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HomeMy WebLinkAboutCity of Tamarac Ordinance O-2004-018r~ September 11, 2001 - Temp Ord #1948 1 Revision No. 1 - September 18, 2001 Revision No. 2 - September 19, 2001 CITY OF TAMARAC, FLORIDA ORDINANCE NO. 0-2004- 1g AN ORDINANCE OF THE CITY COMMISSION OF THE CITY OF TAMARAC, FLORIDA, ADOPTING AMENDMENTS TO THE TRANSPORTATION ELEMENT OF THE CITY OF TAMARAC COMPREHENSIVE PLAN IN ACCORDANCE WITH CHAPTER 163, SUBSECTION 163.3187 OF THE FLORIDA STATUTES CONCERNING TEXT AMENDMENTS ADDRESSING THE REQUIREMENTS OF CHAPTER 163.3177(6)(J) F.S.; PROVIDING FOR CONFLICTS; PROVIDING FOR SEVERABILITY; AND PROVIDING FOR AN EFFECTIVE DATE. WHEREAS, provisions of the Local Government Comprehensive Planning and Land Development Regulation Act of 1985 require adoption of a comprehensive plan; and WHEREAS, the City of Tamarac, Florida, pursuant to said Local Government Comprehensive Planning Act, and in accordance with all its terms and provisions, has prepared and adopted a comprehensive plan which has been submitted to and reviewed by the South Florida Regional Planning Council (SFRPC) and the State Department of Community Affairs (DCA); and WHEREAS, in 1993 the Florida Legislature adopted revisions to Chapter 163, F.S. incorporating new Transportation Element requirements for local governments; and WHEREAS, the City of Tamarac prepared and adopted a Transportation Element in accordance with the requirements of Chapter 163.3177 F.S. on May 13, 1998; and September 11, 2001 - Temp Ord #1948 2 Revision No. 1 - September 18, 2001 Revision No. 2 - September 19, 2001 WHEREAS the City of Tamarac Transportation Element was found "in -Compliance" by the State of Florida Department of Community Affairs (DCA) on July 7,1998 conditioned upon the City revising the Element after Broward County finalized the Broward County Transportation Element; and WHEREAS, the Broward County Transportation Element was found "in -Compliance" by the State of Florida Department of Community Affairs (DCA) in July of 1999; and WHEREAS, the City of Tamarac has prepared amendments to the Transportation Element of the City's adopted Comprehensive Plan to address the requirements of Chapter 163.3177(6)(J) F.S. and to be consistent with the Broward County's Transportation Element in the form of a new Transportation Element (attached hereto and incorporated herein as Exhibit "A"); and WHEREAS, the City of Tamarac Planning Board, as the Local Planning Agency, has reviewed the new Transportation Element (attached hereto as Exhibit "A"), held a public hearing on September 24, 2001 and recommended approval; and WHEREAS, the Director of Community Development recommends approval; and WHEREAS, the City Commission of the City of Tamarac will hold the first public hearing on September 26, 2001 pursuant to Chapter 163 of the Florida Statutes to consider transmittal of the proposed amendment to the Comprehensive Plan; and WHEREAS, the City Commission of the City of Tamarac deems it to be in the best interest of the citizens and residents of the City of Tamarac to adopt amendments to the September 11, 2001 — Temp Ord #1948 3 Revision No. 1 - September 18, 2001 Revision No. 2 - September 19, 2001 Transportation Element of the City of Tamarac Comprehensive Plan in accordance with Chapter 163, Subsection 163.3187 of the Florida Statutes concerning text amendments addressing the requirements of Chapter 163.3177(6)0) F.S. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COMMISSION OF THE CITY OF TAMARAC, FLORIDA: SECTION 1: That the foregoing "WHEREAS" clauses are hereby ratified and confirmed as being true and correct and are hereby made a specific part of the Ordinance upon adoption hereof. SECTION 2: That amendments to the Transportation Element of the City of Tamarac Comprehensive Plan in accordance with Chapter 163, Subsection 163.3187 of the Florida Statutes concerning text amendments addressing the requirements of Chapter 163.3177(6)0) F.S., are HEREBY APPROVED. SECTION 3: All Ordinances or parts of Ordinances, and all Resolutions or parts of Resolutions in conflict herewith are hereby repealed to the extent of such conflict. SECTION 4: If any provision of this Ordinance or the application thereof to any person or circumstance is held invalid, such invalidity shall not affect other provisions or applications of this Ordinance that can be given affect without the invalid provision or application, and to this end the provisions of this Ordinance are declared to be severable. 1 01 September 11, 2001 - Temp Ord #1948 4 Revision No. 1 - September 18, 2001 Revision No. 2 -- September 19, 2001 SECTION 5: This Ordinance shall become effective on the date a Final Order is issued by the Florida Department of Community Affairs (DCA) or Administrative Commission finding the amendments "In -Compliance" in accordance with Section 163.3184, Florida Statutes. PASSED, FIRST READING this 26th day of September, 2001. PASSED, SECOND READING this 14th day of July, 2004. .4 C ,��z - JOE SCHREIBER MAYOR ATTEST: MARION SW SON, CMC CITY CLERK I HEREBY CERTIFY that I have approved this ORDINANCE as to form. RECORD OF COMMISSION VOTE: 1st MAYOR SCHREIBER DIST 1: COMM. PORTNER DIST 2: COMM. MISHKIN DIST 3: V/M SULTANOF DIST 4: COMM. ROBERTS RECORD OF COMMISSION VOTE: 2n =Teading MAYOR SCHREIBER DIST 1: COMM. PORTNER DIST 2: COMM. FLANSBAUM-TALABISC DIST 3: V/M SULTANOF DIST 4: COMM. ROBERTS 1 1 LIST OF MAPS Map 11-1 Existing Roadway System 11-3 Map II-2A Existing Public Transit System (County) 11-6 Map 11-2B Existing Public Transit System (City) 11-7 Map II-3 Existing Bicycle and Pedestrian Ways II-10 Map II-4 Existing Ports, Airport Facilities, Railways and II-11 Intermodal Facilities Map II-5 Existing Functional Classification of Roadways 11-19 Map II-6 Existing Number of Through Lanes II-23 Map II-7 Existing Major Public Transit Trip Generators II-26 and Attractors Map II-8 Existing Evacuation Routes 11-28 Map II-9 Existing Peak Hour, Peak Directional and II-33 Level of Service Map II-10 Future Roadway System II-106 Map II-11A Future Public Transit System (County) II-107 Map 11-11 B Future ' Public Transit System (City) 11-108 Map II-12 Significant Bicycle and Pedestrian Ways II-109 Map II-13 Future Ports, airport Facilities, Railways and II-110 Intermodal Facilities Map 11-14 Future Functional Classification of Roadways II-111 Map II-15 Future Number of Through Lanes II-112 Map II-16 Future Major Public Transit Trip Generators - II-113 and Attractors Map II-17 Future Evacuation Routes II-114 Map II-18 Projected Peak Hour, Peak Directional, LOS II-115 LIST OF TABLES Table 11-1 Existing Functional Classification of Roadways II-16 Table 11-2 Number of Through Lanes 11-20 Table 11-3 Capacity Analysis of Existing Roadway System II-29 Traffic Volumes Table II-4 Peak Hour and Peak Directional. Analysis II-31 Table II-4b City Collector Roadways II-80 Existing and Forecasted AADT, 2-Way Peak Hour and Peak Direction Analysis Table II-5a Historical and Forecasted Traffic Counts AADT II-81 Table II-5b Existing and Forecasted Traffic Counts (Two Way II-82 Peak Hour) Table II-6 Transit Dependency Demographics 11-92 Table II-7 Final Results of 2015 Model Runs (County) II-96 Table II-8 Scheduled Transportation System Improvements II-99 Introduction The City of Tamarac adopted its current Comprehensive Plan in December 1990. The Comprehensive Plan contained all of the mandatory elements required at that time by Chapter 163, Florida Statutes (F.S) and Rule 9J-5, Florida Administration Code (F.A.C.). One of the original elements in 1990 was the Traffic Circulation Element. Because of the City's population at that time, the City was not required to prepare and adopt a Mass Transit Element. Likewise, the City did not prepare or adopt a Ports, Aviation and Related Facilities Element as none of those facilities were located within the City. In 1993, the Florida Legislature amended Chapter 163 F.S. to require each local government within the urbanized area of a' Metropolitan Planning Organization (MPO) to prepare a Transportation Element to replace the Traffic Circulation Element, Mass Transit Element and Ports, Aviation and Related Facilities Element. The purpose of the Transportation Element is to analyze and plan for all modes of transportation and to plan for a multi -modal transportation system that places more emphasis on public transportation systems. The City of Tamarac prepared and adopted a Transportation Element in accordance with the requirements of Chapter 163.3177 (6)(b) Florida Statutes (F.S.) and Rule 9J- 5.007 Florida Administrative Code on May 13,1998. The Florida Department of Community Affairs (DCA) found the City's element "In Compliance" on July 7, 1998. However, the DCA approval was conditioned upon the City updating the element after Broward County finalized the preparation and adoption of their Transportation Element. The County adopted their Transportation Element in November 1998 and DCA found the County's element "In Compliance" in January 1999. The City subsequently sought the services of a consulting fimn familiar with State requirements, the Broward County Transportation Element, and the City of Tamarac to assist in the preparation of the updated element. Descri do on of Existing Transportatlon System This portion of the element examines the facilities that serve vehicular and non - vehicular traffic within the City of Tamarac planning area. The transportation system is a critical component of society, playing a 'role in all facets of life, having economic implications, and of recreational value. The transportation system has two basic components. One is the internal access and circulation of the City's residential neighborhoods and other areas. The other is the external component that serves as the link to other communities. The first, or internal component is maintained for the most part by the City or private concerns_ The second, or external component forms part of the Federal Interstate Highway System (FIHS), State of Florida or Broward County Traffic Circulation Network. The Metropolitan Planning Organization (MPO), whose charge is to master plan and coordinate roadways, mass transit and other transportation systems on a countywide basis, carries out the transportation planning process in Broward County. The MPO's governing board is the Board of County Commissioners. Roadway System Map II-1 graphically illustrates the existing transportation road system. Within the City of Tamarac, roadways are classified as follows: Limited Access Ljighways Sawgrass Expressway (SR 869) Florida Turnpike (SR 91) Major Roads (Arterial and County Collectors) A. North/South Nob Hill Road (NW 100' Avenue) Pine Island Road (NW 881h Avenue) University Drive (SR 817) NW 641h Avenue Rock Island Road SR7/US441 NW 31"Avenue NW 21s' Avenue B. East/West McNab Road Bailey Road Commercial Boulevard Prospect Road Minor Road] (City Collectors) North/South NW 108' Terrace Hiatus Road NW 941" Avenue NW 84th Terrace NW 80' Avenue NW 70th Avenue Local Accqgs Roads All other City public roads. East/West Southgate Boulevard NW 82ndStreet NW 811 Street NW 80h Street NW 781 Street NW 771h Street NW 761h Street NW 751h Street Lagos De Campo Boulevard NW 57th Street 0 i 1 U� _ I�r II`11 I�l Y I I fall, dE"—�! 1 ` Ellie r Significant Rarking Facilities The City has several developments or areas that have significant parking facilities. The City's definition of significant includes available spaces of 500 or more. These significant parking facilities are identified on Map II-2A. Site No. * Name # of. Parkin Spaces 1 Midway Plaza 1,044 2 Sunshine Plaza 1,034 3 University Hospital & Medical Ctr. 1,031 4 Tamarac Town Square 791 5 Tamarac Square West 721 6 Don Carter's/Target 622 7 Three Lakes Plaza 540 8 Tamarac Market Place 721 9 Comm. Blvd. Area East of Un. Dr. 538 10 Land Section 7 (less Site No. 8) 3,892 *The number in this column corresponds with Map II-2. Public Transit. System Map II-2A (County System) and Map II-213 (City System) depicts the existing Public Transit System. Information was obtained from the Broward County Community Services Department Mass Transit Division and the City of Tamarac. The City of Tamarac is a "full service" community with a wide diversity of land uses. The geographic location of the City Limits causes some service problems as the City Limits extend from the border of the Everglades on the west almost 9 miles to the east within one-half mile of 1-95. The City's original development occurred near the intersection of Commercial Boulevard and Prospect Road. The early residents were mainly retirees in small mostly two bedroom detached single-family homes. In the late 1960s and 1970s vast tracts of land were annexed into the City west of the original area. One of these areas is an approximate three (3) square mile area between SR 7 / US 441 and NW 641 Avenue. Commercial Boulevard connects the eastern original neighborhoods to the western neighborhoods and dissects the area described above. The Florida Turnpike dissects this area north to south. This area contains large commercial areas, primarily along the SR 7/US 441 frontage, two high density housing concentrations (one east of the Turnpike and north of Commercial Boulevard and the other one west of the Turnpike along Bailey Road), the Woodlands Country Club planned community south of Commercial Boulevard and west of Rock Island Road and 1I-4 other residential areas including small single family homes in the Mainlands neighborhood and areas north of Commercial Boulevard west of Rock Island Road. This area has extensive mass transit service at present. Four (4) Broward County bus routes and the City's eastern "Red" shuttle bus route serve this area. The largest cohesive City area, comprised of approximately eight (8) square miles, is located between NW 64"' Avenue and the Sawgrass Expressway and between Commercial Boulevard and Southgate Boulevard. This area contains a typical suburban pattern with mostly linear commercial uses along major arterial roadways, concentrations of higher density housing (Kings Point community, Woodland Lakes community, Tamarac Gardens, Lime Bay, The Greens and areas in the Woodmont Country Club community) and a variety of single family neighborhoods (Westwood, Woodmont, Sunflower, Heathgate, Vanguard and Mainlands). Again, this area is extensively served with both Broward. County and City bus routes. Four (4) Broward County bus routes and two (2) City bus routes (western "Yellow" bus route and central "Green" bus route) serve this area. According to US Census data, the City has a lower than average income level and higher than average age characteristic which are indicators of an increased need for mass transit use. The existing public transit service is felt to adequately serve the existing developed areas. This trend may change over time, as younger residents appear to be moving into housing areas previously occupied almost exclusively by elderly residents. As more of the detailed' 2000 US Census data becomes available, the City will analyze the data and suggest to the County any warranted modifications to service routes and schedules. Finally, if redevelopment begins to occur, considerable thought should be given to multi -modal transportation systems. No Text z-10a-11111 MMN U v 4 4� :Q-, Public Transit Terminals and Transfer Stations No public Transit Terminals exist within the City of Tamarac. One Public Transit Transfer Station is located within the City. Table 3-13 of the Broward County Transportation Element designates the Sunshine Plaza commercial shopping center at the northwest comer of Commercial Boulevard and SR 7 / US 441 as d Transfer Station for Routes 18, 55, 56 and 57. In addition to the four (4) Broward County bus routes, the City's eastem "Red" shuttle bus route provides service to the site. There are currently 195 bus stops (30 with shelters and 71 with benches) located within the City Limits (see Map II-2A). The nearest Public Transit Terminal is located within the City of Plantation approximately 6.0 miles south of the Tamarac City limits on Pine Island Road north of Broward Boulevard (West Terminal). Many of the bus routes circulate"to either the West Terminal or Central Terminal in downtown Fort Lauderdale on Broward Boulevard just west of Andrews Avenue at Bdckell Avenue. Public Transit Rights of Way and Exclusive Public Transit Corridors The only public transit rights -of -way within the City are bus -bays along several major roads. An "Exclusive Public Transit Corridor" is a corridor physically separated from general use corridors and to which access is highly restricted. There are no exclusive public transit corridors located within the City. The only exclusive public transit corridor identified in the Broward County Transportation Element is the South Florida Rail Corridor (formerly known as the CSX Transportation railway corridor) that is located just west of 1-95 approximately'/2 mile east of the nearest portion of the City. The majority of the City is 5+ miles west of the corridor. Significant Bicycle and Pedestrian Ways Map 11-3 depicts the existing bicycle and pedestrian ways within the City. a) Bicycle Traffic Bicycling within the City's local street system is common, given the current traffic volumes, and controlled traffic conditions encountered. On major roadways, bicyclists typically utilize sidewalks for safety reasons; however, there are several existing bikeways on major or minor roadways constructed as either exclusive bike -lanes or wide paved shoulder areas. Some properties provide bike racks but this is not provided on a consistent basis. The City's Code does not require bike racks for any land uses at present. As mentioned above, the Broward County Transportation Element identifies several significant bikeways within the City. These include segments existing or planned along: -8 Location SegMent University Drive North CL to South CL McNab Road Pine Island to Un. Dr. NW 57" Street NW 94Ave to Un. Dr, Commercial Blvd. Un. Dr. to Rock Island Rd Rock Island Rd Comm. Blvd. to NW 44 St. NW 44 Street Rock Island Rd to West CL b) Pedestrian Traffic Bikeway Fi acrtIty Wide curb lanes k7i7ire[:M7FTi - Bike -lane next to curb lanes Bike -lane next to curb lanes Wide curb lanes Paved Shoulder Pedestrian traffic is very common within the City neighborhoods. All single-family developments with public roadways are required to provide internal sidewalks per Section 20-85 of the City's Subdivision Regulations. Single-family developments with private roadways do not have to provide sidewalks within the neighborhoods and typically none have been constructed. Additionally, the City, through cooperation with FDOT and Broward County has been successful in providing sidewalks along all major roadways and other linkages to schools and parks. Virtually all of the arterial and collector roadways have sidewalks on at least one side of the roadways. The maps identifying bicycle and pedestrian ways depict the City's success in implementing an overall citywide system. As roadway segments are re -constructed and/or widened, it is common practice to upgrade pedestrian and bicycle facilities to meet current standards. It is the policy of the City to require developers to complete missing links when development occurs. The City's Engineering Department determines the appropriate width for the various bikeways and pedestrian -ways. In addition to the above, the Broward County Transportation Improvement Program (TIP) provided for $1,468,000 to construct additional sidewalks, in the City beginning in FY 2000-01 and $498,000 to construct a bikepath within the C-14 Canal / FPL easement area north of Southgate Boulevard from the Sawgrass Expressway to NW 83'd Avenue (the eastern City Limits). ARN U eererur� any . � ._ '�► F p :... JO J rFASP na��l�'�;f, � � � � � �r�a of i. • :. �ry r �^ 6 :• 6 ij 11� t � _ � � .r�, w I � i� A Ports Air ort Facilities Railwa s and Intermodal Facilities Map II-4 illustrates the proximity of the City of Tamarac to nearby Ports, Airports, Railways and Related Facilities. Port__ Facilities There are no port facilities within the City of Tamarac. The nearest major seaport is Port Everglades which is located approximately seven (7) miles southeast of the closet point of the City (the majority of the City is 12+ miles from the port), southeast of the central business district of the City of Fort Lauderdale. Port Everglades is a deep -water port serving commercial freight customers, cruise lines and recreation boating needs. Airport_ Facilities Including Clear Zones and Obstructions There are no airport facilities within the City; however, there are three (3) airports within a few miles of the City. Fort Lauderdale/Hollywood International Airport Fort Lauderdale/Hollywood International Airport is a regional facility that serves international and domestic air carriers and is located approximately seven (7) miles southeast of the City. Broward County owns and operates the airport. The airport complex is approximately 1,718 acres in size and is located south of 1-595 and east of 1-95, some two (2) miles west of the coastline at its closest point. The runway alignments are generally east to west. Air traffic typically lands from the west and takes off eastward over the Atlantic Ocean before beginning turning movements. The primary approach from the west is directly over the Town of Davie just south of 1-595. Occasionally, aircraft pass over the City on approaches to the airport but are at high altitudes; therefore, little or no negative impacts occur. Fort Lauderdale Executive Airport • Fort Lauderdale Executive Airport is a general aviation facility located east of NW 31' Avenue between Cypress Creek Road and Commercial Boulevard. Portions of the City Limits abut the airport property at the southwest comer of the airport. The majority of the City area lies several miles west of the airport; therefore, minor fly -over problems occur only in the most eastern extremes of the City. Air traffic is generally restricted to non-commercial activities. The airport has east -west and diagonal (northwest/southeast and northeast/ southwest) runway alignments. Air traffic typically takes off and lands on the east to west runway due to prevailing winds. Only one (1) Jet Aircraft departure route affects the City, that being a route exiting the east/west runway westward generally following Prospect Road, crossing over the Commercial Boulevard/Florida Turnpike Interchange, and crossing the northern edge of the Woodlands 11-1 9 community just south of Commercial Boulevard and heading southwest. However, there are nine (9) Jet Aircraft arrival routes affecting the City, seven (7) of which approach the airport from the west mostly looping into the airport from the northeast. The most affected areas include the Woodlands community and the neighborhoods north of Commercial Boulevard and east of NW 64"' Avenue. There are eight (8) Propeller Aircraft departure routes affecting the City. Five (5) routes travel west over various areas of the City with the three (3) others being loops around the airport. There are seven (1) Propeller Aircraft arrival routes affecting the City, five (5) of which approach from the west. Finally, four (4) Helicopter routes affect the City. The Heliport complex is located on the south side of the airport nears the residential areas in eastern Tamarac. One (1) approach route from' the west generally following Commercial Boulevard and three (3) departure routes with two (2) routes to the west and one (1) route to the east occur. Touch-and-go operations take place in close proximity to the airport and affect only the residential area of Tamarac north of Commercial Boulevard near Prospect Road. The use of the other runway alignments (other than east/west) on occasion causes some flyover conflicts such as noise or safety concerns to nearby communities. The most recentFAR Part 150 Update for the airport shows noise contours (above 65 dB) not affecting any property in the City of Tamarac. The report states most takeoffs and landings can be heard but are at accepted noise levels. The most recent Airport Master Plan projects aircraft operations will increase in the future with the most increase expected in jet aircraft and multi-engined aircraft. No physical improvements are proposed in the future that would affect land uses in the City of Tamarac. The proposed Airspace Plan depicts both the Approach Surface (7:1 slope), the Transitional Surface (side slopes @ 7:1 slope) and the Horizontal Surface south of the airport affecting all lands in the City of Tamarac from the ' western edge of the airport into the Conservation Area and from approximately midway between McNab Road and Southgate Boulevard to Commercial Boulevard. Clear zone or obstruction issues generally affect the lands within these areas. Building and structures are limited in height within these areas and require FAA approval for taller structures. Pompano Beach Airport • Pompano Beach Airport is a general aviation facility located approximately five and one-half (5.5) miles at the closest point, northeast of the City, within the City of Pompano Beach. Air traffic is generally restricted to non-commercial activities. The runway alignments are generally east to west. Air traffic typically makes turning movements within a few miles of the airport, therefore, no clear zone or obstruction issues affect the City. eneral Avia I n Trevel While the City does not have physical airport facilities that directly affect the City's development, as stated above, the Federal Aviation Administration (FAA) has designated certain flight routes over the City. For example, the main approach flight path for Ft. Lauderdale Executive Airport is directly over the City west of the airport as described previously. Also, an established helicopter north -south route parallels University Drive. There are occasions when low flying aircraft cause noise problems to residents, primarily in the eastern portions of the City. Freight and Passenger Rail Lines and Terminals The City has no rail line corridors within its boundaries. The, closest railway corridors are located generally east of and paralleling Dixie Highway in the far eastem portion of the County and the second is located just west of'1-95. Both corridors run in a north - south direction. The eastem corridor is known as the Florida East Coast (FEC) Railroad line. The corridor is utilized almost exclusively for freight service. There are grade crossings or overpasses at major roadways. The western corridor is known as the South Florida Rail Corridor (formerly known as the CSX Transportation corridor). The corridor is utilized almost exclusively for passenger services. Both Amtrak and the Tri-Rail commuter train utilize the corridor. There are transit stations at several locations on the corridor. Broward County owns and operates Park & Ride Lots at several locations along the railway corridor. The closest Tri-Rail Station and Park & Ride Lot is located south of Cypress Creek Roadjust west of 1-95 some five (5) miles from the major portion of the City. Intermodal Terminals and Access to Intermodall Facilities As mentioned above, there are no' intermodal facilities within the City. The Broward County West Regional Terminal is located in the City of Plantation approximately six (6) miles south of the City north of Broward Boulevard on the east side of Pine Island Road. Also, the closest Park & Ride lot is located on Cypress Creek Road near 1-95. Broward County bus routes connect the City areas to the Tri-Rail Station. 915[l Exlsting Functional Classification and Maintenance Responsibilities The Functional Classification of roadways is utilized to create a hierarchical system to establish the responsibility for roadway maintenance and operation by either the State, the County or the local jurisdiction. The following broad guidelines are used to define roadway types: • Principal Arterials - Major highways serving heavy volumes of traffic through the urban area. + Minor Arterials - Roadways carrying moderately heavy volumes of traffic which channel traffic to community activity centers. +� Collectors - Roadways carrying moderate volumes of traffic to the arterial network. • Local Roadways - Neighborhood roadways carrying low volumes of traffic to collector or arterial roadways. The existing functional classification of major roadways in the City are provided in the following Table II-1 and illustrated on Map II-b. Both the Federal Government and State of Florida have utilized functional classification systems to assign roadway jurisdictions. In May of 1996 the Florida Department of 'Transportation issued a letter stating that applicable State laws pertaining to functional classifications had been repealed. Therefore, the information provided in the following table is from the Federal classification system, which is further detailed in the Broward County Transportation Element Appendix 3-A. In addition, several roadways that are depicted as a `local road" on the Broward County 1997 State Highway Classification and Land Arrangement Map actively function within the City as a City Collector. I1-15 TABLE 11-1 FUNCTIONAL CLASSIFICATION OF ROADWAYS NORTH/SOUTH FUNCTIONAL REQUIRED # OF ROADWAY SEGMENT CLASSIFICATION ROW WIDTH LANES 1 (SR 869) Sawgrass Commercial Boulevard to UPA 325' 6LD Expressway the north City Limit NW 108t' Terrace McNab Road to NW 801 CC See Note 4LD Street Hiatus Road Commercial Boulevard to UCOLL 106' 4LD McNab Road Nob Hill Road Commercial Boulevard to UMA 106' 4LD Southgate Boulevard Westwood Blvd Commercial Boulevard to CC See Note 2L West /NW 941" McNab Road McNab Avenue Rd to NW 60 St. 4LD from NW 60 St. to Comm. Blvd. Pine Island Road Commercial Boulevard to UMA 106' 41-1) Southgate Boulevard NW 84' Terrace Commercial Boulevard to CC See Note 41-1) Lagos De Campo Blvd. NW 801 Avenue McNab Road to NW 82"d CC See Note 4LD Street University Drive Commercial Boulevard to UPA 200' 6LD (SR 817) Southgate Boulevard Brookwood Commercial Boulevard to CC See Note 41-D Boulevard / NW McNab Road 70'" Avenue NW 70'" Avenue McNab Road to NW 82n° CC See Note 41-D Street NW 64' Avenue Commercial Boulevard to CC 106' 4LD north City Limit Rock Island Road NW 44' Street to Bailey UMA 110' 4LD Road Florida Turnpike North City Limit to South UPA 325' 6LD City Limit US 441/SR 7 North City Limit to South' UPA 200' 6LD City Limit II-16 NW 31" Avenue North of Commercial LIMA 106' OLD Boulevard to south of Commercial Boulevard NW 21'Avenue Commercial Boulevard to UCOLL 106' 2L Prospect Road EASTIWEST SEGMENT FUNCTIONAL CLASSIFICATION REQUIRED ROW WIDTH # OF ROADWAY LANES 1 Southgate Sawgrass Expressway CC 106' 41-D Boulevard to Nod Hill Road Nob Hill Road to east UCOLL 106' 4LD Ci Limit NW 82"d Street NW 801 Avenue to Un. CC See Note 4LD Dr. Un. Dr. to NW 70 UCOLL See Note 4LD Avenue NW 81" Street Nob Hill Road to NW UCOLL See Note 4LD 82"d Street NW 80 Street NW 108'h Terrace to Nob CC See Note 4LD Hill Road NW 78'h Street NW 801hAvenue to Un. GC See Note 4LD Dr. NW 77d' Street Nob Hill Road to Pine CC See Note 4LD Island Road NW 7O'h Street Un. Dr. to NW 7001 CC See Note 2L Avenue NW 751' Street Pine Island Road to NW CC See Note 4LD 801h Avenue McNab Road NW 108"' Terrace to Nob CC 110' 21J4LD Hill Road Nob Hill Road to Un. Dr. UCOLL 110' 4LD Nab Hill Road to Pine Island Road OLD Pine Island Road to Un. Dr. (UC 7/00) University Dr. to east LIMA 200' OLD City Limit Lagos De Campo Pine Island to McNab CC See Note 4LD Boulevard Road Bailey Road NW 641' Avenue to east UCOLL 80' 21J4LD12 City Limit L (41-13 Rock Island Road) 11-17 NW 57'" Street NW 9e Avenue to NW CC See Note 2LD 64TM' Avenue Commercial Blvd. Sawgrass Expressway UPA 120' 6LD (SR 870) to east City Limit Prospect Road NW 3111 Avenue to UCOLL 100, 2L north Powerline Road of Commerc ial Blvd I 4LD south of Comm. Blvd NW 44'" Street Rock Island Road to UCOLL 80, 2L west City Limit Legend: UPA = Urban Principal Arterial (State Maintenance) UMA = Urban Minor Arterial (State Maintenance) UCOLL = Urban Collector (County Maintenance) CC = City Collector (City Maintenance) LR = Local Road (City Maintenance) LD w Lanes Divided Notes: Required Right of. Way (ROW) width per BC Traffcways Plan Roadways not indicating a "Required ROW Width" are not depicted on the BC Trafficways Plan. Source: Broward County 1997 State Highway Functional Classification and Lane Arrangement Map 9/97 and Broward County Transportation Element 11/98. Broward County Trafticways Map MMPA 12/2003 Maintenance responsibilities are divided between the State Department of Transportation for Urban Principal Arterials, Broward County for other arterial and County Collector roadways and the City for City Collector and local streets. II1iF;1 No Text .:r Numlxer of Esting Through Lase$, for Each Roadway The number of through lanes is described in Table II-2 and illustrated in Map II-6. TABLE II-2 NUMBER OF THROLIGH LANES ROADWAYS # OF THROUGH LANES A. North/South Sawgrass Expressway 6 (3 each direction) NW 108" Terrace 4 (2 each direction) Hiatus Road 4 (2 each direction) Nob HIII Road 4 (2 each direction) NW 94'" Avenue 4 (2 each direction Comma Blvd. to NW 601" St.) 2 (1 each direction NW 60" St. to McNab Road) Pine Island Road 4 (2 each direction) NW 80 Terrace 4 (2 each direction) NW 800' Avenue 4 (2 each direction) University Drive 6 (3 each direction) Brookwood Blvd/NW 70 Ave 4 (2 each direction) NW 701 Avenue 4 (2 each direction) NW 641 Avenue 4 (2 each direction Comm. Blvd. to north CL) 2 (1 each direction south of Comm. Blvd.) Commons Drive 4 (2 each direction) Woodlands Boulevard 4 (2 each direction) Rock Island Road 4 (2 each direction) Florida Turnpike 6 (3 each direction) SR 7 / US 441 6 (3 each direction) NW 31' Avenue 6 (3 each direction) NW 21' Avenue 2 (1 each direction) I I-20 TABLE 11-2 (cunt.) NUMBER OF THROUGH LANE ROADWAYS # OF THROUGH LANES B. East/Iffiest Southgate Boulevard 4 2 each direction NW 82"d Street 4 2 each.direction NW 811 Street 4 2 eacb direction NW 80' Street 4 2 each direction NW 781" Street 4 2 each direction NW 77t' Street 4 2 each direction NW 76t" Street 2 1 each direction NW 75 Street 4 2 each direction McNab Road 2 (1 each direction west of NW 108"' Terrace to NW 1041 Avenue 4 (2 each direction NW 100 Avenue to approx. 750' west of Pine Island Road 6 (3 each direction approx. 750' west of Pine Island R ad to east City Limits Lagos De Cam o Boulevard 4 (2-each direction Bailey Road 3 (2 EB/1 WB from NW 641 Avenue to approx. NW 58"' Avenue) 4 (2 each direction NW 581' Avenue to approx. 500' east of Rock Island Road) 2 (1 each direction approx. 500' east of Rock Island Road to SR 7/US 441) East Sabal Palm Boulevard 4 (2 each direction) NW 57' Street 2 (1 each direction) Commercial Boulevard 6 3 each direction II-21 4W NW 4711 Terrace 4 (2 each direction approx. 400' north of Comm. Blvd. and approx. 