard In dry conditions (Source: Changde) © 2018 PLUSURBIA LLC Image: Permeable sidewalk pavers. (Source: Versa-Lok) [LITTLE RIVER STATION AREA] 1 133 Er Pi'r Rid la'����,��Fs� i • ffid(ffrd •�J riItk+Ip rx d - t. . /JJd1�fIPJ J+dr +7lFirar +A' ]f ,.'4� 1// / rlr r i ii"zt,l f f IJ fia"' .. _. F 1 ,^•v�?": .l. �.Frr r F ! JJ7 r J4't 40,,rw.072J FF zr I FF r. Ji+r. ,lt,P lillJJldrPF FFr 1A.•^J��r}{J�rJJdr}�I 'rr et,. r. xJ/+.,1l+Jifrtrf.': ' • - 4".4 fJ.h al r♦•J'dri•JI? JF+JJFI+J � • • Thla submittal needs to be schedu led for a public hearing In accordance wilt hmellnes set forth in the City of Miami Code. The applies de deoIsion-making bcdy will review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 4Ir • ' ° r • °°' • • • • Thls submittal needs to be schedu Led for a public healing In accordance wilt tmellnes set forth in the City of Miami Cede. The applies tie decIsion-rna king bJywiLL review the Information at the public hearing to render a recommendation or a final decia on PZ-20-6058 09/19/22 LESSONS LEARNED In the introduction of this report, we acknowledge that there is a significant national shift from private automobile dependency to mass transit. It is shown how through the use of Guidelines such as Complete Districts, we may achieve a more democratic way to move in the city by implementing principles that balance infrastructure with transportation modes and Land Uses. Skeptics have said that the American Dream resides in car dependent suburban developments that get built because that is how people want to live. This was once true, but this view is beginning to shift because communities across the nation, have proven that there are many variations on the American Dream. Younger demographics have demonstrated that transit -oriented development supports the timeless essence of the American Dream: the dream of owning a home; of living in an attractive, thriving neighborhood; of setting down roots and feeling part of a community; of enjoying the walk to a neighborhood coffee shop or a short train ride to see a movie. This is what makes a Complete District so effective; it views CITIES AS HOLISTIC NETWORKS THAT LINK PEOPLE, PUBLIC AND PRIVATE LAND, THE BALANCE OF WHICH IS PARAMOUNT TO MAKE PLACES GREAT. This balance is symbiotic in that all elements are part of a system and they depend on each other to function. It is only when a district's components are well -tuned and calibrated that they make great places for us to live. In less than a decade, Downtown Miami has seen a resurgence and a desirability among younger generations to come live, work, and entertain. Some claim that the "Manhattanization" of Downtown Miami is well underway and while we continue to encourage housing affordability as a key element to the ultimate success of Downtown, we are encouraged by the fact that our downtown is becoming a more walkable and attractive place for people to work and live. This process has since been augmented from the day when Miami Central Station opened and instantly connected people from other major cities in our metro area directly to Downtown. Therefore, our focus was on providing actionable steps to enhance the commuter experience to and from the station. In the Midtown area, four fast growing Districts (The Design District, Midtown, Wynwood and Edgewater) will benefit from having the station; thus our analysis viewed the physical challenges and opportunities This submittal needs to be scheduled fora pubic hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 of each likely station location based on station design criteria and considered data from other studies to establish where the most feasible site with the greatest potential for ridership can be found today and as future development occurs. The Little River Station Transit Shed has the potential to become a true transit oriented commuter district given that a great percentage of the surrounding land use is prime for redevelopment. Future transit oriented development in this location needs to consider the context sensitive realities of Little River; surrounded by low scale residential uses, a historic main street and an environmentally sensitive waterway. As the Station will undoubtedly bring positive changes to this location, there is an urgent need to protect the surrounding existing scale, character, and cultural identity of the neighborhoods. At the same time, the opportunity to redevelop the existing suburban shopping center site - largely buffered by the river and major roadways - into a dense TOD that supports transit, that is well connected to the station and that provides riverfront open space opportunities for the community at large makes this station location ideal. The arrival of commuter rail will certainly bring many positive changes and present many challenges to all station areas studied in this report. These recommendations are intended to serve as actionable steps, guiding principles and aspirational solutions during the evolutionary process that each of these communities will undergo, transforming into thriving transportation hubs. In the end, the prospects for these communities to become twenty-first century versions of the American Dream are bright. One shaped by transit that provides mobility options - reducing the already cost -burdened Miami family. One that provides a diverse with mix of uses, serving the growing appetite for more affordable, walkable and healthier neighborhoods in our cities. 