1000' south of Comm. Blvd. Prospect Road 2 (1 each direction Commercial Boulevard to NW 31 S' Avenue 4 (2 each direction Commercial Boulevard to east City Limits Mainlands Boulevard 4 (2 each direction Commercial Boulevard to NW 46'h Street NW 441h Street 2 (1 each direction Rock Island Road to west City Limits C. Other Local Roadways 2 (1 each direction) Some local road entrances may be 4 lanes at intersections with major roads 11-99 wow c == Ch 'If, major Public _Transit _Generators.and Attractom A major Public Transit Generator or Attractor are generally concentrated areas of higher density residential developments or major commercial, industrial, employment or shopping areas that produce or attract a significant number of local trip ends. For public transit use, the definition includes a site that attracts a significant number of persons per day. Public transit generators are typically residential land uses. Public transit attractors are typically commercial, industrial, office, commercial recreation, educational, institutional and transportation land uses. Ideally, public transit should connect major transit generators to major transit attractors. The Broward County Comprehensive Plan contains a definition for major attractors and generators with intensities meeting or exceeding the following thresholds; Office parks — 100,000 sq. ft. GLA; shopping centers — 500,000 sq. ft.; schools — 1,000 students; major employers — 1,000 employees; health facilities — 100 beds. The County's Transportation Element defines a major public transit generator as one of the 40 Traffic Analysis Zones (TAZs) with the highest population density. A major public transit attractor is one of the 40 TAZs with the highest employment density. The number 40 was chosen because it represents roughly five percent (5%) of all TAZs in the County. Map 3-12 of the County's Transportation Element maps the TAZs. The City of Tamarac contains one TAZ (No. 455) that falls within the top 5% of the County for population density. This area is located between Commercial Boulevard and Bailey Road, from NW 64"' Avenue to Rock Island Road. The City of Tamarac has been developed, like most areas of south Florida, in a generally grid -like fashion. As described previously, the original developed areas of the City were located near Commercial Boulevard and Prospect Road. Major land annexations added areas around the Commercial Boulevard / Florida Turnpike Interchange area (approximately 3 square miles) and the largest area (approximately 8 square miles) between Commercial Boulevard, the Sawgrass Expressway, Southgate Boulevard and the City of North Lauderdale City Limits west of NW 64"'/SW 81 st Avenue. The three (3) major roadways within the City, University Drive, Commercial Boulevard and McNab Road east of Pine Island Road, have existing commercial development as the primary use abutting the roadways. There are nodes of commercial development at other locations, primarily at the intersection of major roadways. The commercial areas can best be described as "strip commercial" in design. The intensity of development in the commercial areas is primarily one-story retail/office/restaurant uses with medium intensity development. Occasionally a multi -story office building exists. In addition, there is a major Hospital/Medical campus (UHMC) located on the west side of University Drive just north of McNab Road (7200 Block). Multiple -family concentrations are scattered throughout the City, the majority of which is located in the central and western portions of the City. As mentioned previously, the most concentrated area is the area identified in the Broward County Transportation Element north of Commercial Boulevard between NW 641' Avenue and the eastern City Limits near SR 7/US 441. This area comprises some 390 +/- acres of land area and contains approximately 6,000 dwelling units. A smaller but equally concentrated area is located north of Commercial Boulevard just east of the Florida Turnpike. This area includes the Treehouse, Lakeside at Tamarac and Island Club multiple -family I11W1I r complexes. There are approximately 40 +/- acres in this area with about 650 dwelling units. In western Tamarac, there are two major concentrations of multiple -family housing with a few other scattered sites. The first area is in the Colony West golf course community south of McNab ' Road between Pine Island Road and University Drive. This area contains the Sands, Fairways, Versailles Garden and Concord Village multiple -family communities. There are approximately 154 +/- acres of land area with about 3,000 dwelling units in this area. The largest area, portions of which are currently under construction, contains a -large mid-riso multiple -family community known as Kings Point and several smaller projects within the Woodmont and Heathgate Sunflower neighborhoods. There are approximately 1,000 +/- acres of land area and approximately 15,000 multiple -family dwelling units in the areas. Existing multiple - family concentrations are 10-30 dwelling units per acre (DUA) in predominantly two to five story structures. In addition to the discussion on concentrations of multiple -family housing, many of the single-family homes are still occupied by older retirees at present. There has been a gradual shift to younger residents over the years but a sizable elderly population remains that demands a higher mass transit service. The existing public transit system services virtually all of these developments at.present. Industrial. Park/Employment Center concentrations are located only in the southwestern comer of the City. One 38 +/- acre parcel with several tenants is located north of Commercial Boulevard and west of NW 94th' Avenue. The City has planned for a large- scale commerce park for many years in the land known as land Section 7. Now referred to as the Tamarac Commerce Park and Westpoint Centre, several new industrial complexes have been built in the lest few years and major new construction is now underway. This Industrial Park/Employment Center is located north of Commercial Boulevard between the Sawgrass Expressway and Nob Hill Road. The Sawgrass Expressway is a major freeway connection to 1-75, 1-595, 1-95 and the Florida Turnpike. This land area comprises some 530 +/- acres of which about 498 acres is currently developed or under construction. Two Broward County routes provide bus service along Commercial Boulevard and Nob Hill Road adjacent to the Commerce Park. Map II-7 illustrates the locations of Major Public Transit Generators and Attractors within the City of Tamarac. Research of the Broward County Mass Transit Division's data revealed that ridership is relatively low in Tamarac as compared to the County as a whole, despite the elderly population and the availability of mass transit service to the concentrations of housing and commercial areas. This trend may change over time as younger residents appear to be moving into housing areas previously occupied almost exclusively by elderly residents. The City will continue to monitor changing demographics and community needs and suggest to the County any warranted modifications to service routes and schedules. Most of the City residents' continue to utilize automobiles as the primary means of transportation. 11-9',5 No Text P According to the Broward County Hurricanes Evacuation Plan (BCHEP) prepared by the Division of Emergency Preparedness, no area of the City of Tamarac is identified for evacuation during any type of hurricane. the most eastern point of the community is located approximately four and one half (4.5) miles from the beach area with the vast majority of the community more than ten (10) miles from the beach. If damage were to occur, it would be from wind or rainfall. However, lessons learned from a recent major hurricane's impact In South Florida (Andrew) revealed that even inland development can be severely damaged. There are no designated shelters within the City Limits of Tamarac. Broward County has designated two (2) shelters within near proximity to the City of Tamarac in case of emergency. The shelters are opened, supplied and operated by the Red Cross, which coordinates with the local school administration and Broward County. These shelters are illustrated on Map II-8. All shelters are located proximate to major roadways, therefore, all shelters can be easily accessed. Finally, the Sawgrass Expressway abuts the City on the west and the Florida Turnpike is located on the eastern edge of the City. These roadways would be the primary routes for evacuation from the City to leave the South Florida Region. ON of Tamarac Designated Hun ir, ne Shelters Piper High School 8000 NW 441' Street Sunrise, Florida Boyd Anderson High School 3050 NW 3111 Street Lauderdale Lakes, Florida Piper High School is the primary shelter for the western part of the City while Boyd Anderson High School serves the eastern areas. The nearest American Red Cross - designated Regional Evacuation Center is located at Parkside Elementary School in the City of Coral Springs (10257 NW 2901 Street). 11-97 zze.n I MY aim �. ILL loltim rya lj��� 4 II I s ,' M� 1. .�! ° a Me co in+A� Y � u� 1. r ri4wD4�YVV '� I R� "Wow" � EXLs_ it-Aygrage Daily Traffic, Peak Hour, Peak Direction. Levels of Service for Roads. Mass Transit Izacilit as and Corridors/Routes The existing average annual daily traffic, peak hour, peak direction levels of service for roads, mass transit facilities and corridors/routes are described in Table II-3 and Table II-4, illustrated on Map II-9 and in following text: TABLE II-3 TIP PEAK EAST / WEST DESIGN 2003 2003 LOS D EXISTING LOS EXISTING LOS ROADWAYS SENT CODE A T PEAK WE VIC ADT y& PEAK Southgate Blvd E of Nob Hill Rd, 420 10.5 10.5 21.7 .48 C .48 C W of Pine Island Rd. 421 11.4 11.4 21.7 .53 C .53 C W of University Dr. 421 17.1 17.4 21.7 .79 C .80 C E of University Dr. 421 25.2 25.9 21.7 1.16 F 1.19 F At east City Limit 421 27.0 27.5 21.7 1.24 F 1.27 F McNab Road W of Nob Hill Rd, 411 8.8 9.5 21.7 .40 C .44 C W of Pine Island Rd. 420 19A 21.3 31.1 .62 C .68 C W of University Dr. 620 32.4 32.7 46.8 .69 C .70 C E of University Dr. 620 40.8 41.4 53.5. .76 C .77 C Commercial Blvd E of Sawgrass Xway 623 20.3 20.7 53.5 .38 C .39 C W of Nob Hill Rd. 623 25.9 26.4 53.5 .48 C .49 C W of Pine Island Rd. 623 37.1 37.4 53.5 .69 C .70 C W of University Dr. 623 42.1 53.2 53.5 .79 C .99 E E of University Dr. 623 58.8 60.9 49.2 1.19 F 1.24 F E of NW 64 Avenue 623 53.9 56.3 49.2 1.10 E 1.14 E E of Rode Island Rd. 623 65.5 66.2 44.7 1.46 F 1.48 F W of SR 7 623 62.5 66.3 44.7 1.40 F 1.48 F E of SR 7 623 62.2 68.4 53.5 1.16 F 1.28 F E of NW 31 Avenue 623 55.7 57.4 53.5 1.04 E 1.07 E E of NW 21 Avenue# 623 59.5 62.4 53.5 1.11 E 1.17 F Prospect Road N of Comm. Blvd 211 12.4 12.5 10.0 1.24 F 1.25 F S of Comm. Blvd 421 16.6 16.9 31.1 .53 C .64 C Bailey Road E of NW 64 Avenue 321 13.6 14.9 14.6 .93 D 1.02 E W of SR 7# 221 13,2 13.4 10.0 1.32 F 1.33 F NW 44 Street W of Rock Island RdA 211 11.1 13.1 10.0 1.11 E 1.31 F NOTES: "Peak" refers to Peak Seasonal traffic volumes for a twenty-four (24) hour period. Asterisk (") means under construction. Number (#) means not within City Limits. See Appendix A for methodology in determining Level of Service (LOS). DESIGN CODE 1st Digit: # of lanes 2nd Digit: Signals/Mlle: 3rd Digit: Facility Type 1=Low (less than 1.99) O=Minor Arterial 2=Medium (2.00 - 4.5) 1=Collector 3=High (over 4.5) 2-One-way 3-Major Arterial 4=Muhl-Lane Highway 5-Expressway 9-Planned Roadway SOURCES: Broward County Transportation Element Broward County Year 2002 Traffic Count Report 412003 FDOT 2002 Quality / Level of Service Handbook Table 4-1 Michael Miller Planning Associates, Inc. 1212003. 11-2A TABLE 11-3 (cost.) CAPACITY ANALYSIS OF EXISTING ROADWAY SYSTEM 003 AADT TRAFFIC VOLUMES TIP PEAK NORTH/SOUTH DESIGN 2003 2003 LOS D EXISTING LOS EXISTING LOS ROADWAYS fifflMENS CODE API PEALS CAP YP; ADT Y& PEAK Sawgrass Xway N of Commercial Blvd` 615 58.5 58.5 105.8 .55 A .55 A NW 108 Terrace N of McNab Road 411 3.6 3.9 211 .17 C .18 C Hiatus Road N of Commercial Blvd 411 9.2 11.8 21.7 .42 C .54 C Nob Hill Road N of Commercial Blvd 420 28.0 28.6 35.7 .78 C .80 C N of McNab Road 420 29.5 31.7 35.7 .82 C .89 D S of Southgate Blvd 420 22.7 23.5 32.7 .69 C .72 C Pine Island Road N of Commercial Blvd 420 29.3 30.5 35.7 .82 C .85 C S of McNab Road 420 26.3 28.0 32.7 .80 C .86 D N of MoNab Road 420 34.2 37.9 32.7 1.05 E 1.16 F S of Southgate Blvd 420 24.6 24.6 32.7 .75 C .75 C University Drive S of Commercial Blvd# 623 58.5 61.3 49.2 1.19 F 1.26 F N of Commercial Blvd 623 57.1 58.8 49.2 1.16 F 1.20 F S of McNab Road 623 53.5 54.2 49.2 1.09 E 1.10 E N of McNab Road 623 49.2 60.7 49.2 1.00 E 1.03 E S of Southgate Blvd 623 45.0 49.7 49.2 .91 D 1.01 E NW 64 Avenue S of Bailey Road 421 20.2 23.6 21.7 .93 D 1.09 E Rock Island Rd. S of Commercial Blvd 421 26.4 26.7 31.1 .85 C .86 D S of Bailey Road 421 31.5 34.7 31.1 1.01 E 1.11 E Florida Turnpike S of Commercial Blvd 615 92.5 92.5 105.8 .87 C .87 D SR 7 S of Commercial Blvd 623 53.0 56.2 49.2 1.08 E 1.14 E N of Commercial Blvd 623 52.2 52.2 49.2 1.06 E 1.06 E NW 31 Avenue S of Commercial Blvd 621 31.3 32.5 49.2 .64 C .66 C N of Commercial Blvd# 621 38.6 42.8 53.5 .72 C .80 C NW 21 Avenue N of Prospect Road 221 7.3 8.0 10.5 .70 C .76 C S of Prospect Road# 221 17.2 19.4 10.5 1.64 F 1.84 F NOTES: Peak refers to Peak Seasonal traffic volumes for a twenty-four (24) hour period. Asterisk (") means under construction. Number (#) means not within City Limits. See Appendix A for methodology in determining Level of Service (LOS). Iw LgIQNN.. DE 1 st Digit: # of lanes 2nd Digit: Signals/Mile: 31 Digit: Facility Type 1=Low (less then 1.99) 2=Medlum (2.00 - 4.5) 3=High (over 4.5) SOURCES: Broward County Transportation Element Broward County Year 2002 Traffic Count Report 412003 FDOT 2002 Quality / Level of Service Handbook Table 4-1 Michael Miller Planning Associates, Inc. 12/2003. n-110 O=Minor Arterial 1=Collector 2=One Way 3-Major Artedol 4=Mulfi-Lane Highway 5=Expressway 9-Planned Roadway Y TABLE II-4 WAY PEAK HOUR / PEAK IRECTIONAL AN LY EssNWsst Peak No. of Signals Peak Peak Peak 2003 Peak Roadways Location Hour Lanes per H-M Hour Hour Hour 1W Nft volume Cap 1u Southgate Blvd. W of Pine Island Road EB 4 2 AM 1,042 2,070 .50 C W of University Drive EB 4 2 AM 1,403 2,070 .68 C E of University Drive WB 4 2 PM 2,203 2,070 1.06 E McNab Road W of Nob Hill Road EB 4 1 PM 851 2,070 .41 C W of Pine Island Road WB 4 3 PM 1,790 2,950 .61 C W of University Drive WB 6 4 PM 2,702 4,450 .61 C E of University Drive EB 6 3 PM 3,400 5,080 .67 C Commercial Blvd. E of Sawgrass Xwey EB 6 3 PM 2,008 5,080 .39 C W of Nob Hill Road WB 6 2 AM 2,442 5,080 .48 C W of Pine Island Road WB 6 3 PM 3,252 5,080 .64 C W of University Drive WB 6 4 PM 3,331 51080 .66 C E of University Drive EB 6 4 PM 5,098 4,680 1.09 E E of NW 64 Avenue EB 6 4 PM 4,684 4,680 1.00 E E of Rock Island Road EB 6 4 PM 5,679 4,240 1.34 F W of SR 7 WB 6 4 PM 6,035 4,240 1.19 F E of SR 7 WB 6 4 PM 5,405 5,080 1,06 E E of NW 31 Avenue WB 6 3 PM 4,378 5,080 .86 D Prospect Road N of CommerGal Blvd NO 4 2 PM 1,408 950 1.48 F S of Commercial Blvd NO 4 2 PM 1,784 2,950 .60 C Bailey Road E of NW 64 Avenue EB 2 2 PM 1,300 1.390 .93 D E of Rock Island Road WB 2 2 AM 1,290 950 1.36 F NW 44th Street W of Rock Island Rd. EB 2 2 AM 768 950 .81 C Peak Hour Volume - Refers to the volume of traffic utilizing a roadway during the busiest hour of a twenty-four (24) hour period or 'Peak Hour" (includes two-way directional traffic volume). Peak Hour Direction - Refers to the direction of the majority of vehicles traveling an a given roadway during the peak hour. NOTES: Peak Hour Volumes derived from Broward County Year 2003 Traffic Count Report (2002 data factored). Number (#) means not within City Limits. See Appendix A for methodology in determining Level of Service (LOS). Sources: Broward County Transportation Element Broward County Year 2002 Traffic Count Repqd 4/2003 FDOT 2002 Quality / Level of Service Handbk Table 4-4 Michael Miller Planning Associates, Inc. 1212003. TABLE II-4 (cont.) TWO-WAY PEAK HOUR / PEAK DIRECTIONAL ANALYSIS 2003 North/South Peak No. of Signals Peak Peak Peak 2003 Peak Roadways Location Hour Lanes per HC Hour Hour y( Hour Sawgrass Xway N of Commercial Blvd N/A 6 U/C 0 N/A 6,376 9,840 .65 A NW 108 Terrace N of McNab Road SB 4 0 AM 277 2,070 .13 C Hiatus Road N of Commercial Blvd SB 4 1 PM 863 2,070 .42 C Nob Hill Road N of Commercial Blvd SB 4 2 AM 2,464 3,390 .73 B N of McNab Road SB 4 3 PM 2,620 3,390 .77 C S of Southgate Blvd SB 4 3 PM 2,125 3,110 .68 B Pine Island Road N of Commercial Blvd SB 4 2 PM 2,606 3,390 .77 C S of McNab Road NB 4 4 PM 2,361 3110 .76 C N of McNab Road SB 4 4 PM 3,070 3,110 '99 E S of Southgate Blvd NS 4 4 PM 2,224 3,110 .71 B University Drive N of Commercial Blvd NB 6 4 PM 4,950 4,680 1.06 E S of McNab Road NB 6 5 PM 4,683 4,680 1.00 E N of McNab Road NB 6 5 PM 4,575 4,680 .98 E S of Southgate Blvd SB 6 4 AM 3,902 4,680 .83 C NW 64Avenue S of Bailey Road SB 4 3 PM 1,823 2,070 .88 D Rock Island Road S of Bailey Road NB 4 3 PM 2,552 2,950 .86 D S of Commercial Blvd SB 4 3 . PM 2,141 2,950 .73 B Florida Turnpike N of Commercial Blvd N/A 6 0 N/A 10,082 9,840 1.02 E SR 7 S of Commercial Blvd NB 6 4 PM 4,606 4,680 M E N of Commercial Blvd SB 6 4 PM 4,536 4,6W .97 E NW 31 Avenue S of Commercial Blvd NB 6 3 PM 2,645 4,680 .61 C N of Commercial Blvd NB 6 3 PM 3,663 5,080 .72 B NW 21 Avenue N of Prospect Road NB 2 3 AM 761 998 .76 C S of Prospect Road# NB 2 2 AM 1,700 9W 1.70 F Peak Hour Volume- Refers to the volume of traffic utilizing a roadway during the busiest hour of a twenty-four (24) hour period or "Peak Hour" (Includes two-way directional traffic volume). Peak Hour Direction- Refers to the direction of the majority of vehicles traveling on a given roadway during the peak hour. NOTES: Peak Hour Volumes obtained from Broward County Year 2003 Traffic Count Report (2002 data factored). Number (#) means not within City Limits. See Appendix A for methodology in determining Level of Service (LOS). Sources: Broward County Transportation Element Broward County Year 2002 Traffic Count Report 4/2003 FDOT 2002 Quality / Level of Service Handbook Table 4-4 Michael Miller Planning Associates, Inc. 12/2003, 11-32 a � ui rya � 5 I... A u A e F�'i _41 w Mass Transit Facilities/Routes Bus Service Inter -County bus service is provided by the Broward County Community Services Department - Mass Transit Division. Seven (7) County (BCt) bus routes currently provide service to the City in 2000. In addition, three (3) City bus routes provide shuttle service from local neighborhoods to key locations in the City and connecting to the Broward County routes. Along each route are numerous bus stops and shelters. Map II-2A identifies the majority, if not all, of the known transit stops. Following is a description of each route. Route 2 is a generally a north -south route which generally follows University Drive. Route 2 enters Broward County from Dade County traveling north on University Drive and enters the City Limits after crossing Commercial Boulevard and continues north through the City of Tamarac traveling north until existing the City after crossing Southgate Boulevard into the City of Coral Springs. After leaving the City, Route 2 continues north on University Drive, providing service to the Coral Square Mall (Transfer Station) in the City of Coral Springs. The route then continues north through Coral Springs until reaching NW 40" Street (Cardinal Road) where It travels east to Woodside Drive, loops south and then west on Sample Road and then returns south along the same route. Headways are approximately every thirty minutes on weekdays and once every hour on weekends. Route 11 is generally an east -west route that provides service to central Broward County. Route 11 initiates at the Pompano Square Mall located in the City of Pompano Beach and travels east and south through Broward County along SR Al until reaching Las Olas Boulevard. The route travels west along Las Olas Boulevard into downtown Fort Lauderdale stopping at the Central Terminal. The route then circulates west along Sistrunk Boulevard, then north along the NW 21" Avenue corridor to Prospect Road, entering the City at this location. The route follows Prospect Road west, north and then west again to SR 7. Route 11 travels south on SR 7 to the Sunshine Plaza shopping Center, follows Commercial Boulevard east to NW 331d Avenue and then north back to Prospect Road where the route returns along the same route. Headways are approximately every thirty minutes on weekdays and once every hour on weekends. Route 18 is generally a north -south intercounty route generally following SR VUS 441 and providing service within Dade, Broward and Palm Beach Counties. Route 18 initiates at the Margate Terminal located in the City of Margate and proceeds south on SR 7/US 441 until entering the City of Tamarac shortly after passing the Prospect Road intersection. Route 18 continues only briefly through the City traveling south on SR 7/US 441, stopping at the Sunshine Plaza Shopping Center until exiting the City just south of Commercial Boulevard. After leaving the City of Tamarac, Route 18 travels south to the Golden Glades Park R Ride lot located in Dade County (on weekdays during peak hours only) and then eastward to the 1631 Street Mall shopping center where the route reverses and heads west and north along the same route. After passing the Margate Terminal, Route 18 continues north on SR 7 through north Broward County until exiting Broward County where it enters Palm Beach County. 11-34 Route 18 provides service to the Sandalfbot Square Shopping Center located at Sandalfoot Boulevard and US 441 where reverses along the same route. Headways are approximately every fifteen minutes on weekdays only as no service is available on weekends. Route 31 is generally a route between downtown Fort Lauderdale, connecting to the Margate Terminal in the City of Margate and then connecting eastward to the beach at Atlantic Boulevard and SR A1A in the City, of Pompano. Route 31 initiates at the Central Terminal in downtown Fort Lauderdale and then travels west and north to Martin Luther King Boulevard/NW 31"t Avenue. The route passes through the City Limits of Tamarac only at Commercial Boulevard. The route continues north to the Margate Terminal, then travels east along Coconut Creek Parkway through the City of Coconut Creek into the City of Pompano Beach on Atlantic Boulevard to the beach area. The route reverses at this point. Headways are approximately every one-half hour on weekdays and once every hour on weekends. Route 55 is generally a east -west route located in central Broward County. The route initiates at the Central Terminal in downtown' Fort Lauderdale and travels northeasterly to the Galleria Mail on Sunrise Boulevard at Bayview Drive. The route follows Bayview Drive northward to Commercial Boulevard, turning west at this intersection. The route traverses west entering the City limits of Tamarac near Prospect Road. The Commercial Boulevard right-of-way is entirely within the City Limits all the way to the Sawgrass Expressway. The route was recently extended to Hiatus Road, turning south into one of the City of Sunrise's Industrial employment centers looping back to Commercial Boulevard on NW 4Wh Street and Nob Hill Road. The route returns along the same route. Headways are approximately every forty minutes on weekdays and once every hour on weekends. Route 57 is generally a route servicing exclusively the City of Tamarac. The route initiates at the. Sunshine Plaza Shopping Canter at SR 7 and Commercial Boulevard. The route travels north on SR 7 to Prospect Road, turning east on Prospect Road to NW 33'a Avenue. The route turns south on 'NW 33rd Avenue through an Employment Center to Commercial Boulevard. The route travels west on Commercial Boulevard to Rock Island Road, turning north to Bailey Road. The route then travels west on Bailey Road to NW W Avenue, turning south back to Commercial Boulevard. The route follows Commercial Boulevard west to NW 79`h Avenue to the Post Office and Midway Plaza Shopping Center area. The route turns west on NW 57'h Street to Pine Island Road. The route turns north on Pine Island Road to NW 61B' Street, east on NW 611 Street to NW 841 Terrace, north to Lagos De Campo Boulevard and then eastward to McNab Road. The route turns east on McNab Road to University Drive, turns north to NW 76'h Street, east to NW 70P Avenue and then south back to McNab Road. The route travels west on McNab Road to Nob Hill Road, turns south on Nob Hill Road to Commercial Boulevard, then turns east on Commercial Boulevard connecting to the same route at NE 79'h Avenue. Headways are approximately every one hour and ten minutes on weekdays and on Saturdays. No Service is provided on Sundays. Route 62 is generally an east -west route between the Galt Ocean Mile beach area in the City of Fort Lauderdale south of Commercial Boulevard and the City of Tamarac and City of Coral Springs. The route initiates at the Coral Square Mall in then City of Coral Springs and travels west and south into the City of Tamarac on Pine Island Road. The route travels west on NW 811 Street to NW 93' Avenue, turns north to Southgate Boulevard, turns west to Nob Hill Road, and then travels south to NW 77th Street. The route travels east on NW 771h Street to Westwood Drive, turning south back to Pine Island Road and then south to McNab Road. The route follows McNab Road eastward exiting the City of Tamarac just west of SW 815' Avenue. The route turns north on SW 81't Avenue in the City of North Lauderdale to Kimberley Boulevard to SR 7. The route turns south on SR 7 to Cypress Creek Road, then turns east to' US 1, Commercial Boulevard and the beach area before reversing on the same path. Headways are approximately every one -hour on weekdays and one and one-half hour on Saturdays. No Sunday service is available. Supplementing the County's BCt routes are three (3) Tamarac Transit Shuttle bus routes. The routes divide the City into geographic areas with the "Red" route serving eastern Tamarac, the "Green " route serving central Tamarac and the "Yellow" route serving western Tamarac. These routes are very circuitous serving numerous local subdivision areas; therefore, a text description would be very lengthy. See Map II- 213 for the routes. Two (2) additional BCt bus routes are located on NW 441h Street west of Rock Island Road within the Inverrary community. The Woodlands golf course neighborhood in Tamarac abuts NW 44th Street but no access occurs. Conversations with the Broward County's Mass Transit Division yielded a conclusion that no capacity problems existed, in fact, .methods to increase ridership are continually being sought. Ridership rates vary by route. Broward County coordinates the installation and maintenance of bus benches and shelters at some of the bus stops typically through contract firms. Pedestrian access to bus routes is generally good, as sidewalks exist on a majority of major roadways. 11-3Fi TRANSPORTATION ANALYSIS ANALYST$ OF€XISTING_TRANSPORTATION SYSTEM: A) LIMITED HIGHWAYS Two (2) Limited Access Highways are located within the City of Tamarac. The State of Florida Department of Transportation District IV and the Florida Department of Transportation Turnpike District maintain these roadways: 1) Sawgrass Expressway (SR 869) a) Facility. Description Discussion — The Sawgrass Expressway generally borders the western boundary of the City of Tamarac from the C-14 Canal just north of Southgate Boulevard to Commercial Boulevard. A total of approximately two and one half (2.5) miles of the Sawgrass Expressway abuts the City. The roadway recently (2003 - 2004) was widened to a six (6) lane divided freeway (principal arterial). The Sawgrass Expressway was recently re -paved and clearly marked with traffic lane striping and signage. The roadway is "super elevated" and a fly- over diamond -type interchange occurs at Commercial Boulevard. The State of Florida Department of Transportation (FDOT) maintains the Sawgrass Expressway. Traffic signallzation - There are no traffic signals on the Sawgrass Expressway, however, a flashing signal exists at the southbound exit ramp intersection with Commercial Boulevard. Adjoining land uses/access — Generally, on the west side of the Sawgrass Expressway is the Everglades Conservation area. A FPL Substation and power line corridor also exist. On the east side of the roadway include, from north to south, medium to high density residential uses in the Kings Point, Captive and Sanibel communities from the C-14 Canal (north City Limits) to McNab Road and industrial land uses in the newly developing Tamarac Commerce Park from McNab Road to Commercial Boulevard. Access can be made from the Sawgrass Expressway into the City only at the Commercial Boulevard interchange. b) Present Level of Service The FDOT monitoring stations along this section of the roadway are located (1) between Oakland Park Boulevard and Commercial Boulevard and (2) between Commercial Boulevard and Atlantic Boulevard. Only the second station within the City of Tamarac municipal boundaries will be analyzed in II-37 this element. The roadway segment within the City north of Commercial Boulevard is currently handling 58,500 TPD AADT (6,376 Peak Hour). The established Level of Service (LOS) D volume for the Sawgrass Expressway is 105,800 TPD AADT (9,840 Peak Hour). The current volume to capacity (V/C) ratio is .55 AADT (.65 Peak Hour). This results in a current operating LOS of A. c) Future Level of Service The last Broward County short-term forecast (prepared in 1998) was for the year 2002. The current Broward County long-range forecast is for 2025. Therefore, the short-term forecast contained in this element has been factored_ Traffic projections for 2009 are estimated to increase to approximately 67,100 TPD AADT (7,381 Peak Hour) and continue to steadily increase to approximately 89,900 TPD AADT (9,889 Peak Hour) by the year 2025. The current established LOS D capacity for this roadway is 105,800 TPD AADT (9,840 Peak Hour). These volumes would result in projected V/C ratios of .63 AADT (.75 Peak Hour) and .85 AADT (1.00 Peak Hour) respectively. These V/C ratios would result in a projected LOS of B in 2009 (both AADT and Peak Hour) and LOS C AADT (LOS E Peak Hour) in 2025. Northwest Broward County is essential built -out in 2004; therefore, unless significant re -development occurs, the City questions the future long- term forecast (2025) by the County. d) Proposed Improvements As mentioned above, the roadway is currently in the final stages of being widened from south of Sunrise Boulevard (Toll Plaza) to Atlantic Boulevard by the addition of 2 more lanes (to 6LD). Also, a 4 to 5 acre tandem tractor -trailer staging lot is proposed south of the Commercial Boulevard interchange area In the City of Sunrise. Because of the current and projected LOS, the improvements will meet expected needs into the future except for the projected 2025 Peak Hour. 2) FWRIDA TURNPIKE (SR 91) a) Facility Description Discussion The Florida Turnpike is generally located in the eastern portion of the City. This roadway enters the City Limits from the south about one (1) mile south of Commercial Boulevard and traverses north until exiting the City Limits about 1,000 feet north of Commercial Boulevard. A total of approximately 1.2 miles traverse through the City. The Florida Turnpike extends north to Wildwood in Central Florida and south to Florida City in southern Miami -Dade County. The roadway is a six (6) lane divided principal arterial. The Florida Turnpike is well paved and clearly marked with traffic lane striping. This roadway is "super, elevated". Commercial Boulevard crosses over the Turnpike and an interchange exists on the east side of the Turnpike. The State of Florida Department of Transportation Turnpike District maintains the Florida Turnpike. Traffic Signalization -- there are no traffic signals. However, there is a toll plaza at the Commercial Boulevard interchange. Adjoining land uses/access - Adjoining land uses are predominately golf course fairways and single-family homes both north and south of Commercial Boulevard. The interchange/toll plaza is located at the northeast quadrant of the intersection. b) Present Level of Service The roadway segment south of Commercial Boulevard currently is handling 92,500 TPD AADT (10,082 Peak Hour). The current LOS D volume for the Florida Turnpike is 105,800 TPD AADT (9,850 Peak Hour). Therefore, the current V/C ratio is .87 AADT (1.02 Peak Hour). This results in LOS C AADT (LOS E Peak Hour). c) Future Level of Service The last Broward County short-term forecast (prepared in 1998) was for the year, 2002. The current Broward County long-range forecast is for 2025. Therefore, the short-term forecast contained in this element has been factored. Traffic projections for 2009 are estimated to increase to approximately 99,900 TPD AADT (10,989 Peak Hour) and continue to steadily increase to approximately 119,700 TPD AADT (13,167 Peak Hour) by the year 2025. The current' FDOT projected LOS D capacity for this roadway is 105,800 TPD AADT (9,850 Peak Hour), however, the roadway is proposed to be widened to 8 lanes in the future. The 2025 capacity is projected to be 144,300 TPD AADT (13,420 Peak Hour). These volumes would result in projected WC ratios of .94 AADT (1.11 Peak Hour) in 2009 and .85 AADT (.98 Peak Hour) in 2026. This results in a projected LOS of D (LOS E Peak Hour) in 2009 and LOS C AADT (LOS E Peak Hour) in 2025. d) Proposed Improvements There are three improvements scheduled to the road per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). The first improvement is a series of interchange improvements at Commercial Boulevard. This project is now underway. The other improvements are signing and pavement marking improvements In the same area. This area remains very congested at present. An eastbound on -ramp from Commercial Boulevard to the southbound lanes of the Turnpike has recently been constructed. Other improvements to the Toll Plaza and ramp systems are in process. I� ARTERIAL AND COUNTY COLLECTOR ROADWAYS Several arterial and County Collector roadways provide travel both through and within the City of Tamarac. These roadways are generally part of Broward County's system and are maintained by either the State of Florida and/or Broward County. 1) NOB HILL ROAD NW 100T" AVENUE a) Facility Description Discussion — Nob Hill Road (NW 10011 Avenue) is an urban minor arterial roadway in the western portion of the City. Nob Hill Road extends from the Palm Beach County Line to Miami -Dade County although the roadway has several different names on various segments. Nob Hill Road is classified as an Urban Minor Arterial roadway on the Broward County Trafficways Plan. Nob Hill Road (NW 1001 Avenue) enters the City Limits from the south at Commercial Boulevard and traverses north until exiting the City Limits at Southgate Boulevard. This roadway is constructed as a four (4) lane divided facility with a 110' wide right-of-way. Its length within the City Limits is approximately 2.6 miles. Concrete sidewalks exist on a majority of both sides of the roadway. There are six (6) traffic control signals on Nob Hill Road, located at intersections with other arterial or collector roads. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalization - exists at the following locations: • Southgate Boulevard • NW 80" Street • NW 771' Street • NW 71" Place • McNab Road • Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access — Adjoining land uses are predominately multiple -family residential and a few single-family residential neighborhoods north of McNab Road. Adjoining land uses between McNab Road and Commercial Boulevard include: a neighborhood commercial shopping center at the southwest comer of McNab Road and Nob Hill Road; an MEN" industrial park (Tamarac Commerce Center) on the west side of the roadway; and multiple -family residential, a golf course and the Plum Bay single-family neighborhood on the east side of the road. A gas station also exists at the northeast comer of Commercial Boulevard and Nob Hill Road. Access is generally restricted to controlled driveways and cross -streets as permitted through the Broward County and City platting process. b) Present Level of Service The roadway segment north of Commercial Boulevard currently is handling 28,000 TPD AADT (2,464 Peak Hour). The roadway segment north of McNab Road is currently handling 29,500 TPD AADT (2,620 Peak Hour). The roadway segment south of Southgate Boulevard is currently handling 22,700 TPD AADT (2,125 Peak Hour). The established LOS D volume for Nob Hill Road is 35,700 TPD AADT (3,390 Peak Hour) for the Commercial Boulevard and McNab Road segments and 32,700 TPD AADT (3,110 Peak Hour) on the Southgate Boulevard segment. Therefore, the current V/C ratios are .78, .82 and .69 AADT (.73, .77, .68 Peak Hour) respectively. This results in a current operating LOS of C on all roadway segments AADT and LOS of B, C and B, respectively for Peak Hour. c) Future Level of Service The last Broward County short-term forecast (prepared in 1998) was for the year 2002. The current Broward County long-range forecast is for 2025. Therefore, the short-term forecast contained in this element has been factored. Traffic projections for 2009 is estimated to increase to approximately 32,400 TPD AADT (3,013 Peak Hour) north of Commercial Boulevard, 30,600 TPD AADT (2,846 Peak Hour) north of McNab Road and 24,800 TPD AADT (2,306 Peak Hour) south of Southgate Boulevard by 2009. The Broward County estimates for 2025 project traffic levels increasing significantly north of Commercial Boulevard but more modestly on the other segments. The estimates for 2025 are 44,200 TPD AADT (4,111 Peak Hour) north of Commercial Boulevard, 33,500 TPD AADT (3,115 Peak Hour) north of McNab Road and 30,300 TPD AADT (2,818 Peak Hour) north of Southgate Boulevard. The projected LOS D volume for Nob Hill Road is 35,700 TPD AADT (3,390 Peak Hour) for the Commercial Boulevard and Mc.Nab Road segments and 32,700 TPD AADT (3,110 Peak Hour) on the Southgate Boulevard segment. These volumes would result in projected V/C ratios of .91, .86 and .76 AADT (.89, .84 and .74 Peak Hour) respectively by 2009 and 1.24, '.94 and .85 AADT (1.21, .92 and .91 Peak Hour) by 2025. These V/C ratios would result in a projected LOS of D, D and C AADT (D, C and C Peak'Hour) respectively by 2009 and F, D and C AADT (F, D and D Peak Hour) by 2026. The surrounding areas are nearly built -out; therefore, the 2025 1 estimate on the Commercial Boulevard segment is felt to be too high. The City will monitor the traffic levels for potential future LOS problems. 11-41 d) Proposed Improvements There are no improvements scheduled to the road per the FDOTBroward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). However, a median enhancement (landscaping) is scheduled between Commercial Boulevard and Westwood Drive in 2004/05. 2) PINE ISLAND ROAD (NWT'" Avg„roue) a) Facility Description Discussion -- Pine Island Road (NW 881' Avenue) is a north -south urban minor arterial roadway located in the western area of the City. Pine Island Road is classified in the Broward County Transportation Element (Functional Classification) as an Urban Minor Arterial roadway. This roadway begins at the Palm Beach County line and continues south through Broward County into Miami -Dade County. This roadway enters the City Limits from the south at Commercial Boulevard and traverses north until exiting the City Limits at Southgate Boulevard. Pine Island Road is constructed as a four (4) lane divided facility with a 110' wide right-of-way. The roadway length within the City Limits is approximately 2.6 miles. Concrete sidewalks abut a majority of both sides of the roadway. Some localized flooding occurs on occasion during severe storms. There are six (6) traffic control signals on Pine Island Road, for an average of 3 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalization - exists at the following locations: • Southgate Boulevard + NW 81+ Street • NW 771 Street + NW 75" Street • McNab Road + Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access — Adjoining land uses are primarily single- family residential with a few multiple -family residential developments, golf courses, community facilities (City Hall and Fire Station) and commercial areas (southwest comer of Southgate Boulevard, the northwest, northeast and southeast comers of McNab Road and on both comers at Commercial Boulevard). Pine Island Road provides access to all adjoining land uses via controlled driveway openings and cross -streets. 11-4.9 b) Present Level of Service The roadway segment north of Commercial Boulevard is currently handling 30,500 TPD AADT (2,606 Peak Hour). The roadway segment south of McNab Road is currently handling 28,000 TPD AADT (2,361 Peak Hour). The roadway segment north of McNab Road is currently handling 37,900 TPD AADT (3,070 Peak Hour). The roadway segment south of Southgate Boulevard is currently handling 24,600 TPD AADT (2,224 Peak Hour). The established LOS D volume for Pine Island Road is 35,700 TPD AADT (3,390 Peak Hour) for the Commercial Boulevard segment and 32,700 TPD AADT (3,110 Peak Hour). Therefore, the V/C ratios are .82, .80, 1.05 and .75 AADT (.77, .76, .99 and .71 Peak Hour) respectively. This results in a current operating LOS of C, C, E and C AADT (C, C, E and B Peak Hour). c) Future Level of Service The last Broward County short-term forecast (prepared in 1998) was for the year 2002. The current Broword County long-range forecast is for 2025. Therefore, the short-term forecast contained in this element has been factored. Traffic projectionsl for 2009 is estimated to increase to approximately 33,200 TPD AADT (3,088 Peak Hour) north of Commercial Boulevard, 32,400 TPD AADT (3,013 Peak Hour) north of McNab Road and 22,500 TPD AADT (2,585 Peak Hour) north of Southgate Boulevard by 2009. The 2026 traffic volumes are projected to be 43,700 TPD AADT (4,064 Peak Hour) north of Commercial Boulevard, 32,800 TPD AADT (3,050 Peak Hour) north of MdNab Road and 27,800 TPD AADT (2,585 Peak Hour) north of Southgate Boulevard. The projected LOS D volume for Pine Island Road is 35,700 TPD AADT (3,390 Peak Hour) for the Commercial Boulevard segment and 32,700 TPD AADT (3,110 Peak Hour). Therefore, these volumes would result in projected 2009 V/C ratios of .93, .99 and .78 AADT (.91, _97 and �.76 Peak Hour) respectively. The 2025 V/C ratios, based on the County's projections, would be 1.22, 1.00 and .85 AADT (1.20, .98 and .83 Peak Hour) respectively. The 2009 V/C ratios would result in LOS of D, E and ',C for both AADT and Peak Hour. The 2025 V/C ratios would result in LOS of F, E and C for both AADT and Peak Hour. d) Proposed Improvements There are no improvements scheduled to the road within the City per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). There are improvements planned for the segment of Pine Island Road south of Commercial Boulevard in the City of Sunrise. The scheduled improvement is to construct an additional two (2) lanes to make the road a six (6) lane divided road. 11-43 3) UNIVERSITY DRIVE SR 17 a) Facility Description Discussion — University Drive (SR 817) is a major north -south arterial roadway located in the central portion of Tamarac. The roadway currently terminates just north of Trails End in the City of Parkland (about one mile north of Holmberg Road) but is planned to eventually extend into Palm Beach County intersecting with Glades Road and extends southerly into Miami -Dade County. The portion of the roadway that exists within the City Limits begins at the centerline of Commercial Boulevard and traverses north to the northern City Limits north of Southgate Boulevard. The roadway is constructed as a six (6) lane divided facility with a 200' wide right-of-way. Its length within the Town limits is approximately 2.5 miles. Concrete sidewalks exist on both sides of the roadway for it's full length In the City. A wide outside bike -lane exists along the roadway. An elevated bike/pedestrian overpass exists near the Elementary School/City Park in the 7500 Block. There are eight (8) traffic control signals on University Drive, for an average of 4 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalization — exists at the following locations: • Southgate Boulevard • NW 82'd Street • NW 78" Street • NW 72"d Street (Hospital Entrance) McNab Road • NW 61 11 Street NW 58°i Street (Midway Plaza Entrance) • Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access — Adjoining land uses are predominantly strip commercial, However, single-family residential, multi -family residential, commerce/office and community facility (UHMC hospital/school/park) land uses are present as well. University Drive provides driveway and cross - street access to all adjoining land uses. A platted frontage road exists on the east side of the road from Southgate Boulevard to north of McNab Road. Some segments have been constructed, but not consistently. b) Present Level of Service The roadway segment south of Commercial Boulevard in the City of Lauderhill is currently handling 58,500 TPD AADT (5,440 Peak Hour). The 11-44 roadway segment north of Commercial Boulevard in Tamarac is currently handling 57,100 TPD AADT (4,950 Peak Hour). The roadway segment south of McNab Road is currently handling 53,500 TPD AADT (4,683 Peak Hour). The roadway segment north of McNab Road is currently handling 49,200 TPD AADT (4,575 Peak Hour). The roadway segment south of Southgate Boulevard is currently handling 45,000 TPD AADT (3,902 Peak Hour). The established LOS D'volume for University Drive is 49,200 TPD AADT (4,680 Peak Hour). Therefore, the current V/C ratios are 1.19, 1.16, 1.09, 1.00 and .91 AADT (1.16, 1.06, 1.00, .98 and .83 Peak Hour) respectively. This results in a current operating LOS of F`for the segments north and south of Commercial Boulevard and LOS E for all segments within the City for AADT (F south of Commercial Boulevard, LOS E on all segments except LOS C at Southgate Boulevard Peak Hour). c) Future Level of Service The last Broward County short-term forecast (prepared in 1998) was for the year 2002. The current Broward County long-range forecast is for 2025. Therefore, the short-term forecast contained in this element has been factored. Traffic projections for 2009 estimate that the southerly two segments will increase slightly (about 2%) while the. northern segment is projected to Increase significantly (about 8.4%). The 2025 Broward County projections estimate that traffic volumes will remain about the same south of Commercial Boulevard but increase significantly on the other segments (20- 25% from 2003). The 2009 projected traffic counts for the roadway are 57,600 TPD AADT (5,357 Peak Hour) north of Commercial Boulevard, 52,100 TPD AADT (4,845 Peak Hour) north of McNab Road and 49,100 TPD AADT (4,566 Peak Hour) 'north of Southgate Boulevard. The 2025 projected traffic counts for the roadway are 58,800 TPD AADT (5,468 Peak Hour) north of Commercial Boulevard, 59,700 TPD AADT (5,552 Peak Hour) north of McNab Road and 60,000 TPD AADT (5,580 Peak Hour) north of Southgate Boulevard. 'These forecasts are significantly less than previous Broward County forecasts for 2015 found in the County's adopted Transportation Element. Again, this area of Broward County is virtually built -out; therefore, the City questions the projections for 2026. The City is using the projections for consistency purposes, as no other better data is available. Broward County's projected LOS D capacity for this roadway for both 2009 and 2025 is 49,200 TPD (AADT (4,680 Peak Hour). Previous long-range forecasts included a roadway widening from six lanes to eight lanes but those plans have been abandoned. Therefore, these volumes would result in projected 2009 WC ratios of 1.17, 1.06 and 1.00 AADT (1.14, 1.03 and .98 Peak Hour) respectively. The 2025 WC ratios would be 1.20, 1.21 and 1.22 AADT (1.17, 1.19 and 1.19 Peak Hour) respectively. These V/C ratios would result in 2009 projected. LOS of F on all roadway segments for both AADT and Peak Hour. The V/C ratios for 2025 would also be LOS on all roadway segments both AADT and Peak Hour. 11-45 d) Proposed Improvements There are no scheduled improvements to the road per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). An un- funded re -striping of the bike -lane is mentioned but not scheduled as yet_ In 2001 the City of Tamarac prepared a Corridor Study for the entire length of University Drive within the City. The study analyzed land use issues and opportunities for the creation of development standards to ensure quality development on the remaining infill parcels, as well as sustainability of existing development. Phase 2 of the project is envisioned to include the preparation of an overlay zone to incorporate findings and recommendations made in the Corridor Study. 4) NW W AVENUE a) Facility Description NW 64' Avenue is a centrally located north -south roadway currently extending from Southgate Boulevard to approximately 1,000 foot north of but not connected to NW 40 Street. The roadway is known as NW 64t' Avenue within the City of Tamarac but the name changes to SW 81' Avenue within the City of North Lauderdale. Bailey Road is the northern City Limit boundary where the name change occurs. The Broward County Trafficways Plan identifies NW 64' Avenue (and SW 81' Avenue),from Commercial Boulevard to Atlantic Boulevard within the City of Coral Springs as a 106' wide arterial roadway. However, this road segment is functionally classified as a City Collector. The roadway is not constructed over the SFWMD C-14 Canal into Coral Springs. The eastern half of the road right- of-way south of Commercial Boulevard is within the Tamarac City Limits and the westem half is within the City of Lauderhill. NW 641h Avenue is constructed as a two (2) lane divided facility south of Commercial Boulevard and as a four (4) lane divided facility or with a common center turn lane between Commercial Boulevard and Southgate Boulevard. The roadway length within the City Limits is approximately 1.5 miles. A sidewalk exists on the east side of the roadway from Commercial Boulevard to Bailey Road and on the west side of the roadway from Commercial Boulevard to NW 5r Street. There are a total of three (3) traffic control signals on NW 64" Avenue within the City Limits and one additional signal that affects the roadway capacity at McNab Road within the City of North Lauderdale. There is traffic lane striping on the entire length of the roadway. 11-48 Traffic Signalization — exists at the following locations. • McNab Road (not within Tamarac) • Bailey Road • NW 5r Street • Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access - Adjoining land uses vary by segment. South of Commercial Boulevardland uses include single-family homes and golf course communities both east of the roadway within Tamarac (Woodlands) and west of the roadway in Lauderhill (Inverrary). A gas station exists at the southwest comer of the Commercial Boulevard intersection. None of the land uses parcels within the Woodlands community have access to NW 64h Avenue. At both the northeast and northwest comers of Commercial Boulevard) to NW Sr Street are commercial uses. North of NW 5r Street on the west side of the roadway are single-family homes and on the east side of the roadway are multiple - family residential development. b) Present Level of Service The roadway segment south of Bailey Road is currently handling 20,200 TPD AADT (1,823 Peak Hour). The established LOS D volume for NW 641 Avenue north of Commercial Boulevard is 21,700 TPD AADT (2,070 Peak Hour). This results in a V/C ratio, of .93 or LOS D. c) Future Level of Service The estimated Year 2009 and 2025 traffic projections estimate that traffic counts will remain almost constant during the planning period. The estimate for 2009 is 20,200 TPD AADT (1,879 Peak Hour) and 20,300 TPD AADT (1,888 Peak Hour) by 2625. Broward County's projected LOS D capacity for this roadway will remain at 21,700 TPD AADT (2,070 Peak Hour); therefore, the 2009 V/C will be .93 AADT (.91 Peak Hour) and the 2025 V/C will be .94 AADT (_91 Peak Hour). This results in LOS D. d) Proposed Improvements There was one improvement (intersection safety) scheduled to the road in 2001/02 per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP)_ .No other improvements are scheduled at the current time. 11-47 5) ROCK ISLAND ROAD a) Facility Description Discussion — Rock Island Road is a north -south arterial roadway located in the east -central portion of Tamarac. Rock Island Road enters the City Limits from the south at NW 4,e Street and traverses north until exiting the City Limits at Bailey Road. Rock Island Road extends from Wiles Road in the City of Coral Springs southerly to Oakland Park Boulevard in the City of Lauderhill. The roadway is constructed as a four (4) lane divided facility with a 110' wide right-of-way. Its length within the City Limits is approximately one and one-half (1.5) miles. Concrete sidewalks exist on a majority of both sides of the roadway. Bike -lanes exist on the edges of the roadway. There are three (3) traffic control signals on Rock Island Road within the City Limits and an additional signal at McNab Road that affects the roadway capacity, for an average of 2 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalizatlon — exists at the following locations: • McNab Road (not within Tamarac) • Bailey Road • Commercial Boulevard • NW 44' Street All traffic signals are operated and maintained by Broward County. Adjoining land uses/access - Adjoining land uses are almost exclusively golf courses, single-family residential and multiple -family residential. A small commercial center exists at the southeast comer of Commercial Boulevard. Rock Island Road provides direct access to all land uses via limited driveways or cross -streets. b) Present Level of Service The roadway segment north of NW 441 Street is currently handling 26,400 TPD AADT (2,141 Peak Hour). The roadway segment north of Commercial Boulevard is currently handling 31,500 TPD AADT (2,552 Peak Hour). The established LOS D volume for Rock Island Road is 31,100 TPD AADT (2,950 Peak Hour). Therefore, the current V/C ratios are .85 AADT (.73 Peak Hour) and 1.01 AADT (.86 Peak Hour) respectively. These V/C ratios result in a LOS of C AADT (B Peak Hour) and E AADT (D Peak Hour). 111KIM c) Future Level of Service The estimated Year 2009 and 2025 traffic projections estimate that traffic counts will increase slightly on the segment south of Commercial Boulevard (about 7%) but increase significantly on thesegment north of Commercial Boulevard (about 27%) during the planning period. The projected 2009 traffic volumes are 27,000 TPD AADT (2,511 Peak Hour) north of NW 44" Street and 34,700 TPD AADT' (3,227 Peak Hour) north of Commercial Boulevard. The County's 2025 estimate is that 28,500 TPD AADT (2,650 Peak Hour) will occur north of NW 440' Street and 43,400 TPD AADT (4,036. Peak Hour) will occur north of Commercial Boulevard. Broward County's projected LOS D capacity for 2009 is 31,100 TPD AADT ((2,950 Peak Hour) for the entire roadway length. The County's projected LOS D roadway capacity in 2025 is 31,100 TPD AADT (2,950 Peak Hour) north of NW 44`h Street and 46,800 TPD AADT (4,450 Peak Hour) north of Commercial Boulevard. It is assumed that segment will be widened to 6LD. Therefore, these volumes would result in projected 2009 V/C ratios of .87 AADT (.85 Peak Hour) and 1.12 AADT (1.09 Peak Hour) respectively. The projected 2025 V/C ratios would be .92 AADT (.90 Peak Hour) and .93 AADT (.91 Peak Hour). These !V/C ratios would result in a projected 2009 LOS of C AADT (D Peak Hour) and E AADT (E Peak Hour). The projected 2025 LOS would be D for all roadway segments both AADT and Peak Hour. d) Proposed Improvements There are no proposed improvements scheduled to the road per the short- range FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). The Broward County TIP does contain a list of un-funded improvements that includes the re -striping of the existing bike -lanes. Again, widening of the roadway north of Commercial Boulevard to six lanes is proposed by 2025. 6) SR 7/US 441 a) Facility Description Discussion — SR 7/US 441 is a north -south major arterial roadway located in east/central Tamarac. SR 7/US 441 initiates in north Miami - Dade County and extends across the State of Florida northward into Georgia. The portion of this roadway that exists within the City Limits begins at the southern City Limits approximately one -quarter mile south of Commercial Boulevard and traverses north to the northern City Limits approximately one-half mile north of Commercial Boulevard. The roadway is constructed as a six (6) lane divided facility with a 200' wide right-of- way. Its length within the City Limits is approximately .75 miles. Concrete sidewalks exist on both sides of the roadway. it-49 V, There is only one (1) traffic control signal on SR 7/US 441 within the City, but additional signals exist outside of the City Limits averaging of 3 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalization - exists at the following location: • Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access - Adjoining land uses are exclusively strip commercial. SR 7/US 441 provides access to these uses at numerous driveway openings as much of the existing development occurred prior to current access restrictions. b) Present Level of Service The roadway segment south of Commercial Boulevard is currently handling 53,000 TPD AADT (4,606 Peak Hour). The roadway segment north of Commercial Boulevard is currently handling 52,200 TPD AADT (4,536 Peak Hour). The established LOS D capacity volume for SR 7/US 441 is 49,200 TPD AADT (4,680 Peak Hour). Therefore, the current V/C ratios are 1.08 AADT (.98 Peak Hour) and 1.06 AADT (.97 Peak Hour) respectively. This results in a current operating LOS of E for all roadway segments both AADT and Peak Hour. c) Future Level of Service The estimated 2009 and Broward County Year 2025 traffic projections estimate that the traffic volumes will increase gradually during the planning period by about 20% in 2025. The projected 2009 traffic volume for this roadway is 55,400 TPD AADT (5,152 Peak Hour) north of Commercial Boulevard, the only County estimate at this location. The projected 2025 traffic volume for this roadway is 64,000 TPD AADT (5,952 Peak Hour) north of Commercial Boulevard. Broward County's projected LOS D capacity volume for this roadway is 49,200 TPD AADT (4,680 Peak Hour). Therefore, the volume would result in a projected V/C ratio of 1.13 AADT (1.10 Peak Hour) in 2009 and 1.30 AADT (1.27 Peak Hour) in 2025. These V/C ratios would result in a projected LOS of E (both AADT and Peak Hour) in 2009 and LOS F (both AADT and Peak Hour) 2025. d) Proposed Improvements One (1) previously scheduled improvement to the road that was included in the FDOT/Broward County FY Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP) is now being completed. The FOOT modified existing II-5n median openings and turn lanes on the segment from Commercial Boulevard to Prospect Road in 2003. The roadway was re -surfaced and traffic signal timing was modified. The road is scheduled to be resurfaced from south of Commercial Boulevard to north of Oakland Park Boulevard in 2005/06. Also, a Transportation Management Project Corridor Improvement study and construction, project is anticipated from Orange Avenue in the Town of Davie to Sample Road in the City of Pompano Beach. This $11.7 million project is currently listed in the, Broward County MPO TIP and no date has been established nor specific work effort has been described. Generally, these types of studies relate to corridor improvements to improve mobility and typically include median and driveway connection improvements, traffic signal synchronization improvements and/or mass transit improvements. There has also been some consideration given to making the Commercial Boulevard interchange a grade -separated design to address the LOS problems on these roadways. 7) NW 315' AVENUE a) Facility Description Discussion -- NW 31`' Avenue is a north -south arterial roadway located in the eastern portion of Tamarac. This roadway enters the City Limits approximately 700' south of Commercial Boulevard and exits at the north right-of-way line of Commercial Boulevard. The roadway length with the City Limits is approximately 800'. Concrete sidewalks abut both sides of the roadway. There is one (1) traffic control signal on the roadway within the City Limits, that being at Commercial Boulevard. Other signals on the roadway in the area that affect the capacity create an average of 2 per mile. There is clearly marked lane striping on the entire length of the roadway. Traffic Signalization — exists at the following location: Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access - The adjoining land use on the east side of the roadway is single-family residential. The land use on the west side of the roadway is a commercial shopping center. North of Commercial Boulevard are office parks and, other commercial uses, however, they are not within the City Limits. Access to adjacent land uses is controlled at specifically designated driveway openings. 11-51 b) Present Level of Service The roadway segment south of Commercial Boulevard is currently handling 31,300 TPD AADT (2,845 Peak Hour). The roadway segment north of Commercial Boulevard is currently handling 38,600 TPD AADT (3,663 Peak Hour). The roadway segment north of Commercial Boulevard is not within the City. Limits. The established LOS D capacity volume for NW 318t Avenue is 49,200 TPD (4,680 Peak Hour) for the segment south of Commercial Boulevard and 53,500 TPD AADT (5,080 Peak Hour) north of Commercial Boulevard. Therefore, the current V/C ratios are .66 AADT (.61 Peak Hour) and .72 AADT (.72 Peak Hour) respectively. This results in a current operating LOS of C AADT on both segments and LOS C Peak Hour for the southerly segment and LOS B on the northern segment. c) Future Level of Service The estimated 2009 and Broward County Year 2025 traffic projections estimate that the traffic volumes will increase significantly (about 32%) by 2025. The county only provides projected forecasts north of Commercial Boulevard. The 2009 projected traffic count north of Commercial Boulevard is 43,400 TPD AADT (4,036 Peak Hour). The 2025 projected traffic counts at the same location is 56,400 TPD AADT (5,245 Peak Hour). The established LOS D capacity volume for NW 311 Avenue is 49,200 TPD (4,680 Peak Hour) for the segment south of Commercial Boulevard and 53,500 TPD AADT (5,080 Peak Hour) north of Commercial Boulevard. These volumes would result in a projected 2009 V/C ratio of .81 AADT (.79 Peak Hour) and a projected 2025 V/C of 1.05 AADT (1.03 Peak Hour). These V/C ratios would result in a projected 2009 LOS of C AADT (B Peak Hour) and a 2025 LOS of E for both AADT and Peak Hour. d) Proposed Improvements There are no scheduled improvements to the road per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). 8) NW 21" AVENUE a) Facility Description NW 21 st Avenue is a two (2) lane north/south County Collector roadway located in the far eastern portion of the Tamarac. Only a small segment of the roadway is within the City Limits. The entire length of the roadway within the City Limits is an approximate 300+/- foot length of the roadway north of Prospect Road. The segment of NW 211 Avenue north of the City Limits in this area is within the City of Fort Lauderdale and the segment south of Prospect Road is within the City of Oakland Park. The roadway currently initiates north of Commercial Boulevard at the Fort Lauderdale Executive .- Airport and extends south to NW Vh Street in the City of Fort Lauderdale. The Broward County Trafficways Plan identifies the required right-of-way as 106 feet. A sidewalk exists on the east side of the roadway the full length of the adjoining commercial parcel. A center left turn lane exists at Prospect Road. There is only one (1) traffic signal on the roadway within the City but one (1) additional traffic signal in the vicinity affects the roadwaycapacity. There is clearly marked traffic lane striping on the roadway. Traffic Signalization — exists at the following locations: • Commercial Boulevard • Prospect Road All traffic signals are operated and maintained by Broward County. Adjoining land uses/access r Adjoining land uses include a commercial office use on the east side of the road and a vacant industrial parcel on the west side of the roadway. The commercial parcel has a driveway connection to the roadway. b) Present Level of Service The roadway segment north of Prospect Road is currently handling 7,300 TPD AADT (761 Peak Hour).' The roadway segment south of Prospect Road (within the City of Oakland Park) is currently handling 17,200 TPD AADT (1,700 Peak Hour). The: established LOS D capacity for the roadway is 10,500 TPD. Therefore, the current. V/C ratio is .70 AADT (.76 Peak Hour) within the City Limits and 1.64 AADT (1.70 Peak Hour) south of the City Limits. The resulting LOS: is C (both AADT and Peak Hour) within the City and LOS F (both AADT and Peak Hour) south of Prospect Road. c) Future Level of Service The County only provides an estimate on the segment south of Prospect Road. The county forecasts an approximate 20% increase in traffic on the roadway segment in the City and a 40% increase in traffic south of Prospect Road by 2025. The 2009 forecast for the segment in the City is 8,100 TPD AADT (753 Peak Hour). The V/C ratio is expected to be .77 AADT (.75 Peak Hour) by 2009. The 2025 forecast for the segment in the City is 10,100 TPD AADT (939 Peak Hour). The V/C ratio is expected to be .77 AADT (.75 Peak Ho�r) in 2009 and 1.01 AADT (.94 Peak Hour) by 2025. The segment south of Prospect Road (within City of Oakland Park) has had some improvements to increase capacity such as turn lanes but the roadway is scheduled for widening to four lanes in the future. The above V/C ratio on the City segment would result in LOS C both AADT and Peak Hour in 2009 but dropping to and LOS E by 2026. I I-5R d) Proposed Improvements There are no improvements for the roadway listed in either the FDOT/Broward County Work Program or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). 5) McNAN ROAD a) Facility Description Discussion — McNab Road is an east -west arterial roadway that is located in the west central portion of the City of Tamarac. McNab Road initiates just east of the Sawgrass Expressway and west of NW 108t" Terrace at a residential development entrance. The roadway traverses the City eastward exiting the City just west of SW 811 Avenue in the City of North Lauderdale. The roadway is constructed as a two (2) lane facility from its western terminus to approximately NW 100 Avenue where the roadway widens to a four (4) lane divided facility. The four -lane section continues east to approximately 760' west of Pine Island Road. McNab Road was widened in 2000 from this point to University Drive as a six (6) lane divided facility. East of University Drive is already a six (6) lane divided facility to the eastern City Limits and beyond. Its length within the City Limits is approximately 3.5 miles. Concrete sidewalks exist along most portions of the roadway. There are five (5) traffic control signals on McNab Road within City Limits and one (1) additional signal at SW 81St Avenue in the City of North Lauderdale that affects the roadway capacity, for an average of 1.71 per mile. There is clearly marked traffic lane stripping on the entire length of the roadway. Traffic Slgnalization — exists at the following locations: • Nob Hill Road (NW 100' Avenue) • Pine Island Road (NW 88th Avenue) • NW 80' Avenue/Lagos De Campo Boulevard • University Drive • NW 70' Avenue • SW 81't Avenue (not within Tamarac) All traffic signals are operated and maintained by Broward County. Adjoining land uses/access - Adjoining land uses are predominantly single-family and multiple -family residential west of Pine Island Road with a commercial shopping center at the southwest comer at Nob Hill Road (Tamarac Market Place) and another at the northwest comer at Pine Island Road (Tamarac Square West). From Pine Island Road to the University 11-54 Drive there is strip commercial uses on the north side of the roadway and primarily a golf course community (Colony West) and multiple -family homes on the south side of the roadway. East of University Drive is almost exclusively commercial uses except one multiple -family neighborhood (Lake Colony). Access is generally restricted to limited driveway and cross -street connections but because of the design of the strip commercial area (100' lots/no Non -vehicular Access Lines), a higher number of curb cuts exist. b) Present Level of Service The roadway segment west of Nob Hill Road is currently handling 8,800 TPD AADT (851 Peak Hour). The roadway segment west of Pine Island Road is currently handling 19,400 TPD AADT (1,790 Peak Hour). The roadway segment west of University Drive is currently handling 32,400 TPD AADT 2,702 Peak Hour). The roadway segment east of University Drive is currently handling 40,800 TPD AADT 3,400 Peak Hour). The established LOS D volumes for McNab Road are 21,700 TPD AADT (2,070 Peak Hour) west of Pine Island Road, 31,100 TPD AADT (2,950 Peak Hour) west of Pine Island Road, 46,800 TPD'AADT (4,450 Peak Hour) west of University Drive and 53,500 TPD AADT (5,080 Peak Hour) east of University Drive. Therefore, the current V/C ratios are .40, .62, .69 and .76 AADT (.41, 61, .61 and 67 Peak Hour) respectively. This results in a current operating LOS of C on all roadway segments for both AADT and Peak Hour. c) Future Level of Service The estimated 2009 and Broward County Year 2025 traffic projections estimate that the traffic volumes will decrease slightly west of Nob Hill Road, increase steadily (about 20%) between Nob Hill Road and University Drive throughout the long term planning period and increase significantly (about 36%) east of University Drive by 2025. The projected 2009 traffic volumes for the roadway are 6,200 TPD AADT (577 Peak Hour) west of Nob Hill Road, 20,900 TPD AADT (1,944 Peak Hour) east of Nob Hill Road, 34,100 TPD AADT (3,171. Peak Hour) east of Pine Island Road and 47,000 TPD AADT (4,371 Peak Hour) east of University Drive. The projected 2025 traffic volumes for the roadway are 5,200 TPD AADT (484 Peak Hour) west of Nob Hill Road, 25,100 TPD AADT (2,334 Peak Hour) east of Nob Hill Road, 38,500 TPD AADT (3,580 Peak Hour) east of Pine Island Road and 63,400 TPD AADT (5,896 Peak Hour) east of University Drive. The County's current 2025 forecast is 33% less than the estimate available only 3 years ago. The County's adopted Transportation Element anticipated that McNab Road would become a Limited Access Expressway east of University Drive in the future and attract substantial traffic. This concept has now been abandoned. This area is virtually built -out in 2004; therefore, the new projections, while improved are still questionable in the City's opinion. It is unknown why the traffic projection model still anticipates large traffic increases. Broward County's projected LOS D capacities for this roadway will remain. as they are today. These volumes would result in 11-.95 projected 2009 V/C ratios of .29, .67, .73 and .88 AADT (.28, .66, .71 and .86 Peak Hour) respectively. The projected 2025 V/C ratios would be .24, .81, .82 and 1.19 AADT (.23, .79, .80 and 1.16 Peak Hour) respectively. These V/C ratios would result in a projected 2009 LOS of C (both AADT and Peak Hour) for all roadway segments except the roadway segment east of University Drive that would be LOS D (both AADT and Peak Hour). The V/C ratios would result in a projected 2025 LOS of C (both AADT and Peak Hour) for all roadway segments except the roadway segment east of University Drive that would be LOS F (both AADT and Peak Hour). d) Proposed Improvements There have been two (2) recent improvements to the road per the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). First was the addition of two (2) lanes, to create a six (6) lane divided facility from approximately 750' west of Pine Island Road to University Drive. This project was completed in 2001-02. Secondly, a median enhancement landscape program is now being completed (2003). In addition to the above referenced funded improvements, the Broward County TIP still makes reference to one major un-funded improvement. As stated above, a Limited Access Expressway was envisioned from University Drive eastward to Powerline Road, a distance of 6.7 miles at a cost exceeding $50,000,000. There is considerable existing development in the City along McNab Road east of University Drive that would conflict with those plans. As the City of Tamarac and nearby communities are nearly built -out and the current traffic volumes, V/C ratio and LOS (C) are acceptable, the City and other communities questioned the improvement. 10) BAILEY ROAD a) Facility Description Discussion - Bailey Road is an Urban County Collector roadway located in north -central Tamarac. The roadway initiates at NW 64"' Avenue within the City of Tamarac and terminates at SR 7/US 441 within unincorporated Broward County. The roadway is depicted as an 80 foot wide Collector on the Broward Trafficways Map. The roadway is constructed as a three (3) lane facility from NW W Avenue to approximately NW 581' Avenue (two eastbound lanes and one westbound lane), as a four (4) lane divided facility from approximately, NW 58"' Avenue to approximately 500 feet east of Rock Island Road, as a two (2) lane facility from that point to about 300 feet west of SR 7/US 441. That roadway section was recently widened to four lanes. The City Limits are approximately the centerline of the roadway 'right-of- way. The City of North Lauderdale is located on the north side of the roadway from NW 64t' Avenue to Rock Island Road. North of the roadway from Rock Island Road to SR 7/US 441 is currently within unincorporated Broward County as is the land area from approximately midway between if&fe Rock Island Road and SR 7/US 441 on the south side of the roadway. Its length within the City Limits is approximately 1.5 miles but the overall roadway length between NW 64" Avenue and SR 7 is about 2.5 miles. There are three (3) traffic signals along the length of the roadway for an average of .83 per mile. Sidewalks exist along a majority on the south side. of the roadway within Tamarac with a few missing segments. Traffic Signalization — exists at the following locations: • NW 641 Avenue • Rock Island Road • SR7/US441 All traffic signals are operated and maintained by Broward County. Adjoining Land Uses - Adjoining land uses include within the City (south side) are exclusively multiple -family residential. On the north side of the roadway between NW 64t' Avenue (SW 81't Avenue) and Rock Island Road are multiple -family residential, vacant farmland, a cemetery and another large multiple -family residential development. North of Bailey Road between Rock Island Road and SR 7/US 441 is a single-family community and likewise on the south side of the roadway east of the City Limits. b) Present Level of Service The roadway segment east of NW 64' Avenue is currently handling 13,600 TPD AADT (1,300 Peak Hour)., The roadway segment east of Rock Island Road is currently handling 13,200 TPD AADT (1,290 Peak Hour). The established LOS D volume of the roadway is 14,600 TPD AADT (1,390 Peak Hour) on the three -lane section and 10,000 TPD AADT (950 Peak Hour) on the two-lane section. 1 Therefore, the V/C ratios are .93 and 1.32 AADT (.93 and 1.36 Peak Hour) respectively. This results in current operating LOS of D (both AADT and Peak Hour) and LOS F (both AADT and Peak Hour) respectively. c) Future Level of Service The estimated 2009 and Broward County Year 2015 traffic projections estimate that traffic levels will increase about 30% on the western roadway segment but increase about 60% on the eastern roadway segment by 2025. The 2009 estimates are 14,600 TPD AADT (1,358 Peak Hour) east of NW 60 Avenue and 17,800 ,TPD AADT (1,655 peak Hour) east of Rock Island Road. These volumes would result in V/C ratios of .1.00 and 1.78 AADT (.98 and 1.74 Peak Hour) respectively. These V/C ratios would result in LOS D AADT (E Peak Hour) on the western segment and LOS F (both AADT and Peak Hour) on the eastern roadway segment. The 2025 projections are 17,400 TPD AADT (1,618 Peak ,Hour) east of NW 641' II-57 Avenue and 30,200 TPD AADT (2,809 Peak Hour) east of Rock Island Road. It is anticipated the entire roadway will be widened to a four -lane section by 2025. These volumes would result in V/C ratios of .80 AADT (.78 Peak Hour) and 1.39 AADT (1.36 Peak Hour) respectively. These V/C ratios would result in LOS C (both AADT and Peak Hour) on the western segment and LOS F (both AADT and Peak Hour) on the eastern roadway segment. d) Proposed Improvements As mentioned, one improvement was recently completed, that being the widening at SR 7. The roadway is scheduled to be re -constructed as a four -lane roadway in FY 2004105 per the current FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). There is one un-funded improvement listed which is a new bike-iane from NW 60 Avenue to SR 7/US 441. 11) COMMERCIAL BO LEVARD SR 870 a) Facility Description Discussion — Commercial Boulevard is an east -west principal arterial roadway that is located generally on the southern edge of the City of Tamarac. Commercial Boulevard initiates at the southwest comer of the City at the Sawgrass Expressway interchange and traverses east until exiting the City Limits east of Prospect Road. The roadway continues east after exiting the City through the City of Fort Lauderdale terminating at SR A1A. The roadway is constructed as a six (6) lane divided facility from the Sawgrass Expressway to SR Al with a 120' wide right-of-way. Its length within the City Limits is approximately 7.9 miles. in some sections, the right-of-way acts as the only connection between City development areas, primarily east of SR 7/US 441. The centerline of the roadway west of NW 64t' Avenue is the municipal boundary with the Cities of Lauderhill and Sunrise. Concrete sidewalks exist on a majority of both sides of the roadway. There are twenty (21) traffic signals on Commercial Boulevard, for an average of 2.66 per mile. However, the major concentration of traffic signals occurs between Rock Island Road and SR 7/US 441. There is adequate marked traffic lane striping on the entire length of the roadway. Traffic Signalization — exists at the following locations: • Sawgrass Expressway (Flashing @ SB Exit ramp) • Hiatus Road • Nob Hill Road • NW 94`h Avenue I I-58 • Pine Island Road • NW 791" Avenue • University Drive • NW 70°i Avenue • NW 641 Avenue • Woodlands Boulevard • Rock Island Road • NW 601 Avenue • NW 49' Avenue • Florida Turnpike Entrance • NW 47' Terrace • Sunshine Plaza Entrance • Mainland Drive • SR 7/US 441 • NW 33' Avenue • NW 311 Avenue • Prospect Road All traffic signals are operated and maintained by Broward County. Adjoining land uses/access - Adjoining land uses vary greatly along the roadway. Adjoining the roadway between the Sawgrass Expressway and Nob Hill Road are industrial uses both in the City of Sunrise on the south and within the new Tamarac Commerce Park on the north. Adjoining the roadway between Nob Hill Road and Pine Island Road on the south side within the City of Sunrise include vacant platted commercial areas near Nob Hill Road, the Sunrise Musical Theater, new commercial development and a Townhouse development near Pine Island Road. On the north side within the City of Tamarac is a gas station at Nob Hill Road, passive open space (lake), an industrial use and a new public elementary school at NW 941, Avenue and platted strip commercial parcels, marry of which are vacant at this time. Adjoining the roadway between Pine Island Road and University Drive are platted strip commercial parcels both within the City of Tamarac on the north and within the City of Lauderhill on the south. The majority of this land is vacant at present, except at the major intersections. Adjoining the roadway between University Drive and NW 64t' Avenue are platted strip commercial parcels both within the City of Tamarac on the north and within the City of Lauderhill on the south. Much of this land area is developed with low intensity (one story) commercial uses. Adjoining the roadway between NW 64t' Avenue and Rock Island Road are almost exclusively residential uses except at the northeastcomer at NW 641' Avenue where a few commercial uses exist. The uses in this area include the Woodlands golf course community on the south and several mostly multiple -family residential developments on the north side. Adjoining the roadway between Rock Island Road and the Florida Turnpike are mostly single-family homes on golf courses, a golf course ,clubhouse and one commercial use at the southeast comer of Rock Island Road. Adjoining the roadway between the Florida Turnpike and SR 7/US' 441 are exclusively commercial uses. On 11-59 the south side of the road are strip commercial uses and on the north is the Sunshine Plaza Shopping Center, a City Fire Station and an entrance road to several multiple -family complexes. Also, the Turnpike entrance is located midway between the Turnpike and SR 7. Adjoining the roadway between SR 7/US 441 and NW 31� Avenue are strip commercial and office complexes. Very little of the adjoining land uses are within the City, rather, the Commercial Boulevard right-of-way comprises the City Limits in many areas. There are commercial land uses within the City Limits on both sides of the roadway near SR 7/US 441 (about 1,800' east of SR 7) and a commercial shopping center exists at the southwest comer of NW 311" Avenue. Adjoining the roadway between NW 31" Avenue and Prospect Road include commercial uses at the northeast comer at NW 31'' Avenue and a large community facility use (church) just east of that area, all within the City of Fort Lauderdale. At the northwest comer of Commercial Boulevard and Prospect Road is a gas station site and single-family homes within the Tamarac Lakes neighborhood. On the south side of the roadway are primarily single-family homes within the Tamarac Lakes neighborhood and several commercial uses at southwest comer with Prospect Road. Access to the roadway varies greatly. Most access is via controlled driveways and cross -streets. However, many of the strip commercial areas have numerous driveway connections in close proximity to other driveway connections that occasionally causes friction with through movements. The area between Rock Island Road and SR 7/US 441 is very congested as numerous adjoining developments connect to Commercial Boulevard in this area, many at signalized intersections. This situation affects the roadway capacity and LOS. As Commercial Boulevard is a State road, access is controlled by FOOT. Much of the existing development pre -dated the FOOT Access Management Standards. The FOOT is studying the corridor to identify improvements affecting the capacity and design characteristics of the roadway_ b) Present Level of Service The roadway segment east of the Sawgrass Expressway is currently handling 20,300 TPD AADT (2,008 Peak Hour). The roadway segment. west of Nob Hill Road is currently handling 25,900 TPD AADT (2,442 Peak Hour). The roadway segment west of Pine Island Road is currently handling 37,100 TPD AADT (3,262 Peak Hour). The roadway segment west of University Drive is currently handling 42,100 TPD AADT (3,331 Peak Hour). The roadway segment east of University Drive is currently handling 58,800 TPD AADT (5,098 Peak Hour). The roadway segment east of NW 641' Avenue is currently handling 53,900 TPD AADT (4,684 Peak Hour). The roadway segment east of Rock Island Road is currently handling 65,500 TPD AADT (5,679 Peak Hour). The roadway segment west of SR 7/US 441 is currently handling 62,500 TPD AADT (5,035 Peak Hour). The roadway segment east of SR 7/US 441 is currently handling 62,200 TPD AADT (5,405 Peak Hour). The roadway segment east of NW 31" Avenue is currently handling 55,700 TPD AADT (4,378 Peak Hour). 11-Fin The roadway segment east of NW 21' Avenue (and Prospect Road) is currently handling 59,500 TPD AADT (5,533 Peak Hour). The established LOS D traffic volumes for Commercial Boulevard vary by segment. From the Sawgrass Expressway to west of University Drive the generalized capacity is 53,500 TPD AADT (5,080 Peak Hour). From University Drive to east of NW 640' Avenue the capacity drops to 49,200 TPD AADT (4,680 Peak Hour). From Rock Island Road to west of SR 7 / US 441 the capacity drops again to 44,700 TPD AADT (4,240 Peak Hour). East of SR 7 / US 441 the capacity increase again to 53,500 AADT (5,080 Peak Hour) because of the number of traffic, signals. Therefore, the current V/C ratios are _38, .48, .69, .79, 1.19, 1.10, 1.46, 1.40, 1.16, 1.04 and 1.11 AADT (.39, .48, .64, .66, 1.09, 1.00, 1.34, 1.19, 1.06 and .86 Peak Hour) respectively. This results in a current operating LOS of C, C, C, C, F, E, F. F, F, E and E AADT (C, C, C, C, E, E, F, F, E and D Peak Hour) respectively. c) Future Level of Service The estimated 2009 and Broward County Year 2025 traffic projections estimates that the traffic volumes will increase significantly on the western segments and increase gradually on the balance of the roadway segments. The projected 2009 traffic volumes for the roadway are 28,100 TPD AADT (2,613 Peak Hour) east of the, Sawgrass Expressway, 40,100 TPD AADT (3,729 Peak Hour) east of Nob Hill Road, 42,700 TPD AADT (3,971 Peak Hour) east of Pine Island Road, 59,500 TPD AADT (5,533 Peak Hour) east of University Drive, 55,200 TPD AADT (5,134 Peak Hour) east of NW 64th Avenue, 67,100 TPD AADT (6,240 Peak Hour) east of Rock Island Road, 65,000 TPD AADT (6,045 Peak Hour) east of the Florida Turnpike, 65,600 TPD AADT (6,091 Peak Hour) east of SR 7/US 441, 59,000 TPD AADT (5,487 Peak Hour) east of NW' 31 "c Avenue and 64,300 TPD AADT (5,980 Peak Hour) east of NW 21" Avenue. Broward County's projected 2009 LOS D capacities for this roadway are the same as existing conditions. These volumes would result in projected 2009 V/C ratios of .53, .75, .80, 1.21, 1.12, 1.60, 1.45, 1.22, 1.10 and 1.20 AADT (.51, .73, .78, 1.18, 1.10, 1.47, 1.42, 1.20 and 1.08 Peak, Hour) respectively. These V/C ratios would result in projected 2009 LOS of C, C, C, F, E, F, F, F, E and F AADT (C, C, C, F, E, F, F, F and E Peak Hour). Broward County's projected 2025 LOS D capacities for this roadway are the same as existing conditions. These volumes would result in projected 2025 V/C ratios of .92, .90, .83, 1.24, 1.19, 1.60, 1.60, 1.39, 1.27 and 1.44 AADT (.90, .88, .81, 1.22, 1.17, 1.57, 1.57, 1.36 and 1.24 Peak Hour) respectively. These V/C ratios would result in projected 2025 LOS of D, D C and F on all roadway segments east of NW 641' Avenue for both AADT and Peak Hour. d) Proposed Improvements There have been three (3) recent improvements to the road per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). The first project is an intersection safety improvement to the intersection of Commercial Boulevard and NW 641 Avenue that is now underway (2003). The second project is a resurfacing / median modification and traffic signal improvement project from west of the Florida Turnpike to NW 31'' Avenue. This work is now underway (2003). The third project are safety improvements from NW 31" to Poweriine Road. These improvements are scheduled for 2004/05. Now being finalized are a number of Florida Turnpike interchange improvements including the construction of a new eastbound access ramp to the southbound lanes of the Turnpike as well as improvements near the Toll Plaza. This work was completed in 2003_ In 2001, the City of Tamarac prepared a Corridor Study for Commercial Boulevard from University Drive to the western City Limits. The study analyzed land use issues and opportunities for the creation of development standards to ensure quality development on the remaining infill parcels, as well as sustainability of existing development. Phase 2 of the project began is 2003 and is envisioned to include the preparation of an overlay zone to incorporate findings and recommendations made in the Corridor Study. Also, the City of Tamarac evaluated the feasibility of creating a Community Redevelopment Area (CRA) along Commercial Boulevard (from east of SR 7 west to Nob Hill Road). The primary purpose is to provide a mechanism to ensure quality development on the remaining infill parcels, as well as sustainability of existing development. 12) PROSPECT ROAD a) Facility Description Discussion — Prospect Road is an east -west and north -south collector roadway located in the eastem portion of Tamarac. Within the City Limits, this roadway is constructed as a two (2) lane urban local collector roadway from NW 31" Avenue to Commercial Boulevard and as a four (4) lane divided roadway from Commercial Boulevard southeasterly to the eastern City Limits. The right -of- way requirement according to the Broward County TrafFicways Plan is 100'. The entire length of the roadway within the City Limits is approximately 1.7 miles. Concrete sidewalks exist on both sides of the roadway on the segment south of Commercial Boulevard and on the west side of the roadway north of Commercial Boulevard to where Prospect Road turns west and is known as NW 531d Street. There are two (2) traffic control signals on Prospect Road within the City Limits, for an average of approximately 1.18 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Ir-62 of Traffic Signalization - exists at the following locations: • Commercial Boulevard • NW 21 't Street All traffic signals are operated and maintained by Broward County Adjoining land uses/access — Adjoining land uses are primarily single- family residential, commercial recreation (golf course), a City park and commercial uses at Commercial Boulevard and NW 21 " Street. Prospect Road provides access to adjacent properties at controlled driveways and cross -streets. b) Present Level of Service The roadway segment north of Commercial Boulevard is currently handling 12,400 TPD AADT (1,408 Peak Hour). The roadway segment south of Commercial Boulevard is currently handling 16,600 TPD AADT (1,784 Peak Hour). The established LOS D volume for Prospect Road north of Commercial Boulevard is 100000 TPD AADT (950 Peak Hour). The established LOS D capacity south of Commercial Boulevard is 31,100 TPD AADT (2,950 Peak Hour). Therefore, the current V/C ratios are 1.24 and .53 AADT (1.48 and .60 Peak !Hour) respectively. This results in a current operating LOS of F and C for both AADT and Peak Hour conditions. c) Future Level of Service The estimated 2009. and Broward County Year 2025 traffic projections estimate that traffic counts will increase significantly on the roadway segments, doubling south of Commercial Boulevard by 2025. The County only lists a forecast for the segment south of Commercial Boulevard. The 2009 estimate is 21,000 TPD AADT (1,953 Peak Hour). The 2025 estimate Is 32,600 TPD AADT (3,032 Peak Hour). Broward County's projected LOS D capacity for this roadway segment is 31,100 TPD AADT (2,950 Peak Hour)_ This volume would result in a projected 2009 V/C ratio of .67 AADT (.66 Peak Hour). This V/C ratio would result in 2009 projected LOS of C for both AADT and Peak Hour conditions. The 2025 volume would result in a V/C ratio of 1.05 AADT (1.03 peak Hour). This V/C ratio would result in a 2025 LOS of E for both AADT and Peak Hour conditions. d) Proposed Improvements There are no improvements scheduled to the road per the FDOTBroward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP)_ As the roadway currently has LOS operating problems north of Commercial Boulevard that are projected to continue, a widening project should be explored in the near future. 11-fi'; 0 M COLLECTOR ROADWAYS Numerous City Collector roadways provide travel links within the City of Tamarac connecting local roadways to County Collectors and Arterial roadways. The City of Tamarac maintains these roadways. 1) NW 19r T NW 80'" STREET a) Facility Description Discussion -- NW 108" Terrace is a north -south roadway that turns into NW 801 Street as an east -west collector roadway located in the northwestem portion of Tamarac. The roadway is located entirely within the City Limits. NW 108'h Terrace initiates at McNab Road and traverses northward until curving eastward, turning into NW 80'h Street and connecting to Nob Hill Road. This roadway is constructed as a four (4) lane facility within a 80' wide right-of-way. Its length within the City Limits is approximately 1.84 miles. A sidewalk exists on the east side of NW 1080' Terrace from NW 711 Place northward and the south side of NW 80" Street adjacent to developed Kings Point areas. There is one (1) traffic control signal on NW 801 Street. There is clearly marked traffic lane striping and signage on the entire length of the roadway. Traffic Signalization — exists at the following location: • Nob Hill Road All traffic signals are operated and maintained by Broward County. Adjoining land uses/access -- Adjoining land uses include single-family residential, townhouses and multiple -family residential, primarily in the Kings Point community. Access to NW 108"' Terrace and NW 80'11 Street are provided at controlled driveways and cross -streets. b) Present Level of Service The segment of NW 108' Terrace north of McNab Road is currently handling 3,600 TPD AADT (277 Peak Hour) and the segment at NW 801h Street west of Nab Hill Road is currently handling 6,680 TPD AADT (621 Peak Hour). The established LOS D volume for the roadway is 21,700 TPD AADT (2,070 Peak Hour). Therefore, the current V/C ratio is .17 and .31 AADT (.13 and .30 Peak Hour) respectively. This results in a current operating LOS of C for both roadway segments during AADT and Peak Hour periods. 11-64 c) Future Level of Service The estimated 2009 and Broward County Year 2025 traffic projections only estimate traffic on NW 1081" Terrace north of McNab Road. The County projects that the traffic counts will increase significantly, in fact, doubling by 2025. The 2009 estimate is 4,400 TPD AADT (409 Peak Hour) north of McNab Road. The 2025 estimate is 6,500 TPD (605 Peak Hour). Broward County's projected LOS D capacity for this roadway is 21,700 TPD AADT (2,070 Peak Hour). Therefore, this volume would result in a projected V/C ratio of .20 in 2009 and .30 in 2025. These V/C ratios would result in a projected LOS of C throughout the planning period. The City obtained separate traffic counts for NW 80" Street west of Nob Hill Road in 2000 to establish baseline conditions. The forecasts have been factored as per Broward County instructions. d) Proposed Improvements There are no proposed improvements scheduled to the road per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). 2) HIATUS ROAD a) Facility Description Discussion — Hiatus Road 'is a north -south Urban County collector roadway located in the southwestern portion of Tamarac. This roadway is constructed as a four (4) lane divided facility. The Broward County Trafficways Plan requires an 106' wide right-of-way. The roadway initiates at McNab. Road and traverses southward across Broward County to Pembroke Road although the roadway is not entirely continuous at present. The length of the portion within the City is approximately 1 A mile. A concrete sidewalk partially exists on the west side of the roadway north of Commercial Boulevard and will be extended as new development occurs. There is only one (1) traffic control signal on Hiatus Road, for an .average of 1.0 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signallzation - exists at the following location: Commercial Boulevard All traffic signals are operated and maintained by Broward County. HAS Adjoining land uses/access - Adjoining land uses are exclusively industrial in nature. This road was recently constructed to serve the newly developing Tamarac Commerce Park. Hiatus Road provides access to the adjoining properties at controlled driveway openings and at several cross streets. b) Present Level of Service The roadway was constructed in 1999; therefore, no historical data is available. The most recent Broward County traffic counts (2003) indicate 9,200 TPD AADT (863 Peak Hour) are utilizing the roadway. The established roadway capacity will be 21,700 TPD AADT (2,070 Peak Hour). This results in a V/C ratio of .42 AADT (.42 Peak Hour). The resultant LOS is C for both AADT and Peak Hour. c) Future Level of Service The estimated 2009 (build -out) traffic projection north of Commercial Boulevard will be about 11,600 TPD AADT (1,080 Peak Hour). Broward County's projected LOS D capacity for this roadway will remain the same, 21,700 AADT (2,070 Peak Hour). Therefore, this volume would result in a projected V/C ratio of .52 for both AADT and Peak Hour in 2009. These V/C ratios would result in a projected LOS of C for both AADT and Peak Hour. d) Proposed Improvements There are no improvements scheduled to the road per the FDOTBroward County WorR Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). 3) NW 94TH AVENUE I WESTWOOD DRIVE WEST a) Facility Description Discussion — NW 94P Avenue / Westwood Drive West is a north -south collector roadway located in the west central portion of Tamarac. This roadway is constructed as a four lane divided (4LD) local collector from Commercial Boulevard to NW 60" Street (106' wide right-of-way) and as a two (2) lane local collector from NW 60"' Street to McNab Road (60' wide right-of-way). The entire length of the roadway is within the City Limits and is approximately 1.0 mile in length. Only a few segments of sidewalks exist along the roadway. A bike -lane connection exists between Commercial. Boulevard and NW 57"' Street. There is one traffic control signal on the roadway. There is clearly marked trafflc lane striping on those sections of the roadway requiring striping. II_RR Traffic Slgnalixation — exists at the following location: Commercial Boulevard Adjoining land uses/access - Adjoining land uses include multiple -family residential near McNab Road, single-family residential and a golf course in the middle portion, townhouses in the Plum Bay and Landing on Cypress Green communities, an industrial parcel, a Middle School and Elementary School on the west side of the road at Commercial Boulevard and mostly vacant commercial parcels on the east side of the road at Commercial Boulevard. NW 94" Avenue / Westwood Drive West provides access to adjoining parcels at oontrolled driveway openings and at crass -streets. b) Present Level of Service The roadway segment north of, Commercial Boulevard is currently handling 4,470 TPD AADT (416 Peak Hour). The roadway segment south of McNab Road is currently handling approximately 1,470 TPD AADT (137 Peak Hour). The capacity of the roadway is.21,700 TPD AADT (2,070 Peak Hour) on the four -lane section and 10,000 TPD AADT (950 Peak Hour) for the two-lane section. Therefore, the current V/C ratios are .21 and .16 AADT (.20 and _14 Peak Hour) respectively. These result in a current operating LOS of C on both roadway segments during both AADT and Peak Hour periods. c) Future Level of Service Broward County does not provide any future traffic projections for City Collector roadways. Traffic volumes should remain similar by 2009 but could increase by 2025 if the 'vacant lands in the area were developed. However, LOS should remain within acceptable ranges. d) Proposed Improvements There are no improvements scheduled to the road ,per the FDOT/Broward County, Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP) or City plans. 4) NW Wh TERRACE a) Facility Description Discussion — NW 80 Terrace is a north -south City collector roadway located in the west central portion of Tamarac. This roadway is constructed as a four (4) lane facility. The' roadway begins at Commercial Boulevard and traverses north until terminating at Lagos De Campo Boulevard. Its length within the. City Limits is approximately one-half mile. There are short segments. of sidewalks along the roadway, mostly adjacent to multiple- 11-67 family developments at NW 61' Street and Lagos De Campo Boulevard. Traffic Signalizatlon — there are no traffic signals, however, traffic control signs and lane striping do exist. Adjoining land useslaccess - Adjoining land uses are predominately commercial near Commercial Boulevard, single-family residential in the middle segment and multiple -family residential north of NW 61", Street. Access to adjoining properties is via limited driveways and cross -streets. b) Present Level of Service As the roadway is a City street, Broward County does not monitor traffic counts. The City engaged a firm to establish a baseline traffic volume for this element in 2000. The counts have been factored per Broward County criteria. The roadway segment north of Commercial Boulevard is currently handling 1,890 TPD AADT (176 Peak Hour). The established LOS D volume for NW 8411 Terrace is 21,700 TPD AADT (2,070 Peak Hour). The current WC ratio is .09 AADT (.08 Peak Hour). This results in a current operating LOS of C for both AADT and Peak Hour periods. c) Future Level of Service Broward County does not provide any estimates for future conditions, as the roadway is a City street. As this area is completely built -out, it is expected that the current traffic volumes should remain nearly the same. Therefore, the 2009 and 2025 V/C and LOS should remain the same. d) Proposed Improvements There are no improvements scheduled to the road. The City is studying the need for re -paving the street. 5) NW 80TH AVENUE a) Facility Description Discussion — NW 80t' Avenue is a north -south City Collector roadway located in the north central portion of Tamarac. This roadway is constructed as a four (4) lane facility with an 80' wide right-of-way. The roadway begins at a signalized intersection on McNab Road at extends north meandering through the Woodmont community and then curving westward to Pine Island Road. As the roadway curves west at NW 82"d Street, the name of the roadway changes to NW 81 't Street. The extension of the roadway south of McNab Road is known as Lagos De Campo Boulevard. The entire length of the roadway is within the City Limits and is approximately 1 mile. Sidewalks exist on both sides of the road between McNab Road and NW 57' Street. A sidewalk exists on the east side of the I[ -fig roadway only from the southerly boundary of the University Hospital Medical Center (UHMC) campus to NE 78th Street. There is only one (1) traffic control signal on NW 80" Avenue. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalixation - exists at the following location: • McNab Road All traffic signals are operated and maintained by Broward County. Adjoining land useslaccess — Adjoining land uses include strip commercial at the McNab intersection, the UHMC campus rear entry, a large passive park (ESL), single-family and multiple -family residential developments and the Woodmont Country Club golf course and club facility. NW 80" Avenue provides access to adjoining land uses at controlled driveways and cross -streets. b) Present Level of Service As the roadway is a City street, Broward County does not monitor traffic counts. The City engaged a fin'nto establish a baseline traffic volume count for this element in 2000. The counts have been factored per Broward County criteria. The roadway segment north McNab Road is currently handling 5,900 TPD AADT (549 Peak Hour). The established LOS D volume for NW 80' Avenue is 21,700 TPD AADT (2,070 Peak Hour). Therefore, the current V/C ratio is .27. This results in a current operating LOS of C. c) Future Level of Service Broward County does not provide any estimates for future conditions, as the roadway is a City street. As this area is nearly completely built -out, it is expected that the current traffic volumes will remain nearly the same. The UHMC is connecting a driveway to NW 80"' Avenue at this time. This may increase traffic on the southerly portion of the roadway. Therefore, the 2009 and 2025 V/C ratio and LOS should remain nearly the same with a small increase south of the UHMC driveway. d) Proposed Improvements There are no improvements scheduled to the road. llls:T:7 6) NW 70"' AVENUE / BROOKWOOD BOULEVARD NW 72" d AVE. a) Facility Description Discussion - NW 7001 Avenue is a north/south City Collector roadway located in the central portion of Tamarac. The roadway is constructed as a four (4) lane facility. Some portions of the roadway have a median dividing the travel lanes (Commercial Boulevard to McNab Road and McNab Road to approximately NW 771 Street). The roadway is composed of two sections that are not continuous, rather, the mid -point alignment on McNab Road are offset. The southerly roadway segment initiates at Commercial Boulevard and traverses north and northwesterly terminating at McNab Road. As the roadway bends westerly from the Commercial Boulevard alignment, the name of the posted roadway changes to Brookwood Boulevard (NW 72"d Avenue). The northerly roadway segment initiates at McNab Road and traverses northerly curving westward to University Drive. The name of the roadway changes at the curve (NW 71 st Avenue) to NW 82nd Street. The roadway has a 60-foot right-of-way per the recorded plat. The only existing sidewalk segments are located between Commercial Boulevard and NW 571 Street and at the far north end of the roadway as the roadway intersects with NW 821 Street. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalization - exists at the following location: • McNab Road (segment north of McNab Road) • Commercial Boulevard All traffic signals are operated and maintained by Broward County. Adjoining land uses/access -- This roadway provides access primarily to single-family residential developments immediately abutting the facility. Many single-family lots front onto the roadway with direct driveway connections. The remainder of the lots in the area has access via cross - streets. b) Present Level of Service As the roadway is a City street, Broward County information relating to the current and projected traffic volumes on this roadway is not available. The City engaged a firm to establish baseline traffic volumes in 2000. This data revealed that 3,744 TPD AADT (348 Peak Hour) occurred north of Commercial Boulevard, 2,420 TPD AADT (225 Peak Hour) occurred south of McNab Road and 7,181 TPD AADT (668 Peak Hour) occurred north of McNab Road. The roadway capacity is 21,700 TPD AADT (2,070 Peak Hour) on the divided sections and 17,360 TPD AADT (1,614 Peak Hour) on 11-7n the undivided section. This results in V/C ratios of _21, .14 and .27. These V/C ratios result in a LOS of C on all roadway segments. c) Future Level of Service Given the built -out development status of the adjacent lands, it is anticipated that this roadway will have sufficient capacity to accommodate all future increases in traffic volumes. d) Proposed Improvements Therefore, there are no capacity improvements anticipated to maintain an acceptable level of service. The City is studying the roadway pavement condition at this time. 7) SOUTHGATE BOULEVARD a) Facility Description Discussion — Southgate Boulevard is an east -west City Collector roadway located in the northern portion'of Tamarac. Southgate Boulevard initiates just east of the Sawgrass Expressway at a subdivision entrance and traverses east until its terminus into the City of North Lauderdale just west of SW 8111 Avenue (known as NW 641' Avenue in Tamarac). This roadway is constructed as a four (4) lane divided urban local collector its full length. The roadway is currently classified as a City Collector with a 1 D6' wide right- of-way. Its length within the, City Limits is approximately 3.75 miles. Concrete sidewalks exist only on the south side of the roadway from University Drive to the eastern City Limits. There are three (3) traffic control signals on Southgate Boulevard within the City Limits and another at SW 811" Avenue in the City of North Lauderdale just east of the City Limits that affects the capacity, for an average of approximately 1 per mile. There is clearly marked traffic lane striping on the entire length of the roadway. Traffic Signalization — exists at the following locations: • SW 8111 Avenue (not within Tamarac) • Nob Hill Road • Pine Island Road • University Drive All traffic signals are operated and maintained by Broward County. Adjoining land uses/access Adjoining land uses are predominantly single-family residential, multiple family residential, an open space corridor with a linear walkway and golf course. A commercial shopping center exists at the southwest comer at Pine Island Road and commercial uses exist at both the southwest and southeast comers at University Drive. Access to adjacent land uses is very limited, primarily from cross -streets and a few driveway connections. b) Present Level of Service The roadway segment east of Nob Hill Road is currently handling 10,500 TPD AADT (1,042 Peak Hour). The roadway segment east of Pine Island Road is currently handling 11,400 TPD AADT (1,403 Peak Hour). The roadway segment east of University Drive is currently handling 14,920 TPD AADT (1,388 Peak Hour) and the segment east of University Drive is currently handling 25,200 TPD AADT (2,203 Peak Hour). The established LOS D volume for Southgate Boulevard is 21,700 TPD AADT (2,070 Peak Hour). Therefore, the current V/C ratios are .48, .53, .68 and 1.19 AADT (.50, .68. 