136 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT Image: Tri-Rains Pompano station going green. (Source: Sun Sentinel/article) © 2018 PLUSURBIA LLC NOTICE Ms submittal needs to be scheduled for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applies de deoIsion-making bcdy will revlewthe Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 LESSONS LEARNED 1137 REFERENCE MATERIAL Treasure Coast Regional Planning Council. Florida TOD Guidebook. Florida: State of Florida Department of Transportation, 2012. Miami Downtown Development Authority (DDA). Biscayne Green. Miami Downtown Development Authority (DDA). Riverwalk Marlin Engineering. Miami -Dade TPO Protected Bike Lanes Plan Street Plans Collaborative, HNTB. Miami Bicycle Master Plan Kimley Horn. Miami -Dade 2040 Bicycle/Pedestrian Plan Kimley Horn. Overtown/Wynwood Bike+Ped Mobility Plan Miami -Dade County. Miami -Dade Street Tree Master Plan. XXX. Rethinking Parking Minimums. (ITE Journal) February 2019 Garcia-Pons+Associates. Midtown Tri-Rail Station Siting Study. August 2018 Wynwood BID. Wynwood Business Improvement District. August 2018 PlusUrbia Design. Wynwood Neighborhood Revitalization District (NRD-1). August 2015 Duany Plater-Zyberk & Co. Miami Design District Retail Street Special Area Plan (SAP). June 2012 City of Miami. Midtown Major Use Special Permit (MUSP) . July 2014 E DSA. South Florida East Coast Corridor (SFECC) Station Design Guidelines . December 2009 Economics Research Associates. Little Haiti/Lemon City/Little River Industrial Priority Development Area (PDA) Analysis. May 2007 Martinez, Nicholas. Greater Downtown Miami Demographics Report. Florida: Miami Downtown Development Authority (DDA). May 2018 EDAW; AECOM. Epicenter of the Americas: 2025 Downtown Miami Master Plan. Florida: Miami Downtown Development Authority (DDA). October 2009. This submittal needs to be scheduled fora public hearing In accord and wM1h timelines set forth in the City of Miaml Code. The applica decision-makIng body...AIL renew the Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 Miami Downtown Development Authority, DDA. Biscayne Green. January 2017 Miami Downtown Development Authority, DDA. Flagler Street Reconstruction & Beautification. June 2018 Miami Downtown Development Authority, DDA. Downtown Miami Baywalk/Riverwalk. August 2017 Marlin Engineering. Miami -Dade TPO Protected Bike Lanes Plan. August 2017. Street Plans Collaborative, HNTB. Miami Bicycle Master Plan . September 2009 Miami -Dade 2040 Bicycle/Pedestrian Plan Kimley Horn. 2009 Kimley Horn. Overtown/Wynwood Bike+Ped Mobility Plan .2014 Miami -Dade County. Miami -Dade Street Tree Master Plan. February 2007 ITE Journal. Rethinking Parking Minimums .February 2019. 138 I MIAMI 21 TOD I TRANSIT ORIENTED DEVELOPMENT NOTICE This submittal needs to be scheduled fora public hearing In accordance wM1h timelines set forth in the City of Miami Code. The applies de decision -making bodywill renew the information at the pubc hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 THE BEST WAY TO PREDICT THE FUTURE IS TO CREATE IT. -ABRAHAM LINCOLN President of the United States LESSONS LEARNED 1139 G 0 rt- PUBL, 6,11 ON V PLUSURBIA 1385 CORAL WAY PH401 I MIAMI, FL 33145 INFO@PLUSURBIA.COM I +1 305 444 4850 NOTICE This submittal needs to be scheau lee for a public healing In accordance wilt timelines set forth in the City of Miami Cede. The applica deoIsion-ma king bcdywill review the Information at the public hearing to render a recommendation or a final decia on. PZ-20-6058 09/19/22 Ew CO, This document was prepared for: South Florida Regional Transportation Authority (SFRTA) and the City of Miami. Prepared and designed by PlusUrbia Design in collaboration with the Treasure Coast Regional Planning Council © 2018 PlusUrbia LLC - All rights reserved. Some images shown herein are not the property of PlusUrbia or any of its affiliates, and may be subiecr to Copyright Laws and/or usage royal[ies. All images in the document are attributed to the authors and are used under Section 107 of the US Copyright Law: Fair Use, for the purpose of research and education. Any commercial reproduction of this work or its content may require further action and/or purchase p gcurement to obtain such image/photo releases. MIAMI 21 (EXISTING) EPLAN ID: PZ-20-6058 REZONE ADDRESS: 399 NE 82 TER 0 125 250 500 Feet This submittal needs to be scheduled fora public hearing in accordance with timelines set forth in the City of Miami Code. The applicable decision -making body will reNewlhe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 M IAM 121 (PROPOSED) EPLAN ID: PZ-20-6058 REZONE ADDRESS: 399 NE 82 TER 0 125 250 500 Feet This submittal needs to be scheduled fora public hearing in accordance with timelines set forth in the City of Miami Code. The applicable decision -making body will reNewlhe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22 NE 3RD CT NE 84TH ST �l- T3-L I NE 82ND-TER T4-L J a 0 W Z NE4THAVE NE 82ND ST T6=80 UNNAMED - 2Z UNNAMED <O 1 NE-4TH•PL• NE 83RDISTJ r NE 82ND-TER= AERIAL EPLAN ID: PZ-20-6058 REZONE ADDRESS: 399 NE 82 TER 0 125 250 500 Feet NOTICE This submittal needs to be scheduled fora public hearing in accordance with timelines set forth in the City of Miami Code. The applicable decision -making body will reNewlhe Information at the public hearing to render a recommendation or a final decision. PZ-20-6058 09/19/22