67 and 1.06 Peak Hour) respectively. This results in a current operating LOS of C, C, C and F AADT (C, C, C and E Peak Hour). c) Future Level of Service The estimated 2009 and Broward County Year 2025 traffic projections estimate that the traffic volumes will increase significantly in the future. The projected 2009 volumes for the roadway are 12,400 TPD AADT (1,150 Peak Hour) east of Nob Hill Road, 16,600 TPD AADT (1,543 Peak Hour) east of Pine Island Road and 26,000 TPD AADT (2,423 Peak Hour) east of University Drive, Broward County's projected LOS capacity for this roadway as a Collector road is 21,700 TPD (2,070 Peak Hour). These volumes would result in projected V/C ratios of .57, .76 and 1.20 AADT (.55, .74 and 1.17 Peak Hour) respectively. These V/C ratios will result in a projected LOS of C, C and F. The projected 2025 volumes for the roadway are 16,200 TPD AADT (1,506 Peak Hour) east of Nab Hill Road, 22,800 TPD AADT (2,120 Peak Hour) east of Pine Island Road and 27,800 TPD AADT (2,585 Peak Hour) east of University Drive. These volumes would result in projected V/C ratios of .75, 1.05 and 1.28 AADT (.73, 1.02 and 1.25 Peak Hour) respectively. These V/C ratios will result in a projected LOS of C, E and F. d) Proposed Improvements There are no improvements scheduled to the road per the FDOT/Broward County Work Program and/or the Broward County Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP). Although this roadway is classified as a Collector roadway and LOS analysis is performed accordingly, the roadway functions as a minor arterial roadway connecting Arterial and other Collector roads from Nob Hill Road eastward to SR 7 US 441. While the LOS may appear inadequate on several segments, if the roadway was analyzed using higher roadway capacities (i.e. 31,300), the LOS would be acceptable. 111bJ 8) NW 82"d STREET a) Facility Description Discussion - NW 82" d Street is a four (4) lane divided east/west City Collector roadway located in the north -central portion of Tamarac. The roadway initiates at the intersection of NW 80"' Avenue and NW 81 � Street west of University Drive and extends across University Drive at a signalized intersection terminating into NW 701' Avenue as that roadway curves southerly. Sidewalks exist only adjacent to the commercial uses west of University Drive and extend east of University Drive to the connection to NW 70'hAvenue. Traffic Signalization - exists at the following location: • University Drive • School Crossing near NW 74' Terrace All traffic signals are operated and maintained by Broward County. Adjoining land uses/access —'This roadway provides access to three (3) single-family neighborhoods within the Woodmont Country Club community west of University Drive, commercial uses at all four comers at University Drive and cross -streets into single --family neighborhoods east of University Drive. b) Present Level of Service Information relating to the current and/or projected traffic volumes on this roadway is not available from Brpward County. However, the City engaged a firm to establish base -line conditions for the roadway in 2000. The counts have been factored per Broward,County criteria. The existing traffic volume west of University Drive is 4,500 TPD AADT (418 Peak Hour) and the existing traffic volume east of University Drive is 6,300 TPD AADT (586 Peak Hour). The established capacity of the roadway is 21,700 TPD AADT (2,070 Peak Hour). This results in WC ratios of .21 and .29 AADT (.20 and .28 Peak Hour) respectively. These WC ratios result in LOS of C for the roadway segments both AADT and Peak Hour periods. c) Future Level of Service Since the area is virtually built -opt, future traffic volumes are anticipated to be similar to existing conditions. d) Proposed Improvements No improvements are needed to insure the provision of an acceptable level of service. A sidewalk improvement at University Drive is planned for 2005. 11-7'3 9) NW 818T STREET a) Facility Description Discussion - NW 811 Street is a four (4) lane divided east/west City Collector roadway located in the northwestern portion of Tamarac. The roadway initiates at Nob Hill Road and continues east until intersecting with NW 82"d Street and NW 8011 Avenue. NW 81"1 Street curves southerly turning into NW 80' Avenue. Sidewalks currently exist on the south side of the roadway from NW 80"' Avenue to NW 86 h Way, on both sides of the roadway adjacent to the commercial uses west of NW 881' Avenue (Pine Island Road) and on the south side of the roadway from Nab Hill Road to NW 96' Avenue adjacent to an apartment complex. Traffic Signali*ation - exists at the following location: • NW 88' Avenue (Pine Island Road) All traffic signals are operated and maintained by Broward County. Adjoining land uses/access — This roadway provides access to eight (8) single-family neighborhoods, all at cross -streets, a commercial shopping. center at the northwest comer of Pine Island Road and an apartment complex at the southeast comer of Nob Hill Road. b) Present Level of Service Information related to the existing and/or projected traffic volumes on this roadway are not available from Broward County. However, the City engaged a firm to establish base -line conditions for the roadway in 2000. The counts have been factored per Broward County criteria. The existing traffic count east of Nob Hill Road is 2,800 TPD AADT (260 Peak Hour). The existing traffic count west of Pine Island Road is 4,060 TPD AADT (378 Peak Hour). The existing traffic count east of Pine Island Road is 5,730 TPD AADT (533 Peak Hour). These traffic counts result in V/C ratios of .13, .19 and .26 AADT (.13, .18 and .26 Peak Hour) respectively. These V/C ratios result in LOS of C for all roadway segments both AADT and Peak Hour periods. c) Future Level of Service Since the area is virtually built -out, future traffic volumes are anticipated to remain similar to existing conditions. d) Proposed Improvements Based upon the existing LOS, there are no improvements anticipated to insure the provision of an acceptable level of service. 11-74 The following text provides an abbreviated description of several minor City Collector roadways that have existed for many years in neighborhoods that are completely developed. A roadway description is provided as well as a notation of existing and projected traffic volumes and an LOS analysis. 10) NW 78TH STREET NW 78"' Street is a four (4) lane divided City Collector roadway located in the north -central portion of Tamarac. The roadway initiates at NW 80P Avenue and terminates at University Drive at a signalized intersection. The roadway serves as the main entrance into the Woodmont Country Club community from the east. This roadway provides direct access to three (3) multiple -family communities, two (2) single-family neighborhoods and an office complex at University Drive. Information related to the existing and/or projected traffic volumes on this roadway are not available from Broward County. However, the City engaged a firm to establish base -line conditions for the roadway in 2000. The counts have been factored per Broward County criteria. Since the area is virtually built -out, future traffic volumes are anticipated to remain similar to existing conditions. The existing traffic count west of University Drive is 5,960 TPD, AADT (554 Peak Hour). This results in a V/C of .27 for both AADT and Peak Hour. This results in a LOS of C for both AADT and Peak Hour. Based upon the existing LOS, there are no improvements anticipated to insure the provision of an acceptable level of service. A sidewalk exists on the south side of the roadway from NW 801' Avenue to NW 781' Avenue connecting to an Elementary School. 11) NW 77T" STREET NW 77 h Street is a four (4) lame divided City Collector roadway extending between Nob Hill Road and Pine Island Road. The roadway collects traffic from the adjoining developments and distributes the traffic to the arterial roadways. Two (2) traffic signals exist along the roadway, one at the intersection of Pine Island Road and a new signal at the intersection of Nob Hill Road. Adjoining land uses are primarily multiple -family residential. A City park is located at the northeast corner of Nob Hill Road. A strip commercial shopping center,'a religious facility and the Kings Point community recreational complex are located at the southeast comer of Nob Hill Road. Finally, a gas station exists at the northwest comer of Pine Island Road and a vacant commercial parcel exists at the southwest comer of Pine Island Road. Sidewalks exist along portions of the roadway. Information related to the existing and/or projected traffic volumes are not available from Broward County. However, the City engaged a firm to establish base -line conditions for the roadway in 2000.. The counts have been factored per Broward County criteria. Future traffic volumes can be expected to increase somewhat as several vacant parcels exist along the roadway. The existing traffic count east of Nob Hill Road is 3,400 TPD AADT (316 Peak Hour). The existing traffic count west of Pine Island Road is 7,400 TPD AADT (688 Peak Hour). This results in a V/C ratio of .16 and 11-7,.., .34 AADT (.15 and.34 Peak Hour) respectively. The V/C ratios result in current LOS of C for both AADT and Peak Hour periods. It is projected that traffic volumes could increase to approximately 3,700 TPD AADT (348 Peak Hour) and 8,100 TPD AADT (757 Peak Hour) by 2009. Based upon these existing and projected traffic volumes, no improvements are anticipated to insure the provision of an acceptable level of service. Sidewalks currently exist on the north and south sides of the roadway for most of the length except just west of NW 88"' Avenue on the south side of the roadway and on the north side of the roadway just west of NW 96' Avenue. 12) NW 7e STREET NW 761 Street is a two (2) lane City Collector roadway located in north - central Tamarac. The roadway initiates at University Drive and traverses eastward to NW 70"' Avenue and continues eastward terminating at NW 661h Terrace. There are no existing traffic signals along the roadway. Adjoining land uses include commercial uses on both sides of the University Drive intersection, multiple -family residential complexes and primarily single-family residential within the Vanguard Village neighborhood. A small segment of sidewalk exists only on the north side of the roadway near University Drive. Many single-family homes front the roadway with direct driveway connections. Information related to the existing and/or projected traffic volumes are not available from Broward County. However, the City engaged a firm to establish base -line conditions for the roadway in 2000. The counts have been factored per Broward County criteria. Future traffic conditions are expected to remain similar to the existing condition, as the area is virtually built -out. The existing traffic volume east of University Drive is 1,420 TPD AADT (132 Peak Hour). This results in a WC ratio of .14 for both AADT and Peak Hour. This WC ratio results in a LOS of C. Based upon the existing and projected traffic volumes, no improvements are anticipated to insure the provision of an acceptable level of service. Only a small length of sidewalk exists just east of University Drive adjacent to the commercial uses. 13) NW 75" STREET NW 751" Street is a four (4) lane divided City Collector roadway located in west -central Tamarac. The roadway initiates at Pine Island Road and traverses eastward terminating at NW 8011 Avenue within the Woodmont Country Club community. There is one (1) traffic signal located at Pine Island Road that also serves a City Fire Station west of Pine Island Road. Adjoining land uses include two (2) multiple -family residential complexes at Pine Island Road and five (5) single-family residential neighborhoods. All adjacent development connects to the roadway at cross -streets or limited driveways. A few segments of sidewalks exist on the north side of the roadway but not in a continuous manner. Information related to the existing and/or projected traffic volumes are not available from Broward County. 11INPS However, the City engaged a firm to establish base -line conditions for the roadway in 2000. The counts have been factored per Broward County criteria. The existing traffic volume east of Pine Island Road is 2,740 TPD AADT (255 Peak Hour). This results in a V/C ratio of .13 AADT (.12 Peak Hour). This V/C results in a' LOS of C. Based upon the existing and projected traffic volumes, no improvements are anticipated to insure an adequate level of service. 14) LzAOOS DE CAMPO BOULEVARD Lagos De Campo Boulevard is a four (4) lane divided curvilinear City Collector roadway located in West -central Tamarac. The roadway initiates at Pine Island Road and traverses easterly and northerly terminating at McNab. Road at a signalized intersection. The extension of the roadway north of McNab Road is known, as NW 800' Avenue. The roadway provides access for those land uses within the Woodland Lakes (a.k.a. Colony West) Golf Course, community. The roadway intersects with NW 841 Terrace providing access for residentsto Commercial Boulevard. Adjoining land uses are exclusively multiple -family residential and golf course frontage. All land uses connect to the roadway at limited driveway connections. There are various segments of sidewalks along both sides of the roadway but not in a continuous manner. Information related to the existing and/or projected traffic volumes are not available from Broward County. However, the City engaged a firm to establish base -line conditions for the roadway in 2000. The counts have been factored per Broward County criteria. The existing traffic volume east of Pine Island Road is 2,170 TPD AADT (202 Peak Hour). The existing traffic volume south of McNab Road is 5,280 TPD (491 Peak Hour). This results in VAC of .10 and .24 for both AADT and Peak Hour periods. The V/C ratios result in LOS of C for both roadway segments AADT and Peak Hour. Based upon the existing and projected traffic volumes, no improvements are anticipated to insure an adequate level of service. 15) NW 57.. STREET NW 5r Street is a two (2) lane divided east/west City Collector roadway extending from NW 941' Avenue to east of NE 64'h Avenue where the roadway terminates in a curie -sac near Commercial Boulevard. At one time in the past, a plan was envisioned to use NW 5r Street as either a one-way westbound roadway while Commercial Boulevard was to be the eastbound roadway and/or NW, 57°t Street was to be a Business route. In. any case, the roadway is unique in location and design. On each side of the roadway travel lanes is a bike -lane running from NW 94" Avenue to University Drive. Information related to current and/or projected traffic volumes are not available from Broward County. The City has observed very low traffic volumes on this roadway, therefore, no traffic counts. were taken on the road. The V/C ratios would be extremely low and the LOS would be C on all roadway segments. Broward County has prepared 2020 11-71 and 2025 forecasts for various roadway segments. The County estimates that by 2020 approximately 4,800 TPD (446 Peak Hour) may occur on the roadway segment east of Pine Island Road as well as the roadway segment east of University Drive. The County estimates that by 2025 approximately 8,800 TPD AADT (818 Peak Hour) may occur east of Pine Island Road and 8,100 TPD AADT (753 Peak Hour) may occur east of University Drive. All LOS would be LOS D or higher. The City questions the validity of the County's forecasts, as the size and amount of vacant land is small. There are various segments of sidewalks primarily along the south side of the roadway adjacent to commercial uses but not in a continuous manner. Analysis of Average Daily and Peak Hour Trips The data provided in this portion of the element was obtained from Broward County, FDOT and/or forecasted by the City's Consultant Transportation Planners. The City's 1997 Transportation Element included the 1996 Average Annual Daily Traffic (AADT) provided by Broward County. Newer AADT and Peak Hour data was obtained from Broward County since 1999, most recently in April 2003. Forecasts for the Year 2009 were factored utilizing Broward County's current and long-range forecasts. Forecasts for the Year 2025 were obtained from Broward County's and are included in the County's 2003 Evaluation and Appraisal Report (EAR). The City of Tamarac is on the suburban edge of development in southeast Florida located in the northwest comer of Broward County. The only existing or future through traffic is on the Sawgrass Expressway or from existing roadways into adjacent municipalities, mostly on University Drive and Commercial Boulevard. Broward County created Transportation Concurrency Exception Areas (TCEA) in 1993. The current areas of Broward County within the TCEA include all lands east of 1-95 from the Palm Beach County line to Commercial Boulevard and all lands east of the Florida Turnpike between Commercial Boulevard and the Dade County line_ The purpose is to encourage urban infill and redevelopment in eastern Broward County where most major roadways are over capacity at present, which would otherwise prohibit development to occur. New development is exempt from roadway concurrency review but the County requires transit impact fees if platting is necessary. The portion of the City east of the Florida Tumpike is within a TCEA at present. Broward County is currently studying possible amendments to the TCEA and Compact Deferral Areas as the County is nearly built -out east of the 1-75 / Sawgrass Expressway corridor. Broward County prepared .forecasts for future traffic volumes in 1987, which identified. existing counts for 1987 and forecasted traffic counts for 1994 and 2010 that were used in the original 1989 Comprehensive Plan. Broward County adopted a new Transportation Element in November 1998, which contained the newest trip count data available (1997) and newer Year 2002 and 2015 projections. However, since the time of adoption of Broward County's Transportation Element, new annual traffic counts have been taken and monitored. The current Broward County traffic counts contain both Average Annual Daily Traffic (AADT) counts as well as Peak Hour traffic counts. Also, in March of 1999 and 2002, FDOT published updated LOS Manuals that changed some generalized capacity numbers. It should be noted that the Broward County I I-78 forecasts are modeled. The forecasts have varied dramatically over the years. The model is basically a gravity model using best routes. As the County had built -out and the remaining roadway segments have been completed, the forecasts are generally better. However, the County's forecasts still assume that all lands will be developed or re -developed in the future at maximum density or intensity. This is unlikely to occur for many reasons (plats, site plan restrictions, deed restrictions, market demand, etc.) There are several instances where existing traffic counts exceed forecasted volumes, which is unlikely. The City's consultant prepared the short-range forecasts based on local knowledge of the City, factored counts accordingly and assumed the vacant lands will be developed at. normal intensities. This element includes the County's 2026 forecasts for coordination purposes and fdr lack of better data. However, the City questions some of the forecasts and will monitor annual actual counts published by Broward County. Also, the County's Peak Hour analysis is not based upon actual counts in some instances; rather, it was assumed approximately 9% (.093) of the AADT counts will be Peak Hours, which is not always the case. As newer and more accurate information becomes available, the City will monitor the data. This may affect LOS determinations and physical improvement needs. The following Tables present information on AADT and peak hour traffic counts for historical, current and future conditions. The information (future) is graphically presented on Map II-18. As the City of Tamarac is located at the northwest comer of Broward County, there is little through traffic east to west as the City Is at the edge of the urbanized area. As to north to south traffic movements, McNab Road and Commercial Boulevard collect traffic from the Cities of Coral Springs, Sunrise and Lauderhill for, eastward movements. Also, University Drive acts as the major north to south transportation "spine" in western Broward County. It is envisioned that in the 2025 planning horizon, University Drive and Pine Island Road could be extended into Palm Beach County connecting to existing or proposed roadways. The City is currently approximately 98% built -out. The majority of vacant lands exist in the far western portion of the City. The total acreage is about 152 acres. These areas include about 12.6 acres of single-family land, 96.6 acres of commercial land and 32.2 acres of industrial land. No vacant multiple -family land now exists. All areas are platted and/or otherwise committed (via Stipulated Settlement Agreements) to specific density or intensity levels. The City has analyzed the existing 2003 traffic counts, the inventory of vacant lands, the consultant's 2009 short-range estimates and Broward County forecasted traffic volumes for 2025. There is one roadway segment were the traffic volume is forecasted to decrease by 2025 that is not realistic. Likewise, some roadway segments are proposed to dramatically increase by 2009 and 2025. Because of the built -out nature of the City of Tamarac and adjacent communities, it is felt some of these forecasts are not realistic. 11-79 �uiilNsi���IIIIII�� mt e vaYu�him�n v mimi ' I �� i rme� Ig �� �m w �� p U W LL U U U LL, O O U LL LL LL LL LL LL LL W V W U U µ O M_i LL W U 4 LL LL O p p U LL W W LL X, Q p LL U U U p U U U LL W IL W LL W IL U 0 LL to U p 00 p W U LL W W 10 O W W U U p O ���� m q n yn�a�ppnman R 40� ipUULL UUUU pUULLWLLLLLLWW U LL t U UU IQ �UWI U LL O p UW U W (i t,1LL agLRV guag ms1M*5.M--13 ��N yyryly}j qr��ryy p �Mi ��m.JJ dd em m R r!N �mR Yf m n aqyq N�N lY. rym AA N n v it gM �v�Nry eery m Nry f` �� Gaon mm nomnm e�yy m a n t 4r: mn }�ip g �'1 mm d- 4 m A-9 :'Vmugn.&iu rym,�m m '� 4 3 : [ 3 6n.- 3mti '4 Y3l�i3 'R awn 1MM [ 3 N+. m� R n 2 c 3 WWW WWWW WWWWWWWWWW m WW Z Y YZ 2ppYZ iiZ 2 2i Z Z i im iiZ d c dE r } �OUW1L Uf:ULL UcUwLLLLLLLLLL W UW W U LLUU LLWU U. O 00 W LL W LLO b' gMd2ilSO$1 1� 41:21 lqlsl;;H +1 HqH v T H H q 4 �l 1� I lz�l 4411 '1 211- H4F61 rq Ilk 1-0151 �i H 10 lil 11 od �ddvi �: rfre PI UUW UUUU UUUWWLLLL wo U qLL m U w UWG7 WWU U !AO W W µu ��tt�liff W n vr N n!y �ypp y�ey ppgg OF prowl ION gv WWW ww wG6'b WWWWWW wwwwwwwww W.WW N WW Z Z Z2:z Zx2 zzz ZZZ zzz ZZZ $ E 8 S 85 zz Z ZZ Z Z sWWWW As may be observed from the above data, the results of forecasted versus actual traffic counts varied widely. The Broward -County forecasts are performed via computer modeling. The assumptions of growth areas intensities and travel patterns are best guesses. The computer model utilizes 'link analysis, travel distance and attractor/generator variables. As actual growth has occurred in Broward County and the City, more specific data has become available and travel patterns have become more visible. The City's main roadway pattern is complete as of 2003. Development opportunities that remain can best be described as being infill development, primarily in the western areas of the City. Given these facts, future projections can be more accurately made at this time compared to estimates made in 1987 or even the mid 1990's. Broward County, because of the expense involved, does not update long-term traffic projections frequently. Therefore, much of their data is dated and questionable. Of the forty (40) monitored stations that remained in the same location for the 1994 estimate and the 1994 actual traffic volumes, only seven (7) segments were within 10% accuracy. Eight (8) locations noted lower than anticipated volumes. These were on McNab Road east of University Drive (2%1 less), Commercial Boulevard east of the Sawgrass Expressway (31 % less), Commercial Boulevard east of NW 60 Avenue (1 % less), Prospect Road south of Commercial Boulevard (20% less), Sawgrass Expressway north of Commercial Boulevard (46% less), Pine Island Road north of Commercial Boulevard (2% less), the Florida Turnpike north of Commercial Boulevard 0 % less) and NW 31' Avenue north of Commercial Boulevard (5% less). Of the monitored stations that remained in the same location for the 1994 estimate and the 2003 actual traffic flows, only one (1) was within 10% accuracy. Three (3) locations noted lower traffic volumes in 2003 than occurred in 1994. These were on Prospect Road south of Commercial Boulevard ('12% less), Pine Island Road north of Commercial Boulevard (2% less) and University Drive north of McNab Road (3% less). Existing (2003) traffic volumes on one roadway segment is higher than 2009 and 2025 forecasts. This is for McNab Road east of Hiatus Road. While existing traffic counts are 8,800 TPD AADT (851 Peak Hour), the County's 2025 forecast is for only 5,200 TPD AADT (484 Peak Hour). This area of the City has some of the only available vacant land and McNab Road is used more frequently for traffic approaching the employment center in Land Section 7 from the north_ Therefore, it is projected that traffic volumes will continue to increase modestly on that roadway segment. It is estimated that approximately 12,000 TPD AADT (1,116 Peak Hour) will occur on that roadway segment by 2009 (build -out). The City of Tamarac, because of its geographic location, type of development (primary housing) and design does not have significant peak season characteristics (except Commercial Boulevard) but does have typical peak hour characteristics. As may be expected, most peak hour traffic is in the PM hours (4-6 PM) and related to work trips. Commercial Boulevard, McNab Road and University Drive exhibit the most significant peak hour problems as the roadways are the main east/west links from coastal communities and employment centers to the western suburbs. Likewise, University Drive is the main north/south link between the western suburban communities. As mentioned previously, the Broward County forecasts for 2025 appear quite high for many roadways. The assumption that traffic will continue increasing at an annual rate of 2%-5% or more indefinitely and that some roadways will experience increases of 20%-60% is felt to be questionable in light of the existing development status of the City and surrounding communities. One of the highest projected increases is on McNab Road east of University Drive. Traffic volumes are expected to rise from 40,800 TPD to 63,400 TPD. Other questionable projections include western segments of Commercial Boulevard (20%-60% increases), Prospect Road south of Commercial Boulevard (50% increase), NW 108" Terrace (45% increase), Nob Hill Road north of Southgate Boulevard (25% increase), Pine Island Road north of Commercial Boulevard (33% increase), some segments of University Drive (18%-25% increases), Rock Island Road north of Commercial Boulevard (28% increase) and NW 31s' Avenue north of Commercial Boulevard (32% increase). Mass Transit (bus) occupancy levels are generally quite low in the City. A bus route with a load factor of one (1) is operating at capacity, meaning all seats are occupied. Normal occupancy levels are monitored by Broward County Transit by route. Load factors range from .239 on Route 2, .245 on Route 11, 1.49 on Route 18, .263 on Route 31, .222 on Route 55, .167 on Route 57 and .147 on Route 62. Only Route 18 exceeds the County's adopted load factor according to the Broward County Transportation Element data (See Table 3-14 on page 3-31 of the County's Element). Detailed ridership information can be found in the following sections of this Element. Analysis of Modal Split and Vehicle Occupancy Rates The modal split in Broward County is estimated at 1.15% mass transit and 98.85% vehicular (auto/truck/motorcycle). For planning purposes it is estimated that occupancy rates for vehicles average approximately 1.56 persons per vehicle. This data is verified in the Broward County Transportation Element, which noted the occupancy as the County average. The bus occupancy rates (load factors) noted similar occupancy rates as other communities with similar median incomes. The vast majority of Tamarac households, approximately 90%, own at least one automobile, while slightly less than one half (44%) of total occupied units awn two or more vehicles. Because of the income levels within the City and surrounding areas and more elderly population, the vast majority of households having access to vehicles, a slightly higher then average proportion of public transit use is thought to occur. The City's modal split averaged 2.6% in 1996. This is significantly higher than the County average. Analysis of Existing Public „Transit Facilities Seven (7) Inter -County bus routes and three (3) City bus routes currently serve the City. It is felt the City is well served by the bus routes available to the developed areas of the City. It is estimated that approximately 95% of the City's area is serviced by the bus routes and far exceeds Broward County minimum standards. Broward County Transit (BCt), primarily to serve the newly developing employment center in Land Section 7, should study some limited expansion of routes. In nearly all instances, pedestrian walkways allow easy travel to bus routes/stops although some infill segments of walkways should be pursued. The Tri-Rail system is not easily accessible to City I I-94 residents. The stations, which are located, along the railway line some two (2) miles from the City's eastern border,, are divorced from the City's general population. Because of the City's higher than average age characteristics and limited worker population, the value of Tri-Rail is very limited. Broward County has adopted the following Public Transit LOS standard. Unlike the roadway LOS standard, which measures Vehicles, the Public Transit LOS standard measures accessibility to public transit. Accessibility is addressed through the concept of functional area coverage, which is defined as maintaining a 70% peak hour functional area coverage for residential and employment locations. Accessibility is determined if a land use is within '/ mile of a fixed bus route. Under the 1998 Broward County Transportation Element functional area coverage was measured on a daily basis. According to the Broward County Transportation Element (1998) currently has a peak hour functional area coverage of 76.67% Route 2 currently averages 278 persons boarding in Tamarac per day. This Route has 33 trips per day. Each bus can carry up to 45 seated passengers. According to the Broward County Mass Transit Division, the average load factor (occupancy rate) for the entire route is 23.9%. Route 11 currently has 289 persons boarding in Tamarac per day. This route has 32 trips per day. According to the Broward County Mass Transit Division, the average load factor for the entire route is 24.5%. Route 18 currently has 321 persons boarding in Tamarac per day. This route has 50 trips per day. This route is the busiest rouge in the County with more than 2.3 million people utilizing the service. According to the Broward County Mass Transit Division, the average load factor for the entire route is 149%. Route 31 currently has 24 persons boarding in Tamarac per day. This route has 34 trips per day. According to the Broward County Mass Transit Division, the average load factor for the entire route is 26.3%. Route 55 currently has 145 persons boarding in Tamarac per day. This route has 22 trips per day. According to the Broward County Mass Transit Division, the average load factor for the entire route is 22.2%. Route 57 currently has 231 persons boarding in Tamarac per day. This route has 11 trips per day. According to the Broward County Mass Transit Division, the average load factor for the entire route is 16.7%. Route 62 currently has 172 persons boarding in Tamarac per day. This route has 16 trips per day. According to the Broward County Mass Transit Division, the average load factor for the entire route is 14.7% l l-R5 Population Characteristics Including Transportation Disadvantage The City of Tamarac can best be described as generally having an older -aged population with a median household income of $34,290 according to the 2000 US Census. The median age of a City resident has decreased from 63.5 years old in 1990 to 52.9 in 2000 according to the Census data. A more detailed breakdown is as follows: TABLE II-6 City of Tamarac Analysis of Residents Ages Age.Groug No. Percent Under 18 7,471 13.4% 18 - 64 27,118 48.8% 65 and Over 20,999 37.88% Total 55,588 100% Source: 2000 U.S. Census The City's population, according to the 2000 US Census data, was noted to be 55,588. A significant decrease in the average age occurred between 1990 and 2000 as younger people are occupying older housing area previously occupied by more elderly persons. Household occupancy is estimated at 2.00 persons per household according to the 2000 U.S. Census (2.37 in 1990). Out of a total of 29,750 total occupied households, 9,947 households or 36.3% were one -person households. Approximately 14,363 total households (52.4%) had at least one person over 65 years of age. Transportation disadvantaged persons are individuals who because of physical or mental disability, income status, or age are unable to transport themselves to or purchase transportation and are, therefore dependent upon others to obtain access to health care, employment, education, shopping, social activities, or other life -sustaining activities. This segment of the population includes persons age 65 or older, persons aged 14 or younger, and the seasonal population. An exact number of persons needing transportation assistance is difficult to. determine. The needs of the transportation disadvantaged are documented in A Plan for Complementary Paratransit Mass Transit Services for Persons with Disabilities for Broward „County. Florida and in BroWard Counly Transportation Disadvantaged Service Plan, 1996. The vast majorities of residents are mobile and can either walk or drive for services. Broward County contracts with private providers for services also. Service for qualified elderly and handicapped persons within Tamarac remains on a prearranged "as needed" basis. There are currently seven (7) BCt transit routes within Tamarac and three (3) City transit routes, all of which are operated as wheelchair accessible routes. 11-86 Characteristics Of Mpiar Trip Generators and Attractors As described in previous sections, the City has identified three (3) land uses/areas, which it considers major trip generators and attractors. Broward County defines a major trip generator or attractor as a concentrated area of intense land use or activity that produces or attracts a significant number of local trip ends. For public transit, this is a site, which attracts a substantial number of person trips per day. The Broward County Transportation Element defines such as meeting or exceeding the following thresholds: Office parks — 100,000 sq. ft. OLA; shopping centers -- 500,000 sq. ft.; schools — 1,000 students; major employers - 1,000 employees; health facilities — 100 beds. All of the above may be considered attractor uses while housing concentrations are typically defined as generators. The County does not have a threshold for housing, nor does the State of Florida. For purposes of this element, the City, of Tamarac defines residential uses 'as concentration of higher density housing (over 10 DUA) and containing a minimum of 200 DU. Generators 1. Multi -Family Concentrations — The City of Tamarac has a lower percentage of multi -family homes than Broward County on average. Broward County has approximately 57% of all housing units as multi -family compared to about 46% in the City. The 2000 US Census found a total of 29,750 dwelling units in the City of which 13,558 were multi -family units. The City's concentrations of multi-fimily housing are located mostly in the northwestem areas of the City. There are two (2) concentrations of multi -family housing in eastern Tamarac. The first area is located east of the Florida Tumpike Interchange with Commercial Boulevard, west of US 441/SR 7 and north of the Sunshine Plaza Shopping Center complex. There are three (3) developments in this area including the Island Club Apartments, the Lakeside at Tamarac Condominiums and the Treehouse Condominiums. There are approximately 615 DU within this area. The second area is located south of Bailey Road between NW 641 Avenue and the eastern City limits approximately one-half mile east of Rock Island Road. This area is identified in the Broward County Transportation Element as haying a population density in the top 5% of all TAZs within the County. There are approximately 4,700 DU within this area. Based upon the total number of multiple -family housing units in these areas, it is estimated that 28,500 TPD are generated by these land uses. In the western portions of the City, I there are concentrations of multi -family housing around and within golf course communities known as Colony West and Woodmont, within the Kings Point community around Nob Hill Road north of McNab Road;- In Land Section 5 and other locations. There are approximately 3,480 existing multiple -family DU around the Colony West golf course area, which is located east of Nob Hill Road, west of University Drive, south of McNab Road and north of NW 61" Street. 'There are approximately 1,230 existing 11-87 multiple -family DU within the Woodmont Country Club community, which is located east of Pine Island Road (NW 881' Avenue), west of University Drive, south of Southgate Boulevard and north of McNab Road. There are approximately 3,500 existing multiple -family DU within the Kings Point community, which is located generally west of Nob Hill Road (although a small portion is east of Nob Hill Road), between NW 80"' .Street on the north and NW 711 Place on the south. Finally, there are approximately 2,870 existing multiple - family DU located elsewhere in the City including Land Section 5, along Southgate Boulevard near Nob Hill Road and east of University Drive and a few other locations. The total number of existing multiple -family DU in wester Tamarac is approximately 10,220 DU. Based upon the total number of multiple - family housing units in this area, it is estimated that 61,972 TPD are generated by these land uses. The total number of vehicles trips generated by existing multiple -family housing within the City is estimated to be 90,472 TPD. Attractors 1. University Hospital and Medical Center (UHMC) - This land use is located west of University Drive approximately midway between McNab Road and Southgate Boulevard. The UHMC campus area encompasses some 30± acres of land housing approximately 330 beds, 110,00 square feet of medical office buildings and approximately 1,000 parking spaces. Immediately adjacent to the UHMC campus is several other office buildings housing primarily medical uses. Approximately 120,000 square feet of additional office space and 450 parking spaces exist in these projects. Based upon ITE estimates and allowing for some internalization, approximately 5,535 TPD are thought to occur at the UHMC campus area. 2. Commercial Corridors — University Drive is the primary north/south commercial corridor in western Tamarac. SR 7/US 441 is the primary commercial corridor in eastern Tamarac. Commercial Boulevard and McNab Road are the primary east/west commercial corridors in the City. These corridors contain the vast majority of the City's commercial development. There are approximately 327± acres of existing commercial uses primarily made up of "strip" commercial shopping centers, offices, restaurants and specialty stores. It is estimated that 2,800,000 square feet of buildings exist which could attract approximately 227,900 TPD. 3. Land Section 7 Industrial Complex — The primary industrial area in Tamarac is located west of Nob Hill Road, east of the Sawgrass Expressway, north of Commercial Boulevard and south of McNab Road. This area includes approximately 500 acres of industrial land area. There are a wide variety of approved land uses including a hotel, commercial, manufacturing, warehouses and trucking terminals, etc. It is estimated that approximately 1,600,000 square feet of industrial buildings exist as of December 2003. This total amount of square footage would theoretically attract approximately 8,640 TPD. III Analy_ is of theAyailability f Transl2ortation Facilities and Services to Serve Exitting Land Uses As the City is approximately 98% built -out and existing roadways currently serve virtually all areas of the City, no additional major roadways will be necessary to serve the community at buildout. The largest problem is the capacity and current/future traffic volumes of several of the existing roadways, primarily major State roads and Broward County Arterial roadways. The City is located in the northwestem portion of Broward County and in the middle of the overall southeast Florida Metropolitan area. Several of the existing major roadways have been widened for the most part to their maximum lane expansions, including University Drive, Commercial Boulevard and SR 7. Some future roadway expansion is warranted for portions of Nab Hill Road north of Commercial Boulevard, Pine Island Road north of Commercial Boulevard, Rock Island Road north of Commercial Boulevard and Bailey Road east of Rock Island Road. Both McNab Road and Commercial Boulevard are major east/west routes between the western suburbs of Broward County and the coastal areas. Likewise, University Drive is the major north/south roadway in westem Broward County. The roadway system is adequate for land uses within the City; however, the City experiences a great deal of "cut -through" traffic from the adjoining cities of Coral Springs, Lauderhill and Sunrise. This added traffic affects many of the roadway segments within the City from a concurrency and operational aspect. Therefore, the existing roadway system is deemed adequate to serve the City land uses. (See Map II-10) As mentioned earlier, Tri-Rail is available but not conducive to general use because the transit stations are some distance away from the primary residential areas of the City. Also, the City has a higher number of elderly residents that reduce the need for such service, primarily related to work trips. BCt Route 62 does provide service from the City to the nearest Tri-Rail station located at Cypress Creek Road and 1-95. The closest distance from any portion of Tamarac to the Tri-Rail station is about 2± miles with the most western areas 6± miles away. Bus service is felt to be excellent with service available to almost all residents by either a BCt bus route or one of the three City mini -bus routes (See Maps 11-2A and 11-213). The major provider of service is the Broward County Mass Transit Division (BCt), which operates the countywide bus system. The county also contracts with private vendors for public school busing, handicapped and Social Service Transportation (SST). As mentioned earlier, the City has a mini -bus system with three (3) convenient routes serving most of the individual neighborhoods within the City. Other service providers include private taxi service companies, limousine companies and the Greyhound/Trailways Bus Company. Broward County is characterized by a suburban land development pattern and consequently by relatively low residential land use densities and few activity focal points. There are few major corridors with significant transit trip origins and destinations. Given the multitude of local govemments in Broward County, dense roadway network, an average vehicle occupancy ratio of 1.56 and a relatively affluent population, the County's average transit modal split is only 1.15 percent of total daily trips (City is 2.6%). I I-89 Because BCt provides the major bus transit services, the City's role in regional transit planning is limited. While BCt provides the primary transit service for Tamarac, the City is active in transit planning with regard to monitoring County actions and providing local input where necessary. Of course the City directly controls planning, route alignments and headways for the City mini -bus system. The County's Mass Transit operation is primarily a large passenger bus system operating on the existing highway network. The average seating capacity of Broward County Transit buses is 45 persons. Considering .the capacity of the fleet and the provision of generally either 30 or 60 minute headways for all of the routes (some headways are less during peak periods), the overall capacity of the system far exceeds the level of existing ridership. Even with ample transit system capacity and existing congested roadways in the region, the vast majority of the local population still prefers the automobile as a means of transportation. Transit planning activities are carried out by the Urban Transit section of the Transportation Planning Division of the Broward County Department of Planning and Environmental Protection (DPEP). The transit planning and operations staff monitors ridership and periodically alters routes and operations. The County staff is also charged with preparing the County's Transit Development Program which summarizes future capital and operations improvements. BCt is a fixed -route, fixed -schedule bus system operated by the Broward County Mass Transit Division with the main hub operating from Downtown Fort Lauderdale. BCt operates 7 days a week with maximum service provided on weekdays. Weekday service hours generally run from 5:00 A.M. to 10:30 P.M., with most routes operating on half hour headways. Saturday service operates almost the same as weekday service, with all routes in operation and some minor changes in headways and service hours. On Sunday a reduced route schedule is available between 9:00 A.M. to 8:00 P.M. with all routes operating on one -hour headways. The County's main bus maintenance facility and the Broward County Division of Mass Transit main office is located in the City of Pompano Beach on Copans Road just east of the Florida Turnpike. The BCt charges low fares for riders. Reduced fares for senior (65 years old plus) and handicapped citizens are available. Monthly unlimited use passes are also available. The weekly pass is targeted mostly for tourists and is sold at many hotels and motels. BCt interfaces with the Dade and Palm Beach County transit systems to provide tri- county service. Dade County's METROBUS links with BCt at locations in south Broward County and the Aventura Mall in North Dade County. BCt also connects with the Palm Beach County Palm -Trans system at the Boca Town Center Mall and, at Mizner Park. Finally, the County's Tri-Rail stations are served by nine (9) BCt routes. Para -transit Service is a specialized transportation system provided for the County's elderly and handicapped persons. Services are available to qualified persons who live within three-quarters of a mile of regular bus service. The hours of operation are the same as the Broward County bus system. Fares range between $1.50 each way for trips scheduled in advance and $5.00 each way for trips scheduled on the same day. 11-90 The school bus system serves the one existing public school in Tamarac and is provided by a private company contracted by the Broward County School Board. The system provides free service to all students enrolled at public schools whom live more than two miles from their respective school, or who otherwise lack safe accessways to a less distant facility. The Greyhound/Trailways Bus line provides regional, statewide and interstate travel. They provide fixed service seven days a week as well as specialized service. Service areas for BCt bus service are defined as a one -quarter mile corridor around the route. The adopted level of service set by Broward County states that at least 70% of all residences and employment locations have access to fixed route transit service. System capacity is analyzed by service frequency, or headway, and the seating capacity of the vehicles in relation to ridership_ The existing level of service, according to Broward County's Transportation Element, is above the 70% coverage rate countywide. Tamarac is within the County's northwest isector and includes one of the County's highest density TAZs (455). The City has one of the highest transit service levels in the County where a high percentage of the population is served by fixed transit service. Evaluation of service area coverage is based on how well a system services the general population, special transit captive groups, and the accessibility of service between these groups and major work, shopping, medical and recreational facilities within the community. Mass transit ridership is significantly influenced by auto ownership. Zero or single auto households are in greater need of transit service than other households. As stated previously, according to the 2000 US Census, approximately 90% of all households have at least one automobile while 44% of all households have two or more vehicles. In addition, senior citizens are also more apt to utilize public transportation. An identification of these target groups and areas were made to identify existing service needs. This may be the primary reason the City's transit modal split is 2.6% Demographic data provided in the 2000 U.S'. Census and interim period updates were analyzed to identify the City's level of transit dependency as compared to Broward County's based upon area of low income, concentrations of senior citizens and concentration of persons whose means of transportation to work is by bus. According to the 2000 US Census, Tamarac had a median household income of $34,290. The Broward County median household income was $41,691. The City's median household income was 18% lower than the County's. The Table below indicates that according to the 2000 US Census, 37.8% (47.6% in 1990) of total population was at least 65 years of age or older. In addition, the percentage of households with no vehicles available was 15%, which is considerably higher than adjacent municipalities. The presence of a relatively high proportion of elderly persons and a significant number of households with no vehicles available indicates a generally higher demand for public transportation in the City of Tamarac. IMAI . City of Tamarac Transit Dependency Demographics Age: Age. % Using Public Median % Under is % Over 65 Transportation Income 13.4% 37.8% 9.5% 1 $34,290 Source: 2000 U.S. Census Despite the relatively high overall use of transit services, the City will examine Transportation System Management (TSM) techniques and Transportation Demand Management (TDM) strategies to encourage residents to use transit services and reduce motor vehicle use. According to the. 2000 US Census, approximately 1.9% of persons in Broward County utilized public transportation (buses) for work trips. This compares to only 1.2% for Tamarac worker trips. The Broward County Transportation Element contains a detailed discussion of various techniques and strategies. The City's GOPs provide for selected items the City will pursue during the planning period. Tri-Rail Tri-Rail is a sixty-seven (67) mile at -grade commuter rail line serving Palm Beach, Broward and Miami -Dade Counties. Tri-Rail service connects to Metrorail in Miami - Dade County at the Tri-Rail/Metrorail Station and to Miami International Airport (MIA) via a shuttle bus service provided at the last stop. Tri-Rail currently operates thirty (30) weekday trains, twenty (20) Saturday trains and ten (10) Sunday trains. Operations begin at 4:45 A.M. and end at midnight. Tri-Rail has begun a three (3) phase improvement program. Double tracking within the rail corridor was included in the first phase of improvements. Future improvements include extending Tri-Rail further south to connect to the MIA and replacing the signaling system. Tri-Rail is also in the process of upgrading its stations to include more amenities and landscaping. The Florida Legislature established a Regional Transportation Authority for Miami -Dade, Broward and Palm Beach Counties in 2003. However, a requested funding mechanism was not included. This funding issue has generated some controversies and questioned Tri-Rail's service, performance and future presence. High Speed Rail In February 1996, the Florida Department of Transportation selected Florida Overland Express to be the high-speed rail franchise. The Florida Overland Express was proposing a high-speed rail system that would have been capable of operating at speeds of two -hundred (200) miles per hour. Stations were proposed to be located in Miami, western Broward County and West Palm Beach. In 1999, the newly elected Governor of Florida discontinued the concept of the high-speed rail in the state. In November 2000, a statewide referendum was approved by the voters of Florida to pursue the concept. Planning activities have been occurring since that time. 11-A2 Analysis f the Exiistiiijg and Pro osed TranspaqAtion Syfitem to EyacuaLe the Coastal Po ula ' n Prior to an lm n in Natural 2191*tor According to the Broward County Hurricane', Evacuation Plan (BCHEP) prepared by the Division of Emergency Preparedness, no area of the City of Tamarac is identified for evacuation. According to the Broward County Department of Emergency Management, individual municipalities are not specifically designated to utilize individual hurricane shelters. Therefore, residents from the City would be welcome to travel to any shelter located within Broward County. There are no shelters located within the City's municipal limits. The closest shelters are Piper High School located on NW 44t' Street between University Drive and Pine Island Road in the City of Sunrise and Boyd Anderson High School located on NW 41"Street just east of NW 311 Avenue in the City of Lauderdale Lakes. Piper High School is convenient to the western areas of the City while Boyd Anderson High School is convenient to the eastern areas of the City. The shelters are opened, supplied and operated by the Red Cross, which coordinates with the local school administration, and Broward County. Figures II-8 and II-17 depict the specked evacuation routes to the shelters. In general, within 12 hours of a storm's anticipated landfall or coastal impact, evacuation notice is given to residents. The primary routes for residents seeking shelter would be south along Nob Hill Road, Pine Island Road and University Drive to NW 441h Street to reach Piper High School and east along Commercial Boulevard, then south on NW 311 Avenue to NW 41", Street. Residents seeking to evacuate the region in general would take the Sawgrass Expressway to either 1-75 or to the Florida .Turnpike and 1-95, or one of the other principal arterial roadways northward or eastward to the Florida Turnpike or 1-95. Based on the above analysis, the transportation system is deemed adequate for evacuation should the need arise. Analysis of Growth Trends Travel Patterns Int ractions Between Land Use and Trans ortati n Facilities and COMRatibffly Between Future Land Uses and Transpqrtation Elements. The City of Tamarac's current growth trend can best be described as "infill", as the City is approximately 98% built -out in 2003. The�only substantial remaining lands are in the new Tamarac Commerce Park and Westpoint DRI area (Land Section 7) and commercial parcels .along Commercial Boulevard, McNab Road and University Drive. Build -out, other than commercial and industrial areas can be expected in less than 5 years depending on market conditions. Most of the commercial growth has been small service type complexes along the major roadways. The vast majority of recent residential development has been in the Kings Point community on Nob Hill Road in the northwest.comer of the City. The industrial area of the City is now substantially built -out with only about 32 acres of vacant land remaining. Travel patterns are well established. Interactions between land uses and transportation facilities are monitored by FDOT, Broward County and the City during platting end/or site plan approval processes. This element was prepared to be consistent' and compatible with the Future Land Use Element and other community's Transportation Elements, including the Broward County Transportation Element, the Broward County Land Use Plan, the Long Range Transportation Plan, the Year 2015 Cost Feasible Plan (CFP), the Florida Department HAS of Transportation's Adopted Work Program, the County's Transportation Improvement Program (TIP), the Tri-County Rail Transit Development Plan and the Broward County Bicycle Facilities Network Plan. Analysis of Existing and Projected InLermodal Deficiencies and Needs There are no identifiable intermodal deficiencies noted within the City. City residents are anticipated to continue the use of automobiles for primary travel purposes as is common in Broward County, where 98.9% automobile use is the current modal split. The City has an excellent City mini -bus service and is well served by the BCt transit system. Access to the Cypress Creek Road Tri-Rail Terminal is available via BCt Route 62 but not in high demand primarily because of the elderly retired population. Analysis of the Projected Transportation Level of Service and Systam Needs The City is approximately 98% builtout. There are approximately 152 acres of vacant land as of late 2003. Following is an estimate of future additional traffic that could be added by development within the City.. Certain assumptions were made for typical plot coverage. ITE generation rates were utilized to examine probable rates by use. Most new single-family development is now zero lot line homes averaging 6 DUA. Commercial traffic generation estimates are based on ITE retail commercial shopping center generation rates as a worst case as some uses may be office uses at substantially fewer trips per day. Industrial traffic generation estimates are based on general manufacturing and warehousing uses. Broward County maintains a countywide concurrency computer model program that monitors existing traffic and future estimates. Therefore, the following is a worst -case scenario: A. Residential Single-family = 76 DU @ 10 TPD = 760 TPD B. Commercial 96.58 AC @ 20% coverage = 841,405 sq. ft. 841,405 sq. ft. @ 80 TPD per 1,000 sq. ft. = 67,312 TPD C. Industrial 32.25 AC @ 30% coverage = 421,443 sq. ft. 421,433 @ 5.4 TPD per 1,000 sq. ft. = 2,276 TPD Total = 70,348 potential TPD Source: City of Tamarac 12/2003 Note: No vacant multi -family land exists in 2003. I1-94 The previous analysis identified potential capacity problems to accommodate the future growth. Some State and County roadway segments need to be widened and/or capacity improvement made but most.of the roadways with the capacity problems are built as maximum cross sections. Widening would be very expensive in some instances as private property would have W be condemned, not possible in others and could cause more harm to adjoining land uses. The Broward County Transportation Element contains a detailed analysis of the current and future public transit network needs. This analysis was performed by taking the future bus route system and superimposing it over a database associated with the 2015 TAZ Map. The results of this analysis show, that the future public transit network would meet the adopted transit level of service standard. Additionally, some needs for the year 2015 were identified and are as follows: Estimated fleet size: 700 buses (including 20% spares) • System highlights: Regional Park and Ride network, local routes including existing and new as proposed in Transit Development Plan, plus additional new local routes conceptually consistent with the 2010 Regular Transit Network, with 7.5 minute headway service on most routes. Established Daily Ridership: 448,000 boardings and 230,600 local bus trips. There are portions of missing bikeway/sidewalk segments that could eventually complete a more comprehensive citywide system. The City has studied appropriate locations for connecting missing segments, has constructed several missing links and plans to significantly complete the system in the near future. Some roadway cross sections would preclude the construction of some missing segments. (See Map II-12) As mentioned previously, no airport or seaport facilities are located within the City, therefore, integration and coordination analysis is limited to flight path restrictions for Fort Lauderdale Executive Airport. The two (2) railway corridors have existed for many years and other than maintenance and Kane widening on the Tri-Rail route, no expansion is warranted. The following is a summarization of the Broward County Transportation Element modeling process (Broward County Transportation Element, pages 3-131 to 3-143). In March of 1997 the Department of Community Affairs (DCA) met with the Broward County League of Cities Technical Advisory Committee (TAC) to discuss the implementation of subsection 163.3177(6)(i)(8), F.S. It was concluded from these meetings that it was not necessary for all 29 municipalities to independently model changes to land use intensities. However, a coordinated countywide effort was chosen, with Broward County taking the lead role. A TAC subcommittee was formed comprised of eight (8) representatives from differing municipalities within the County. Additionally, representatives from the Broward County and South Florida Regional Planning Council were part of the subcommittee. Initially, 11-95 seven (7) future land use scenarios were provided for consideration. At the meeting, the subcommittee members proposed five (5) additional scenarios for consideration. After a brief presentation of each scenario and division among the subcommittee members, the twelve (12) scenarios were shortened to three (3). These three (3) scenarios were then taken to the TAC as the subcommittee's recommendation. For more detailed information pertaining to these three (3) scenarios, please see the Broward County Transportation Element, page 3-134. The Florida Standard Urban Transportation Model Structure (FSUTMS), maintained by the Broward County MPO, was the travel demand forecast model used to model alternative land use intensities. This is a four -stage gravity model and is structured around the following steps: • Trip Generation • Trip Distribution • Model Choice • Assignment The FSUTMS model generates trips at each traffic analysis zone (TAZ) from land use variables (population and employment). Trips are distributed between zones using a gravity concept and function factors. Trips are then split between highway, transit and other modes using mode choice concept. Highway trips are converted to auto trips using an appropriate auto occupancy rate. Auto trips are assigned to the highway network according to equalization concept based on speed and capacity of each highway facility in the network. The preliminary modeling that was done for the three selected scenarios all had modal split lower than 'the baseline scenario. The models were then tweaked with suggestions made by the TAC and the final modeling results are shown in the following Table: TABLE II-7 Final Result of 2015 Model Runs Characteristic Baseline Nodes Corridors Total Person Tri s/Da 5,212,253 5,565,885 7,138,472 Intrazonal Person Trips/DayTrips/Day 153,888 167,252 249,678 Mode S lit includes Tri-Rail 1.51 1.61 1.63 Total VMT* 36 482,580 38,141,252 44,653,860 Total VHT** 1,536,529 1,615,902 2,017,919 Congested Speed (mph) 25.2 25.5 23.5 Daily Transit Ridership includes P&R and Tri-Rail 78,855 89,655 116,040 Source: Broward County Transportation Planning Division, 1998. *Vehicle Miles Traveled **Vehicle Hours Traveled As Table II-7 shows, modal split increased from 1.51 with the baseline scenario to 1.61 under the node intensification scenario and to 1.63 under the corridor intensification scenario. Daily transit ridership also improved under both scenarios. The mode intensification scenario produced 89,655 daily transit riders per day and the corridor intensification scenario produced 116,040 daily transit riders per day. The mode intensification scenario produced 1,658,672 VMT per day over baseline, while the corridor intensification scenario provided 8,171,280 VMT per day over the baseline.. The increase in VMT is always accompanied by an increase in congestion and air pollution. This impact should be weighed against the increase in transit ridership and the improvement in modal split demonstrated by both the node and corridor scenarios. The modeling results are consistent with the weight of data, which shows that intensifying land uses along public transit corridors can improve transit ridership. The modeling results also indicate that land use intensification must include some form of transit enhancements as needed in order to attract and absorb additional riders generated by land use intensification such as headway reduction: The modeling exercise, however, has several important constraints that mitigate against wholesale future land use map amendments along the identified corridors: Inadequacy of FSUTMS: The FSUTMS model was not intended to be used for land use analysis although it is used for this purpose throughout Florida. The existing problem with using FSUTMS for this purpose is not the land use data but the connectivity to the highway network and the relationship between the land' uses within a TAZ. Existing connections are sometimes not representative of existing conditions and commercial development is connected by the same connector used by residential development. Commercial development occurs primarily along the perimeter of a TAZ while residential development occurs primarily within a TAZ. These factors must be weighted before accepting the results of this analysis. Macro The model runs assumed the TAZ at densities higher than those existing. Higher densities are practical when a TAZ is primarily undeveloped, but are unlikely when they are more fully developed. • Political constraints: The governing bodies for Broward County and its municipalities are not likely to 'accept future land use map amendments based upon the results of a modeling exercise. Such an approach would be deemed "revolutionary' instead of "evolutionary". If improved transportation and land use planning are to succeed, it will occur on an evolutionary or incremental basis. 1I3M Based upon the model results, the following recommendations were made in the County's. Element: Broward County, in conjunction with the affected municipalities, the MPO, the FDOT, and the DCA, will select at least one of the six (6) identified roadway corridors for a demonstration project on transit oriented design and development. The corridor selection will be based upon such factors as: a) The degree of municipal interest in the corridor. b) The amount of undeveloped land and the potential for redevelopment of existing land. c) The potential for implementation. The demonstration project should include the following components: • Preparation of an overlay transit oriented corridor (TOC) zoning district that would be adopted by each municipality along the corridor. • Development of a long-term roadway and public transit monitoring system. a Grants funding for the demonstration project. • Improving public transit access along the corridor. I1LOM Analysis of Pr ects Planned Oy the Flo 'da De rtment of Trans ortation's AdoRfpd Work PLogramAOtIVROIltan Planning Organization and Local Transpqrtation Authority, TABLE 11-8. Scheduled Transportatiorn System Improvements ANTICIPATED ROADWAY IMPROVEMENT YEAR COST Bailey Road Two (2) Lane Addition to 2004/05 $4.925 M SR 7 to NW 60 Avenue Create a 4L Roadway Commercial Boulevard Safety Project 2004105 $3.983M (NW 31' Ave to Powerline Road) Florida Turnpike Signing and Pavement 2003/04 $42 K Markings Florida Turnpike Signing and Pavement 2003/04 $254 K Markings Nob Hill Road (Commercial Blvd. Landscaping 2004/05 $263 K to Westwood Drive NW 82nd Street (SW Comer of Construct Sidewalk 2005106 $91 K Southgate Blvd and University Dr SR 7 (Commercial Blvd to Resurface Roadway 2005/06 $5.449 M Oakland Park Blvd Commercial Boulevard Safety Project Underway $770 K NW 64"' Avenue Florida Turnpike Interchange Improvements Underway $518 K Commercial Blvd McNab Road Landscaping Underway $34 K (University Or to east City Limits Sawgrass Expressway Two (2) Lane Addition to Underway $23.391 M Sunrise Blvd to Atlantic Blvd Create a 61-13 Roadwa Commercial Boulevard Resurface Roadway, Underway $6.26 M (Florida Turnpike to NW 31 Ave) Median Modifications, New Traffic Signals Southgate Boulevard Linear Bikeway Underway $498 K (Xway to east University Drive) Note: BCMPO TIP lists project boundary east to City Limit. The FDOT has been proposing to construct a Staging Lot for Tandem Trailers on a parcel of land within'the City of Sunrise south of Commercial Boulevard and west of the Sawgrass Expressway at a cost of $713,000. The City of Tamarac has concems with this improvement based on need, appearance and safety. niflcant Acciden and F*41ity Anallysils Although not required by Statute or Rule to be provided, the City has researched both accident data and fatality data to observe if safety problems are occurring with roadway designs and/or operations. From 1990 to 1996 an average of 24,750 accidents occurred in Broward County on an annual basis according the County's Transportation Element. Also, during that same period, an average of 199 persons dies each year in vehicle accidents. According to the Broward Sheriffs Office (BSO), within the City of Tamarac, 17 persons lost their life in vehicle accidents in 1998 and 18 persons lost their life in 1999. This represents about 9% of all vehicle fatalities in Broward County. The City of Tamarac comprises about 3% of the total land area within Broward County, therefore, a higher than average percentage of accidents occurs in the city. This may be due to the higher percentage of elderly drivers residing within the city coupled with the high traffic volumes on the two major roadways. The County's element also contains a listing of the top 10 intersections with the most accidents. None of the intersections on the County's list are within Tamarac. As can be expected, the majority of accidents occur along Commercial Boulevard and University Drive. The following intersections were identified in the 1997 Transportation Element and recently by BSO as having the highest accident frequency during the period 1994 to 1999: • University Drive and NW 874 Street • University Drive and Commercial Boulevard • University Drive and NW 68' Street • University Drive and McNab Road • University Drive and Southgate Boulevard • Commercial Boulevard and the Florida Turnpike Entrance • Commercial Boulevard and Nob Hill Road • Commercial Boulevard and Pine Island Road • Commercial Boulevard and. SR 7 • Commercial Boulevard and NW 316t Avenue Appended to this element is the traffic accident exhibit for 1994-96 that was attached to the City's 1997 Transportation Element. Analysis of Maintenance of A o ted Level of Servic LO dards Broward County and the FDOT have adopted LOS D for all arterial and collector roadways under their jurisdiction. The City of Tamarac has adopted LOS D for all City Collector roadways and LOS C for all local roadways. Existing volumes are generally within acceptable LOS limitations except for the following roadway segments: 11-100 CITY OF T' MARA OVERPAPAPITY ROADWAY5EGMENT§ 2003 AADT / PEAK HOUR Roadway Seamen Southgate Boulevard east of University Drive Commercial Boulevard east of University Drive Commercial Boulevard east of NW 64"' Avenue Commercial Boulevard east of Rock Island Road' Commercial Boulevard west of SR 7 / US 441 Commercial Boulevard east of SR 7 / US 441 Commercial Boulevard east of NW 31' Avenue Commercial Boulevard east of NW 21 "'Avenue Bailey Road east of Rock Island Road Pine Island Road north of McNab Road University Drive north of Commercial Boulevard University Drive north of McNab Road Rock Island Road north of Commercial Boulevard SR 7 / US 441 north of Commercial Boulevard Existing LOS LOS F / Peak E LOS F / Peak E LOS E / Peak E LOS F / Peak F LOS F / Peak F LOS F / Peak E LOS E / Peak D LOS E / Peak E LOS F / Peak F LOS E / Peak E LOS F / Peak E LOS E / Peak E LOS E / Peak D LOS E / Peak E As the remaining few properties are developed, additional traffic volumes can be expected. All of the roadways with existing and projected LOS problems are either State or Broward County roadways, except Southgate Boulevard and Bailey Road. The City has limited ability to address design or operational problems on those roadways. Without some improvements to the listed. State and County roadway segments, the traffic problems will increase, resulting in unacceptable LOS. Roadways in need of study and/or improvements include: Southgate Boulevard East of University Drive -'existing traffic is 25,200 AADT / 2,203 Peak Hour and is projected to increase, about 4% by 2009 and 13% by 2025. Many motorists from Coral Springs and Tamarac use this segment of roadway as a shortcut to either, SW 81 It Avenue, Rock Island Road or SR 7 to travel south to McNab Road or Commercial Boulevard. LOS D capacity for this segment of the roadway is 21,700 TPD AADT / 2,070 Peak Hour. The roadway is classified as a Collector roadway; therefore, the theoretical capacity is less than an arterial roadway. The City should request that the MPO consider changing the Functional Classification to a Minor Arterial roadway. The roadway connects to several Major Arterial roadways from Nob Hill Road to SR 7. The roadway has a 4LD cross- section. If the classification were changed, there would not be a capacity issue. Commercial Boulevard + East of University Drive — existing traffic ranges from 53,900 AADT / 4,684 Peak Hour to 59,200 TPD AADT / 5,405 Peak Hour and is projected to increase significantly on several segments in the future (from about 2-8% by 2009 and up to 30% on some segments by 2025. LOS D capacity for this segment of roadway vanes by segment due to signal spacing. The traffic volumes currently exceed and are projected to continue to exceed the LOS D generalized capacity; therefore, some improvement may be warranted. This roadway is a major east/west principal arterial moving traffic from the northwestern Broward County municipalities of Coral Springs, Lauderhill, Sunrise, and Tamarac to the east side of the County. The roadway is built as a 6LD roadway and further widening would be very difficult because of adjoining development. The recent FOOT Turnpike Interchange improvements should provide some relief, however the roadway is expected to still have capacity problems. Also some discussion is occurring to make the SR 7 / Commercial Boulevard intersection a fly -over design. Bailey Road « East of Rock Island Road — existing traffic is 13,600 AADT / 1,300 Peak Hour and is projected to increase to about 24% by 2009 and 55% by 2025 on the segment east of Rock Island Road. LOS D capacity for this segment of the roadway is 10,000 TPD MOT / 950 Peak Hour on the eastern segment and 14,600 TPD MOT / 1,390 Peak. Hour on the western segment. The roadway segment from NW 64' Avenue to Rock Island Road was recently widened to increase capacity. The same needs to be done for the segment from Rock Island Road to SR 7. The western one-half of the roadway segment is within the City and the eastern one- half is in unincorporated Broward County, The Broward County TIP includes the re -construction of the roadway to a four -lane facility in 2004- 05. University Drive North of Commercial Boulevard -- existing traffic is 57,100 AADT / 4,950 Peak Hour and is anticipated to increase slightly to 58,000 TPD AADT / 5,468 Peak Hour by 2025. LOS D capacity is 49,200 TPD AADT / 4,680 Peak Hour. This is a FOOT principal arterial roadway handling traffic between the western Broward County municipalities. The roadway capacity problems are beyond the City of Tamarac's responsibilities_ The City will coordinate with FOOT and adjacent communities to study solutions. 11-102 South of McNab Road — existing traffic is 53,500 AADT / 4,975 Peak Hour and is projected to increase to about 59,000 by 2025. The County did not provide a 2025 projection for this location but did north of the intersection. The above forecast is factored from other roadway segments. See the comment above as to the status, of seeking solutions to improving LOS. LOS capacity for this segment Is 49,200 TPD AADT / 4,680 Peak Hour. North of McNab Road -- existing traffic is 49,200 AADT / 4.575 Peak Hour and is projected to increase to 59,700 TPD AADT / 5,552 Peak Hour by 2025_ The existing traffic counts are somewhat less than in 2000 when the original data was reviewed for this element. See comment above as to the status of seeking solutions to improving LOS. LOS capacity for this segment is 49,200 TPD AADT / 4,680 Peak Hour. + South of Southgate Boulevard — existing traffic is 45,000 AADT / 3,902 Peak Hour and is projected to significantly increase to 60,000 TPD AADT / 5,580 Peak Hour by 2025. The existing traffic counts are somewhat less than in 2000 when the original data was reviewed for this element. The City questions this projection given the built -out status of the City and surrounding communities. See comment above as to the status of seeking solutions to improving LOS. LOS capacity for this segment is 49,200 TPD AADT / 4,680 Peak Hour. Rock Island Road South of Bailey Road — existing traffic is 31,000 AADT / 2,552 Peak Hour and is projected to significantly increase to 43,400 TPD AADT / 4,036 Peak Hour by 2025. Again' the City questions the County's future projection given the built -out status of the City and surrounding areas. The V/C falls slightly below the' LOS D threshold at present. The road will need to be widened to a six (6) lane facility if traffic increases as forecasted. LOS D capacity for the roadway is 31,100 TPD AADT / 2,950 Peak Hour. The County identifies the need to add two lanes by 2025. SR7/US441 Both North and South of Commercial Boulevard --- existing traffic is about 53,000 AADT / 4,600 Peak Hour and is projected to Increase significantly to about 64,000 TPD AADT / 5952 Peak Hour by 2025. LOS D capacity for the roadway is 49,200 TPD. The existing V/C falls slightly below the LOS D threshold at present. The FDOT is studying a Corridor Improvement Plan for the entire SR 7 / US 441 corridor at present from Sample Road to Orange Drive. Also, some discussion has occurred' to re- construct the Commercial Boulevard / SR 7 intersection as a fly -over design similar to the new Sunrise Boulevard design. This would significantly improve roadway operations although an impact will occur to adjacent land uses. IM wi The long-range (Year 2015) improvement plans by Broward County previously identify the construction of a six (6) lane Limited Access Expressway on McNab Road from University Drive easterly to 1-95. McNab Road is already a six (6) lane divided roadway from Pine Island Road to east of 1-95. The land uses adjacent to McNab Road east of University Drive include retail commercial, office and residential developments. All uses have direct access to the roadway. The City would be opposed to the demolition of any development or denial of access to implement this program. The proposed project will serve to create only additional through traffic that will not be generated as a result of growth within the City of Tamarac. Additionally, there is not sufficient right-of-way available to construct such a project without significantly impacting existing development within the City. Tamarac would receive significant negative impacts on existing and future development and greatly increased traffic volumes. East of the City Limits there is limited development abutting the roadway that could allow the proposed facility. The new Broward County long range forecast (2025) deleted the improvement. Given existing traffic volumes (LOS C) and the extent of the build -out of Tamarac and western Broward County would not suggest any improvements. The City will coordinate with FDOT and Broward County to study this matter further. Analysis of Internal Cansistsngy DoW-yen Elements No inconsistencies are known to exist between elements of the City's adopted Comprehensive Plan. No land use compatibility issues are known to exist related to the various transportation modes. The Future Land Use Element contains a complete analysis of growth trends and documentation on the availability of services, which were used, in conjunction with the Future Land Use Map, to prepare the data, analysis and GOPs for the Transportation Element. This element analyzed travel patterns through the provision of existing and projected roadway level of service data, and the analysis of transit service and usage. A discussion on land use patterns is also presented. The Future Land Use Map is the basis for the roadway LOS projections. Much of the City is built -out and re -development may not occur for many years, as most of the development is relatively new. Many of the development densities are controlled by Stipulated Settlement Agreements as a result of lawsuits. The City has fairly high densities along major roadways except in the commercial areas, which have typical suburban design characteristics. The element discusses the availability/accessibility of transit facilities and services, needs for improved transit service, coordination of different travel modes, park-n-ride facilities, coordination with State and County transportation programs, non -motorized circulation of bikes and pedestrians, and air travel facilities. There are no LOS problems noted on City roadways that cannot be addressed through the actions referenced herein. There is a need to address completion of a more comprehensive pedestrian sidewalk system. The Capital Improvements Element will need to be updated periodically to address this issue. 11-1 n4 Analysis of Trans ortati n Management Pro rams N cessa to Promote and Suppqrlt Publir, TranslRortatign SysteMs The City promotes and supports the use of Public Transportation Programs. As an example, the City has instituted a City mini -bus system to serve individual neighborhoods and link them to BCt busroutes and shopping facilities. The City supports adequately placed bus stops in attempts to increase ridership. Bus route notices are posted and available at City Hall. Most land uses have direct access to pedestrian walkways linking public transportation access points. The City attempts to participate with Broward County and FDOT on programs to the best of their ability given the size and buildout condition of the community. Contained within Broward County's adopted 1998 Transportation Element is Map No. 3-7 which depicts the locations of Broward County's designated Priority Transportation Corridors. Currently Broward County has designated a priority transportation corridor along University Drive. Although the County's Element designates these areas as Priority Transportation Corridors, there is no definition of these corridors contained within the Broward County Element. Policy 3.5.7 of the Broward County Element states that Broward County will complete plans for a demonstration project by December 2000. Oakland Park Boulevard was selected for the demonstration project. The City of Tamarac will monitor the County's progress of the demonstration project and evaluate the results of the project. Upon completion of the demonstration project and evaluation of the results, the City of Tamarac will evaluate the possible participation in such Transportation Corridor planning within the City limits in accordance with the Broward County Transportation Element. Appended to this element are copies of Broward County Map 3-7 depicting the map legend and geographic areas around the City of Tamarac. City Roadway Maintenance Many of the City's Collector and local roadways were built 40 */- years ago. Maintenance such as repaving, curbing improvements. and irrigation has not been consistently performed over the years. In the mid - 1990s the City's Public Works Department began an analysis of City's 130' miles of Collector and local roadways and prepared a study of the conditions. This information was presented to the City Commission for financial support. In 1997, the City retained the services of a consultant with special expertise in pavement management. All roadways were inspected and a Pavement Condition Index (PCI) number was assigned. This study was finalized in July 1998. Over $15 million dollars of recommended improvements were listed in the study. The City Commission has now adopted the recommendations and numerous improvements spread out over seven (7) years are now under construction. Fug Map Wig The following pages II-106 through 11-115 contain the Future Map series. f1 sfflsi k � J � . @ f . � k f a 7 � 0 �a 0�.. ■ ■ � ,l t )� 2� a, , ► � �� � \ � , ' � ■ � � ' ®iq"Y� � « ■ _.� A � \ ■. . . � �§ § k .. | ! . o LL GK LL 0a-2-stowe��• lit�z U � r FNWON *N �e O 91 a A .J V a CL a�i L W a 2 —OMIO.40 LL LLAM i� j N k �' ] 1 W VJ W w p it �p�Y�... s'i.,•;,.�aT� . �I rz, No Text p No Text No Text z ems-.,: J 19 48 M MV PiCMN t�er�rren U pww w" "dY Mr nw J w�a NI�NMV1 _ _ . U MkL4MAAN L w Ile C =7� (5 Q, W ev LL 0 U PpY IM rNN i[pow 6 ""-*aHL Mai u7 fqg IT em"gn IN rn r D 7 w �dV O um `� F LL. . i r Y•�1' r _ � Y m O 36 i fl �,0e: ti�a CITY OF TAMARAC COMPREHENSIVE PLAN TRANSPORTATION ELEMENT GOALS, OBJECTIVES AND POLICIES Goal 1: To develop and maintain an overall transportation system that will provide for the transportation needs of all sectors of the community In a safe, efficient, cost effective and aesthetically pleasing manner. Objective 1.1: To the extent that the City has control, the City will ensure that transportation facilities and services, for those roads Identified in this element, meet level of service standards established within the City of Tamarac Comprehensive Plan. Measure - Lane miles operating at an unacceptable level of service. Policy 1.1.1: To maintain those level of service standards identified within the City's Comprehensive Plan, the City shall, prior to final action on amendments to the City of Tamarac Comprehensive Plan, determine whether adequate municipal transportation facilities and services will be available to serve the proposed development. Policy 1.1.2: Prior to plat, site plan or other development or use approval, the City and/or County shall evaluate the transportation facilities and services necessary to meet the level of service standards established within the City of Tamarac Comprehensive Plan and will be available concurrent with the impacts of the development consistent with Rule 9J- 5.0055(3)(c), F.A.C. and the concurrency management . policies included within this element and plan. • Policy 1.1.3: The City shall enforce its land development code and regulations to determine that all new development in the City of Tamarac meets the level of service standards established within the Comprehensive Plan. The City's Development Review Committee (DRC) shall evaluate all development applications for compliance with the adopted Level of Service. Policy 1.1.4: In order to ensure that land development contributes a proportionate share of the cost of transportation facilities, the City of Tamarac will continue to urge Broward County to continue to implement the improvements, dedications and roadway impact fee requirements or actual construction in lieu thereof, contained within the Broward County Land Development Code, as amended. II-116 • Policy 1.1.5: The City will continue to coordinate review of proposed development with Broward County to insure collection of applicable impact fees for properties platted prior to March 20, 1979, using BroWard County's TRIPS Model, or as otherwise provided by law, to improve existing and future roadways. Policy 1.1.6: The City will review, at least annually, the Broward County Traffic Review and Impact Planning System (TRIPS) network report provided by Broward County to determine which facilities within the City of Tamarac are in compliance with development order intensities and are generating impact fees. • Policy 1.1.7: New development and re -development is required to pay its fair share of required improvements for off -site transportation system improvements by constructing facilities or by contributions to the City of Tamarac Local Impact Fee System. This is in addition to the Broward County Regional Transportation system improvements or impact fees. • Policy 1.1.8: The City shall annually update the Capital Improvement Element (CIE) improvement list to address transportation system deficiencies within the purview of the City or in collaboration with other government agencies. Policy 1.1.9: Continue to enforce Land Development Code requirements that address the following standards for development: a. Adequate transition and storage at access driveways; b. Access to arterial streets from driveways and local roads is limited; C. State and (County approvals for driveway permits are required; d. Onsite vehicle storage and parking for motorized and non -motorized vehicles is required; e. Sidewalk, driveway standards and signage are in place to prevent conflicts between street and pedestrian traffic; f. Criteria for landscaping, sight distances, clear recovery areas, median strips and rights -of -way. • Policy 1.1.10: The City shall coordinate with Broward County and FDOT to eliminate or modify street designs which could lead to hazardous conditions on county and state roadways. Policy 1.1.11: The law enforcement provider of the City of Tamarac shall prepare accident, summary reports for all streets in the City. II-117 Goal2: The City will coordinate with FDOT and the County, to exceed, by 2009, the regional level of service goal of an overall 10 percent reduction In the lane miles of the Regional Roadway Network within the City of Tamarac currently operating below level of service "D". Utilizing the Florida Department of Transportation's (FDOT) evaluation criteria, the roadways described (as of 6/04) in this element are considered to be over capacity. Developments proximate to these facilities will require traffic mitigation to the extent that the development degrades the level of service for the facility. Objective 2.1: The City will coordinate transportation improvements with the plans and programs of the SCMPO, Broward County Transit Division, FDOT (including its Five -Year Transportation Plan), the plans of adjacent municipalities and any appropriate resource planning and management plan prepared pursuant to Chapter 380, Florida Statutes, and approved by the Governor and Cabinet. Measure -- Percentage of lane miles and/or projects built which are consistent with the aforementioned plans. Policy 2.1.1: The City shall utilize the highway capacity methodology or other approved acceptable methodologies endorsed by the BCMPO and approved by the Broward County Board of County Commissioners to determine the capacities and levels of service on appropriate roadways. The City reserves the ability to address detailed capacity determinations by separate link analysis. • Policy 2.1.2: The concurrency management system shall establish the following roadway peak -hour level of service (LOS) standards for the purpose of issuing development orders and permits: 1. For the Florida Intrastate Highway System (FIHS) roadways within the City of Tamarac, the generalized two-way peak - hour level of service (LOS) standard established by the Florida Department of Transportation is: 111NEW FIHS Roadwa Segment LOS Peak Hour Volume Florida Tum ike South Ci limits to North City Limits D 9,840 Sawgrass Commercial Boulevard to North City Expressway Limits D 9,840 Source: Level of Service Manual, Excerpts from Tables 4-1 and 4-4, Florida Department of Transportation, (2002). 2. For non-FIHS transportation facilities and transportation facilities functionally classified as collector roads or higher, the generalized two-way peak hour LOS "D" standard volumes depicted on Table 4-4, Level of Service Manual, Florida Department of Transportation, (2002). 3_ For transportation facilities' 'previously designated as 110 percent maintain under the 1989 Comprehensive Plan, the generalized two-way peak -hour LOS standard shall be calculated by use of a K,ou factor, which will be applied to the 110 percent maintain volumes. The 110 percent maintain roadway segments and corresponding LOS standard are depicted in Appendix 3E of the Broward County Transportation Element Support Document as adopted by the County in November 1998. Definition: 110 percent maintain shall mean the number of trips on a road segment shall not exceed 110 percent of the existing LOS capacity of the roadway. 4. For "constrained roadway facilities, as defined herein, the City adopts the following LOS standards for each roadway segment. Definition: Constrained roadways are roads that cannot be expanded by the addition of two or more through -lanes because of physical, environmental or policy constraints. Physical constraints primarily occur when intensive land use development is immediately adjacent to the roads, thus making expansion costs prohibitive. Environmental and policy constraints, primarily occur when decisions are made not to expand a road based on environmental, historical, archaeological aesthetic or social impact considerations. II-1IP Constrained Segment LOS Roadway University Drive South City limits to North City Limits F Commercial University Drive to East City Limits F Boulevard 5. In accordance with the provisions in Chapter 163 F.S. the City may permit projects deemed to have a de minimus impact, which is an impact that would not affect more than 1 percent of the maximum volume at the adopted LOS of the affected transportation facility. No impact will be de minimus if it would exceed 110 percent of the sum of existing volumes and the projected volumes from approved projects on a transportation facility. • Policy 2.1.3: The City, through its membership in the BCMPO, will urge responsible State and County implementing agencies to plan their roadway systems to achieve and maintain at least a LOS "D" during peak hour. • Policy 2.1.4: The City establishes a minimum peak hour level of service standard of "D" for locally maintained collector roadways. + Policy 2.1.5: All other City -maintained local roads shall provide a minimum peak hour level of service standard of "C". + Policy 2.1.6: A local street is any roadway not designated as an arterial or collector facility on the Broward County Trafficways Plan. + Policy 2.1.7: Low cost improvements, such as the addition of turn lanes and more effective signage, will be considered before additional travel lanes are added to any local street. In addition, the impact to the lifestyles of adjacent neighborhoods should also be considered. + Policy 2.1.8. The City will work closely with developers and County and State transportation agencies in order to facilitate joint funding of transportation improvements. • Policy 2.1.9: The City will coordinate and cooperate with the State and County to improve roadways within the city. The City will work with the State and County agencies to modify signal timing and other road system features to make roadways safer and more user friendly for the city's elderly population. Policy 2.1.1 Q: The City will continue to participate in the Broward County Technical Coordinating Committee (TCC). Policy 2.1.11: The City shall coordinate with FDOT and/or Broward County to develop action plans for each over capacity roadway within the City of Tamarac. Policy 2.1.12: The City shall coordinate with Broward County to develop Transportation Demand Management (TDM) and Transportation System Management (TSM) programs to modify peak hour travel demand and reduce the number of vehicle miles traveled per capita within the City and region. Consistent with the Broward County Transportation Element, TDM strategies may include: a. Ridesharing programs — Ridesharing is a form of transportation, other than public transit, in which more than one person shares the use of the vehicle, such as a car or van, to make a trip. b. Flexible Work Hours — Allows employees to schedule their work hours so as to avoid driving during peak hours. C. Telecommuting -- Home -based employees primarily in information -oriented jobs. d. Shuttle Services — Buses, vans or cars used to provide transportation from remote parking locations to the workplace. e. Parking Management — Includes preferred parking, price parking, parking limitations and shared parking. f. Corridor Studies - Coordinated efforts between the County, MPO, FDOT and local governments which consider a wide variety of initiatives to encourage higher public transit use and transit -oriented design development. g. Congestion Management Plan (CMP) -- Priority strategies serving the County's Urban Inf"ill Area which is generally east of the Florida Tumpike intended to mitigate congestion and improve operational LOS. 11-1 2 1 TMS strategies may include: a. Roadway improvements — In lieu of traditional widening and construction, aftemative solutions are proposed to eliminate traffic problems such as corridor studies recommendations. b. Intersection Improvements -- Turn lane additions or other geometric improvements. C. Access Management — Control and spacing/design of driveways, ramps, medians, median openings, traffic signals and intersections on arterial and collector roadways. d. Signalization — Computerization of signals on roadways to improve traffic flows. Policy 2.1.12.11hrough participation in the MPO and coordination with the County and FDOT, work to reduce the per capita vehicle miles traveled (VMT) below the short-range projected daily per capita VMT of 19.42 by implementing TDM strategies and to improve operational aspects of transportation facilities by implementing TSM strategies. • Policy 2.1.13: Evaluate and rank proposed City roadway projects in order of priority in preparing improvement programs according to the following guidelines: a) Whether the project is needed to protect public health and safety, to fulfill the state's and/or county's commitment to provide facilities and services, or to preserve or achieve full use of existing facilities; b) Whether the project increases efficiency of use of existing facilities, prevents or reduces future improvement cost, provides service to developed area lacking full service, or promotes in -fill development or redevelopment; c) Whether the project represents a logical extension of facilities and services within a designated service area; d) Whether the project represents a development requirement for the approval of a project within an undeveloped area. II-129 Policy 2.1.14:The City shall implement 110 percent Maintain as the level of service for the purpose of issuing development permits for road segments which are constrained facilities and are operating below LOS D according to the Broward County TRIPS model. • Policy 2.1.15:The City staff shall continue to review the FDOT Five -Year Transportation Plan in order to update the City's Transportation Element and Capital Improvement Element. • Policy 2.1.16:The City shall review, for consistency and compatibility with this Element, th& Transportation Plans and programs of the adjacent municipalities as they are amended in the future. Objective 2.2: The City will enforce a concurrency management system that monitors and manages new growth in conformance with Florida's Local Government Comprehensive Planning and Land Development Regulation Act. Measure - Percentage of developments with facilities in place concurrent with ,the impacts of development pursuant to Policy 2.2.1 a-e below. Policy 2.2.1: The City of Tamarac development review and approval process will ensure that necessary facilities and services will be available concurrent with the impacts of development consistent with Rule 9J-5.0055(3)(c) through any of the following situations. Development Action includes any land use change, site plan approval, building permit, zoning permit, subdivision plat approval, rezoning, special exception, variance, or any other official action of the City Commission or other appropriate City official. This policy does not apply to FIHS facilities. (a) the necessary transportation facilities are in place at the time a Development Action is approved by the City Commission or other appropriate City officials or the Development Action is approved subject to the condition that the necessary transportation facilities will be in place consistent with City Code provisions; (b) the necessary transportation facilities are under construction at the time a Development Action is approved by the City Commission, or other appropriate City officials. (c) the necessary transportation facilities are the subject of a binding contract executed for the construction of those necessary transportation facilities at the time a Development II-123 Action is approved by the City Commission, or other appropriate City officials. (d) the necessary transportation facilities have been included in the Municipal, County or State annual budget at the time a Development Action is approved by the City Commission, or other appropriate City officials although the facilities are not yet the subject of a binding contract for their construction; and/or, (e) at the time a Development Action is approved by the City Commission, or other appropriate City officials, the City is able to assure that the necessary transportation facilities will be in place within a reasonable period of time consistent with the requirements of Rule 9J-5.0055(3Kc), F.A.C. At a minimum, the necessary transportation facilities are to be included within a financially feasible Capital Improvements Element or an alternative implementation plan which is determined by the Florida Department of Community Affairs to be in compliance with Rule 9J-5 of the Florida Administrative Code and supported by all necessary implementing land development regulations and a concurrency monitoring system. • Policy 2.2.2: The City shall maintain a concurrency monitoring system to ascertain whether necessary transportation facilities identified within the Capital Improvements Element of the City of Tamarac Comprehensive Plan are being constructed in accordance with the schedules in the Plan and to measure the capacity of such transportation facilities in a given area at a given time. Policy 2.2.3: The City Commission shall defer approval of a development order when the following occurs, except for vested plats by Broward County: 1. The volume/capacity (V/C) ratio provides service less than LOS "D"; or 2. The resulting LOS is less than LOS "D" on any part of the State, County or local road system within the City; or 3. Neither the State nor the County nor the City have adopted Capital Improvement Plans to improve roadway operational characteristics to LOS "D" or better for the required facilities, or II-124 4. A project is determined to be de minimus. Goal 3: The City will actively promote the provision of a sage, convenient and efficient transportation system for motorized and non -motorized modes of travel. Objective 3.1: Parallel frontage roads, Interconnected driveways, or their design equivalent shall be encouraged to reduce conflicts between local and through traffic. Measure - Number of curb-cuts/median openings/parking lot interconnections during the planning period. • Policy 3.1.1: The City will modify, if necessary, existing Land Development Regulations based on urban design for transportation facilities to encourage the utilization of parallel frontage roads, Interconnected driveways, or their design equivalent to reduce conflicts between local and through traffic. Objective 3.2: The City'will continue the implementation of a safe and enjoyable bikeway/walkway system that will Include land use and other strategies to promote the use of bicycles and walking. Measure - Linear feet of bikeways/walkways established annually. • Policy 3.2.1: The City Commission shall develop a Master Bikeway/Walkway Plan which will include components from the County's Bikeways and Greenways Master Plan. Policy 3.2.2: The Master Bikeway/Walkway Plan, once developed, will be periodically reviewed, and recommendations for additions, deletions and/or corrections shall be made to the City Commission for adoption. • Policy 3.2.3: At the time of plat or site plan approval, developers shall be required to dedicate, construct and/or resurface adjacent bikeways/walkways in accordance with the Land Development Code. • Policy 3.2.4: At the time of plat or site plan approval, the City Commission may require additional bikeways and/or walkways should the proposed subdivision. contain a roadway pattern whereby the provision of additional bikeways/walkways would improve public safety or convenience. M • Policy 3.2.5: Bikeways/walkways shall be designed to link parks, recreational, educational and other public facilities with nearby residential areas and commercial areas. • Policy 3.2.6: At time of site plan review, the City may require or encourage the provision of ample and secure bicycle parking at schools, libraries, recreational facilities, and significant commercial and multi family developments. • Policy 3.2.7: The City will continue to work cooperatively with FDOT and Broward County to provide wide curb lanes to accommodate bicycles and provide parallel sidewalks as part of arterial roadway construction projects. • Policy 3.2.8. The City will continue to pursue the construction of the walkway/bikeway system planned for the open space area between Southgate Boulevard and the C-14 Canal from the Sawgrass Expressway to the eastern City Limits. • Policy 3.2.9: The City will coordinate with FDOT and Broward County to ensure that crossing signals provide light buttons for pedestrian/bicyclist at street intersections. • Policy 3.2.10:The City shall require or provide pedestrian displays at signal installations and signal modifications where crosswalks are provided. • Policy 3.2.11: The City shall provide or require bicycle and pedestrian ways connecting all new residential areas to recreational areas, schools, and shopping areas within neighborhoods; and pedestrian ways for access to major transit stops. • Policy 3.2.12: The City shall review all proposed development for its accommodation of bicycle and pedestrian traffic needs and said review shall be consistent with the pathway network of the Master BikewayMalkway Plan. + Policy 3.2.13: The City shall require the construction of missing links in the existing sidewalk system as appropriate (adjacent to or in close proximity to) new and or redevelopment in conjunction with the issuance of development permits for new and/or redevelopment. Objective 3.3: The City will continue to work with State, County and other local agencies to improve traffic safety involving vehicles, pedestrians and/or cyclists, and take appropriate steps to maintain level of service. 11-126 Measure - Number of accidents per location per year. • Policy 3.3.1: Traffic signalization, roadway signage and operational capacities (including curb cuts and turn lanes) shall be designed to optimize traffic flows and levels of service. These improvements shall always be considered prior to adding travel lanes. • Policy 3.3.2: The City shall prohibit on -street parking on all arterial and major collector roads unless on -street parking is utilized as a traffic calming device to compliment downtown district and encourage pedestrian activity. • Policy 3.3.3: The City will modify, if necessary, existing Land Development Regulations based on urban design for transportation facilities to accommodate the implementation of the facility. • Policy 3.3.4: The City shall investigate expanding the Concurrency Exception Area fo,r properties within the City. Objective 3.4: The City will promote timely resurfacing and repair of roads to minimite costly reconstruction and to enhance safety. Measure - Linear feet resurfaced/linear feet improved annually. • Policy 3.4.1: At a minimum, the City will continue normal annual roadway maintenance budget funding at existing levels (major resurfacing project now underway). • Policy 3.4.2: On an annual basis, the City's Public Works Department will produce an inventory of municipal roadways which are in need of resurfacing. • Policy 3.4.3: The inventory of roadways requiring resurfacing, along with the funding necessary to complete the desired projects, will be forwarded to the City Commission for determination of which projects may be included in a resurfacing program. • Policy 3.4.4: The formal resurfacing program will continue to be implemented as directed by the City Commission. 11-12.7 Objective 3.5: The City will enforce existing regulations to: 1) reduce the number of access points onto adjacent roads; 2) provide adequate on -site motorized and non -motorized circulation; and 3) provide adequate off-street parking relative to existing and planned commercial, Industrial and multiple family development. Measure - Number of site plans approved annually that meet existing Land Development Regulation standards. • Policy 3.5.1: The City will apply regulations relating to the location of driveways, access points and connections to roadways which are at least as strict as Broward County and State standards. This shall not prohibit the approval of connections and access points not totally consistent with those standards based upon a traffic study. Policy 3.5.2: The City shall enforce the off-street parking requirements contained in the Land Development Code for all land uses, particularly industrial, commercial and multi -family developments. The City will monitor the issuance of Business Licenses and approved site plans to ensure adequate off- street parking will meet the needs of the users and are not at overcapacity. Policy 3.5.3: The City shall enforce design criteria for on -site motorized and non -motorized circulation. Goal 4: Coordinate transportation and land use planning activities to ensure adequate facilities and services are available to meet existing and future needs of Tamarac's population and economy. Objective 4.1: The City will coordinate transportation planning activities with land use decisions, ensuring that transportation planning and land use planning activities are properly coordinated in the City, as shown on the Future Land Use Map. Measure/Actions -- 1) Coordinate with BCt so that at least 80% of all transit stops shall be proximate to development with higher intensity and mixed -use land uses as defined within this element. 2) Identify the number of bus stops with functional access to surrounding land uses. 11-1 9R • Policy 4.1.1: The City shall consider the individual and cumulative impacts of land use plan amendments on the existing and planned transportation facilities within the City. + Policy 4.1.2: To minimize the 'impact on locally -maintained transportation facilities, land uses which generate or attract high traffic volumes will be located adjacent to, or have safe and adequate access,to, principal arterials, expressways, or other regionally -significant roadway facilities. • Policy 4.1.3: Transportation facilities will be planned and located in a manner that minimizes the potential for adverse impacts on adjacent land uses. + Policy 4.1.4: The City will continue to maintain and enforce a concurrency management system consistent with the Future Land Use Element to assure that development orders and permits are not issued unless transportation facilities are available. • Policy 4.1.5 Residential densities below 10 DUA should be located with access to existing or proposed minor arterial, collector and local streets. • Policy 4.1.6: Residential densities above 10 DUA should be located with adequate access to major or minor arterial roadways, expressways and public transit routes. • Policy 4.1.7: The City shall designate sufficient acreage on the FLUM to provide a range of housing opportunities and a mix of land uses so that housing opportunities are within close proximity to employment areas and public transit routes. • Policy 4.1.8: Regional or community facilities and other public facilities shall be located in areas of concentrated activities in order to provide easy access by public transit and to economize on parking facilities. • Policy 4.1.9:Commercial and/or .Industrial development shall be located with adequate access to major transportation facilities. • Policy 4.1.10:Transportation facilities and services shall be developed in a manner that encourages infill development and/or redevelopment and that promotes the efficient use of urban services. 11-12A Objective 4.2: In conjunction with Broward County the City shall ensure development does not encroach upon existing rights -of - way and shall ensure future development does not encroach upon future rights -of -way as provided in the Broward County Trafficways Plan and City Right of Way Protection Plan. Measure — Number of developments encroaching upon planned or vested right of way. • Policy 4.2.1: In order to protect the rights -of -way necessary for the establishment of the Regional Roadway Network, the City will continue to support implementation of the Broward County Trafficways Plan. • Policy 4.2.2: In order to protect the corridors identified on the Broward County Trafficways Plan, the City shall not issue building permits for construction of buildings within identified rights -of - way. • Policy 4.2.3: The City will continue the practice of obtaining necessary right-of-way, in conformance with adopted right-of-way plans, including the Broward County Trafficways Plan, at time of issuance of development permits. • Policy 4.2A The City of Tamarac adopts the following provisions as City minimum public right-of-way requirements for new roadways unless required otherwise by the Broward County Traffrcways Plan, as may be amended from time to time: a) Freeways/Tumpike — 325 foot right-of-way (ROW) b) Arterial roads — Principal: 200 foot ROW Major: 120 foot ROW Minor: 110 foot ROW c) County and City Collector roadways — 80 foot ROW d) Local roads (bikeway corridors) — 60 foot ROW e) Local road — 50 foot ROW or less as determined by the City Engineer. n-1 .1in Goals: Encourage a transportation system that minimizes environmental Impacts, conserves energy, and conserves the City's lifestyle in addition to moving traffic safely and efficiently. Objective 5.1: The City shall continue to provide or encourage alternatives to single -occupancy and other automobile travel to minimize negative environmental impacts. Measure - Number of programs, walkway miles and bike lane miles implemented or constructed. Policy 5.1.1: The City will continue to make information regarding ride sharing, mass transit, and commuter rail services available to its citizens. Policy 5.1.2: The City will cooperate with the implementing agencies to explore the feasibility of locating park and ride lots in. proximity to, or within, the City which may service transit services, such as the High SpeedRail System, the South Florida Rail Transit Authority (SFRTA) and Express Bus Services. Policy 5.1.3: The City will not permit, unless appropriate mitigation measures are taken, the construction of transportation improvements that would negatively impact environmentally - sensitive areas such as wetlands. Goal 6: Continue developing a high level of transit service that provides safe, economical, efficient, and convenient travel for the citizens of the City of Tamarac. Objective 6.1: The City shall work cooperatively with Broward County and the Florida Department of Transportation to increase the level of annual BCt Transit ridership to 25 million unlinked trips by the year 2006 and increase the average daily transit usage by Tamarac residents and visitors by 10% by the year 2009. Measure - A proportionate annual increase in transit riders within the City of Tamarac. Policy 6.1.1: The concurrency management system shall provide that for the purpose of issuing development orders and permits, the adopted public transit level of service shall be for the BCt to provide fixed -route transit service to at least 70 percent of all .residences and employment locations during the peak hour. • Policy 6.1.2: As Tamarac continues to develop the City shall urge the County to provide bus service to generally achieve the County Transit Development Plan (TDP) level of service standards. • Policy 6.1.3: The City, with financial assistance from the County, will make special efforts to increase transit ridership by providing bus shelters, benches, detailed signage, and other amenities at high transit usage bus stops. + Policy 6.1.4: The City shall support the Broward County and the FDOT continued funding of local mass transit service consistent with existing service standards. Policy 6.1.5: The City shall coordinate with the Broward County MPO, Broward County Division of Mass Transit and South Florida Rail Transit Authority (SFRTA) to ensure the required transit services are available to meet the level of service criteria. • Policy 6.1.6: The City shall encourage the identification of persons with special transportation needs for shopping, recreational and hurricane evacuation purposes. Objective 6.2: Through the City's seat on the Metropolitan planning Organization, the City shall continue to request that Broward County provide transit service to all present and future major trip generators and attractors. Measure - Percentage of major trip generators and attractions served by mass transit. • Policy 6.2.1: The City shall coordinate with BCt to determine the feasibility of locating a feeder parking lot and associated County bus service within or in proximity to Tamarac to complement the South Florida Rail Transit Authority (SFRTA). • Policy 6.2.2: The City shall coordinate and cooperate with BCt to study an extension of mass transit service to the with Commerce Park area. + Policy 6.2.3: The City shall request Broward County to modify the County Land Development Code to implement local design criteria to improve the aesthetics and comfort at transit facilities. • Policy 6.2.4: Support funding of the Broward County Mass Transit Division and South Florida Rail Transit Authority (SFRTA) to maintain local transit facilities. 1 5kLJ • Policy 6.2.5: Continue to coordinate with BCt to adjust local and regional bus service to better meet the transit needs of residents, employees and shoppers for increased headways, improved route alignments and additional inter -nodal terminals such as park-n-ride facilities. • Policy 6.2.6: Continue to meet; the bus shelter needs in the City through the implementation of the existing program under contract with the selected bus shelter company. This program will include adequate provisions for disabled transit riders to access the shelters and buses. Objective 6.3: The City will coordinate with Broward County to ensure adequate rights -of -way are available to meet the City's future transportation needs in accordance with the Broward County, Traf icways Plan. Measure — All development proposals shall be reviewed by Broward County and the City for compliance with the above. Policy 6.3.1: In order to protect the rights -of -way necessary for the establishment of the regional mass transit and roadway network, the City will continue to support the implementation of the.Broward County Trafficways Plan. • Policy 6.3.2: The City shall support County requests for transit -related improvements as part of the development permitting process. Objective 6.4: The City will coordinate and/or support transit Improvements with the Comprehensive Plan and the plans and programs of the Broward County Metropolitan Planning Organization, the Broward County Mass Transit Division, the Florida Department of Transportation (including their 5-year Transportation Plan) and any appropriate plan for the transportation disadvantaged. Measure Transit projects that are consistent with the aforementioned plans. • Policy 6.4.1: The City will continue to closely monitor the provisions of transit service and when necessary, inform the appropriate state or county agency of the City's changing needs. Policy 6.4.2: The City will make information available to its citizens regarding ride sharing as an alternative to the single occupant vehicle. II-133 Goal7: Support the BCt development of a level of transit service which provides an alternative to the private automobile for those who wish to change modes. Objective 7.1: The City shall support integration of the transit system and facilities such as bus pull out bays with the road system, particularly in congested areas. Measure - Transit available on all arterials operating below level of service "D". • Policy 7.1.1: The City will work to retain and enhance the bus routes serving the City. • Policy 7.1.2; The City will support the Broward County Transit Development Plan (TDP). • Policy 7.1.3: The City shall encourage the incorporation of exclusive or shared bus drop off/pick up areas at major public facilities. Objective 7.2: The City shall urge Broward County to provide transit coverage within one -quarter mile of all concentrations of medium and high -density residential areas and employment locations of Tamarac, particularly those with a propensity for transit ridership. Measure - Percentage of multi -family developments of 200 units or greater or development densities in the top 5% of TAZs within Broward County and employment locations with 50 employees or more which have transit service available within one -quarter mile. • Policy 7.2.1: The City supports maintenance of the current basic BCt route pattern, of not disturbing single-family neighborhoods, by keeping transit service primarily on County and City designated trafficways. • Policy 7.2.2: The City will coordinate with the County to initiate studies that analyze the feasibility of extending transit service to Tamarac Commerce Park. Goal 8: Retain and expand transit services for the elderly, handicapped and other transportation disadvantaged groups, with both regular and specialized service. Objective 8.1: The City shall encourage the County to continue and expand, as appropriate, the ADA Para -Transit Program and facilities. 11-1 .44 Measure Number of trips that City residents make by using this service. Policy 8.1.1: Via citizen comments, the City will monitor the "demand - response" service being provided to Tamarac to assure County compliance with this objective. Objective 8.2: The City shall urge the County to maintain and expand handicapped accessibility on regular routes to provide a reasonable alternative for the handicapped. Measure - Number of handicapped -accessible buses serving the City. Policy 8.2.1: The City will encourage the County to provide wheel -chair - accessible buses on any future bus service provided within Tamarac. Goal 9: Coordinate local land use and traffic circulation planning with regional efforts to provide a convenient, safe and adequate aviation system. Objective 9.1: The City shall continue to monitor the proposed development of any aviation facilities in close proximity to the City, primodly Fort Lauderdale Executive Airport.. Measure - Number and type of coordination and/or monitoring efforts made by City Commission or Staff. Policy 9.1.1. The City shall review and comment, as appropriate, on any Environmental Impact Report, Master Plan or other studies required to construct, expand or modify any airport in close proximity to the City_ • Policy 9.1.2: The City shall coordinate with the FAA and Airport Planners regarding potential approach and departure obstructions and other development of lands within the City which may affect safe airport operations, however, impacts on City residents and businesses shall be considered. Objective 9.2: The City shall enforce Land Development Code provisions regulating the siting and operation of heliports, so as to ensure adequate compatibility to adjacent land uses. Measure - Consistency of heliport siting and operations to Land Development Code provisions. 11-1:1.ri Policy 9.21: Heliport facilities and operations shall be encouraged principally for the purposes of augmenting police and emergency medical transport services and corporate / business functions. Policy 9.2.2: Proposed heliport sites shall be restricted to locations in the commercial and industrial Zoning Districts unless otherwise approved the City Commission. Policy 9.2.3: The recommendations of adopted Part 150 Study Technical Reports shall be taken under consideration during land use and zoning decisions affecting heliports and their adjacent areas. Goal10: Coordinate with Broward County in the implementation of the countywide Transportation Element recognizing that the City includes parts of the Regional (County/State) Roadway system and other modes of transportation. Objective 10.1: The City will coordinate with Broward County in the Implementation of their Transportation Element. Measure — Continue to meet with the Broward County Transportation Planning Division. MPO and TCC to coordinate activities, programs and data. • Policy 10.1.1: The City shall maintain its highest intensities of land use along major transportation routes and encourage the clustering of parking areas near major routes and transit stops. The City will coordinate with and will participate in providing data to the County and/or FDOT and coordinate land use decisions, TDM and TSM parking strategies and alternatives to utilizing the FIHS by local traffic. Policy 10.1.2: The City will continue to provide service schedules at City Hall and implement the Land Development Regulations concerning providing mass transit stops for major traffic generators and attractors. Policy 10.1.3: The transit. Level of Service shall be the provision of County bus routes to at least 70 percent of the total acreage for all residences and employment locations, as shown on the Future Land Use Map during the peak hour. Policy 10.1.4: The Broward County Transportation Element contains a map designating the University Drive corridor as a Priority Transit Corridor. The County's Element does not define what the corridor is meant to accomplish. The City reserves II-136 the right to participate in or reject projects that may negatively affect the City's land uses abutting the corridors. Policy 10.1.5: Through participation in the MPO, increase the vehicle occupancy rate from 1.37 to 1.43 persons per vehicle through TDM strategies, such as ride sharing programs, preferred parking and High Occupancy Vehicle (HOV) lanes; work to reduce the per capita Vehicle Miles Traveled (VMT) below the County's short-range projected daily per capita VMT of 19.42 by implementing TDM strategies and increasing the public transit modal split from the current 1.16 percent to 1..23 percent as specified in Policies 3.3.1 and 3.3.2 of the Broward County Transportation Element. Policy 10.1.6: In cooperation with the FDOT and appropriate municipalities, initiate and/or continue to implement strategies to facilitate local traffic to use alternatives to the FIHS as a means of protecting its interregional and interstate functions by helping to implement the following strategies: 1) Maintain and, where feasible, improve the Level of Service on City ,roads and assist the County, if possible, on County roads that are parallel to FIHS roads. 2) Implement the Congestion Management Plan recommendations with emphasis on those roads parallel to FIHS roads. 3) Work with the County to synchronize signalization of roads of roads parallel to FIHS roads. 4) Through membership on the MPO, support implementation of Intelligent Transportation Systems (ITS). 5) Coordinate with FDOT and the BCPC to identify a public transportation corridor demonstration project. 6) Coordinate with FDOT and the County to provide informational Kiosks along roads parallel to FIHS roads. 7) Expand transit service alternatives with the County in areas which would otherwise not qualify under set standards. 8) Improve pedestrian and bicycle access to transit in all roadway improvement projects. 11-137 9) Provide public education on public transit. 10) Promote transit oriented design on roads parallel to FIHS roads. 11) Monitor FIHS LOS and work with the FDOT and County to identify additional strategies. • Policy 10.1.7: In coordination with the FDOT, study and coordinate roadway improvements to correct adopted LOS deficiencies on State or County roadways including Commercial Boulevard, SR 7 and University Drive. Established and/or proposed infill or redevelopment designated areas and/or plans shall be considered in formulating solutions. This shall not obligate the City to participate fiscally to correct LOS deficiencies on State or County roadways. Policy 10.1.8: The Broward County Transportation Element contains a map that designates McNab Road from University Drive to the eastern City Limits and beyond as a Limited Access Expressway in the future. The existing traffic volumes and future development potential in western Broward County does not appear to warrant such a roadway. The City is opposed to this improvement if any demolition or access denials are proposed to uses within the City. The. City will continue to coordinate with FDOT and Broward County to discuss the need and design of any such improvements. • Policy 10.1.9: The City will coordinate with Broward County and the Broward County School Board concerning special needs, designs and operations at existing and future school sites for bus and automobile traffic, pedestrian, bicycle and other safety features and enhancements. APPENDIX A METHOD FOR DETERMINING LEVELS OF SERVICE The following is a description of how Level of Service (LOS) standards are defined and utilized to determine acceptable operating levels. The City utilizes LOS definitions common to Broward County. The Florida Department of Transportation (FDOT) establishes LOS for roadways under their jurisdiction. ANALYSIS OF E ISTING SYSTEM The existing roadway network has been analyzed to determine average annual daily volumes, peak hour volumes, capacities, peak hour volume to capacity ratios and resulting levels of service. Such an analysis is required in order to establish a basis for adopting Level of Service (LOS) standards at peak hour pursuant to Chapter 9J-5 F.A.C. The Florida Department of Transportation and Broward County Department of Planning and Environmental Protection (DPEP) provided traffic count information. LEVEL OF SERVICE To determine current LOS on the roadway network, peak hourly demand volumes for various roadways were calculated using 2003 Average Annual Daily Traffic (AADT) volume counts and Two-way Peak Hour counts_ These counts were obtained from the Broward County DPEP, and include counts supplied by the Florida Department of Transportation (FDOT) for the arterial roadways on the State system. Establishing a roadway's LOS is the most common index of traffic congestion. Level of service may denote any number of differing operating conditions that may occur on a given lane or roadway when it is accommodating various traffic volumes. The LOS of a roadway is often defined as ratio of the traffic volumes (V) to the actual capacity (C) of the roadway (V/C ratio). The following table illustrates the peak hour two-way direction roadway capacities used to calculate the V/C ratios for this analysis of existing roadway conditions in the City of Tamarac. Listed below are the V/C ratios used to determine LOS. Both the peak hour capacities and the V/C ratios are consistent with those used by the SFRPC, FDOT and Broward County. Specific peak hour volumes were calculated utilizing data provided by the Broward County DPEP. IY-8i1 The descriptions of service levels used are as follows: Vic LOS DESCRIPDON 0 - .65 LOS A Free flow traffic at average travel speeds. .fib - .75 LOS B Stable flow with the presence of other users in traffic stream being noticeable. .76 - .85 LOS C Uncongested with other users in traffic stream causing significant interactions. .86 - .95 LOS D Congested stable flow with major delays. .96 - 1.15 LOS E Very congested with traffic at or near capacity. 1.16 + LOS F Extremely congested with breakdown flow (major delays occurring frequently). The Florida Department of Transportation adopted an updated Level of Service (LOS) Manual in 2002. This manual established minimum accepted LOS Standards for State roadways. Table 2.1 "Statewide Minimum of Level of Service Standards for the State Highway System" states that for roadways such as the Florida Turnpike, the Sawgrass Expressway, SR 7 and University Drive, which are within urbanized areas with population characteristics over 500,000, the adopted LOS is "D". A local government cannot establish a higher level of service for state roadways. The City has adopted a LOS Standard of "C" for all local roadways in the City and LOS "D" for all arterial and collector roads. SERVICE VOLUMES / AVERAGE TRAVEL SPEED Roadway capacities for different levels of service are referred to as service volumes and vary by the type of roadway analyzed, the number of signals per mile and the number of lanes. Using figures developed by the Florida Department of Transportation, the following Tables lists the daily service volumes for different roadway types. The values provided in Table II-3 are based on the methods and definitions provided in the. Level of Service Manual prepared by the Florida Department of Transportation, 2002 update. The Level of Service Manual measures, or determines, level of service based on average travel speed consistent with the 1985 Highway Capacity Manual. Table 4-1 provides the general relationship between the level of service letters (A, B, C, D, E and F) and the annual average daily volumes on typical highways in Florida. BA-2 Peak Hour Analysis Similar to the Link Analysis conducted for average daily traffic (ADT) conditions, the peak hour directional (PHD) analysis concentrates on peak hour directional volumes instead of average daily traffic volumes. Two-way peak hour directional service volumes are provided in Table 4-4 from the Florida Department of Transportation's Level of Service Manual 2002 Update. The methods and definitions are provided in the 1998 Highway Capacity Manual. Transportation Level of Service (LOS) Standards - Florida law requires transportation level of service standards to be adopted for roads and public transit facilities within the local government's jurisdiction. Level of service standards for other transportation facilities, such as bikeways and airports, are optional. Broward County applies transportation LOS standards through its Concurrency Management System only to roadways and public transit. Florida Intrastate Highway System. Rule 9J-5.0055(2)(c), FAC, requires local governments to adopt the LOS standards established by the Florida Department of Transportation by rule for facilities on the Florida Intrastate Highway System (FINS). The following Table provides the generalized two-way peak hour volumes for these FIRS roadways. It is based on a LOS "D" standard for urbanized areas with population over 500,000. Generalized Peak Hour Volumes, LOS "D" Urban Principal Arterials (Limited Access) TWO-WAY PEAK ROADWAY LINK HOUR VOLUMES LANES Sawgrass Sunrise Boulevard to Powedine 9,840 B Expressway Road FTPK N. of Miami -Dade Co. Line to Palm 9,840 6 Beach Co. Line Source: Level. of Service Manual, Table 4-4, Florida Department of Transportation, 2002, Broward County Transportation Element, 1998, Table 3-40. Other non -local and non -municipal roadways. Rule 9J-5.0055(2)(c), FAC, requires local governments to adopt adequate LOS standards for local roads. Broward County proposes to adopt the generalized two-way peak hour volumes for Florida's Urbanized Areas at the LOS "D" standard, as shown in Table 3-41. In the 1989 Traffic Circulation Element, the roadway LOS "D" standard was measured by the average annual daily traffic (AADT) volumes; however, state law now requires the LOS standard be measured by peak hour volumes. Accordingly, the City of Tamarac will utilize the two-way peak hour LOS "D" standard volumes provided in Table 4-4. These capacities are calculated by BA-3 multiplying the Annual Average Daily Traffic (AADT) volumes by the statewide. average of 0.093. This average is also the Planning Analysis Hour Factor or K factor (K,00)_ According to the FDOT 2002 Level of Service Manual, it is "'the 100t' highest demand volume hour of the year for a roadway section" or "the ratio of the 1.00' highest volume hour of the year to the annual average daily traffic." Broward County is now using the two-way peak hour volumes. The City will also continue to utilize, as deemed necessary, the AADT LOS "D" standards as well. . Generalized Two -Way Peak Hour Volumes For L©S D , 2 4 6 8 10 LANE LANE LANE LANE LANE 12 LANES UNDIV DIV. DIV. DIV. DIV. LANE State 2-way Arterials 1,720 6,870 8,810 Uninterrupted Flow Interrupted Flow 1,560 3,390 5,080 6,440 -- -- Class I 0 to 1.99 Interrupted Flow 1,460 3,110 4,680 6,060 -- - Class II 2.0 to 4.5 Interrupted Flow 1,200 2,750 4,240 5,580 -- --- Class III (more than 4.5 signals per mile Freeways, Group 1 61510 10,050 13,600 17 160 2Q,710 Freeways, Grou 2 --- 6,250 9,840 13,420 16,980 20,560 Non -State Roadways 1,390 2,950 4,450 - --- - Ma or City/CountyCity/County Rd Other Signalized Rds. 950 2,070 -- - - Source: Level of Service Manual, Table 4-4, Florida Department of Transportation, 2002. It should be mentioned that the FDOT Tables are "generalized" numbers and FDOT statisticians have suggested that if specific roadways are in question, a traffic engineer can prepare a study to determine more specific capacity numbers. Broward County now, utilizes Peak Hour data for concurrency purposes but also records AADT data. BA-4 _ TABLE 4 - 1 GENERALIZED ANNUAL AVERAGE DAILY VOLUMES FOR FLORIDA'S URBANIZED AREAS* : JR4WiERit[iRM FL W ]OCKWAYS Level of Service ; liq eel .' ' 2:000' -7000 ]3,800. 19;6ti0. 27 00D 47,SM ' 6.1)= .70,20D .�a� '!tea ..xnam-,..nocm. r�er�n• .oa-rrw .hn<r� to:3� lined aatetsaatiotll:�pei•milp) A"v C. A . `44,700'. .52:100` ..'53:iOb rrr 511 t D . 66.100 : 67,800 rrr 4.50iili+ecl.gmtoes per mile) �s r Aa : 8 C ,. 1) E Qd ": " k900' .11,200 ..d5y4A0 .36,300 26)10 32;700 ' 34,SWz 40,300 49,200 51;3W ••" a DO: .53�SW 63,800 67,000 4'S•sitwalQe6.v>tesmciious:+pe;�riiik and not davel of Services B C. D 1 d • •• . ` •• 5,3D0 12,600. 15,500 12,400 28,900. 32,'800 19,50D, '44,70 49,300 •, ' "" 25,800 ' 58,700 63,800 is ;,.415' ]% aed int�actioera.per mile and within jlcii$ cemml business district ofao vwbaniz d aria Level of Service: ' $ C D E d; •• •• 5,200 13,700 15J= * ** 12,300. 30300 31.700 19,11)0 45,800 47,600 _• 25."b •, 59,90D 62,200 1VON S3ATE RGA DW, .AYS i1a)NOtyl otzaty P dway,, -•rz�y,,•�t,A�' Vie.;. .%�elofService' ` Lei i d a: A, :B C D E *• 21AtiD. 31,10D 32.900 •■" •• 33AW '•'7`iti r.. ... •; 46,800' 49.300 fir.:>,��,•::...; 1:- �'�: �; are:.:, ,._ , ; sigb li eed Roadways sY+ ''L'L'VC1 Qf Scryica A B C D E e. 4,800 a0.OD0 12;600 1],l06 21.700 25.200 :,:��;�©ra.pma��irram�par�aieo o2rzxroz FltoiasiagOifice. 4,, 605'SmrnmAee Bhvat. MS I9 ' 1311:A A ,.td hurt raose Wig? 2 tni. apart Level of Savior i.auea A B C D 4 23i800 39,600 55,200 67,10D 6 36,90D 61,100 85,3M 103,6W 8 49,9M 92,70D 1 15:5W 140,2W 10 62,000 104200 145,W 176,9W 12 75,900 125,M 175,SW 213,500 UMrdmgc spacial; a 2 mi. apart Level of Service LAD" A B C D 4 22,000 36,000 52,000 67,200 6 Km 56,W 91,700 105,8W 8 47,5W 77,000 111AW 144,30D '10 60,200 97,500 141,2DD 192,600 12 72,9M I18,10D 170,9DD 221,100 E 74,6W 115,300 156,WD 1%Aw 237.100 E 76.500 120,2M 163.900 207,6W 251.2W BICYCLE MODE (Note: Laval of service for the bicycle troode in this table is based on roadway geometries at 40 mph posted speed and traffic oonditioms, trot number of bicyclisb -usingthe, facility.) (Multiply voWiud vdAcle vptmmea shown below by number of directiopal roadway lance to dewrtume two-way mwdm um service vehtmes.) Paved Sbouldw/ Bicycle Lame Leval of Service Coverage A B C D E 0-49e/ - "r r* 3200 13.11W >13,200 50-94°% "• 2,5M 4,100 a4,100 ••* 85-100% 3,100 7,200 a7,20D **0 PEDESTRIAN MODE (1Vote: Level of service for the pedestrum mode in this table is based on roadway geonx t m at 40 mph pasted speed and traffic conditioes, not number of pedestrians using rho facility.) (Mnttilt iy motorized vehicle vohanes shown below by nmmber of directional roadway tames to dateerettara two. -way nu xiamn mm v= volumes.) Level of Service Sidewalk coverage A B C D E 0-49% •* •• " 6,400 15,500 50-94% ** !r *r 9,900 19,0()0 85-100% "" 2200 11,300 >1130D we* BUS MODE (Sebedukd Forted Route) (Bwu per ) (N.aa Blocs per bwv $ova arc Doty for dK pea . m A It s.iop.diawtiw of tin hipar *Jrio flow.) Level of service Sidewalk Coverage A R C D E 0-84% ** >5 �4 2:3 ?2 85-10M >6 >4 >3 2:2 �I ARTERU►UNON-S1:ATE ROADWAY ADJUSI'MENT3 DAWEDA NDIVIDED (alter oorrespamding vohume by dw indicated percent) Lanes Modem Leis Turns Lamas A aaptrent Factors $ Divided Yes +5% 2 Undivided No -20% Matti Undivided Yes "5% . Multi Undivided No -25% ONE-WAY FACanms Docreua corresponding two-ditecdcoal volurnes im this table by 40% to. obtain the eouivaient one dimtianal vohnme for one-way facilities. 74mlamaogaa.'eaaaaaaaa,wrnwea 00 shagw be sun any Far'a ir.h tlo tbN k d.rivadsh.dd he Idea fdraaore apeeiti. puo alas . oaa'Tfrsortore+eddphq�teah4r+awaelssrairWexamearlasaiaAxar.iamamtiaadales.wheremorereamedtpulak.ozeskr-vahmdown . to ysmwl..crq.mpgvaaocs �.�'.}. �'Mi• % rlC llr•Or'MNiCr taCih•-rPr711C.aarOW0a11�Y11dL.mOdCl:aa1C4�OCimftf1Y0dIAY01 MlaYiC. kllat Wldxmkdd. ar, prow) fm apnpar7bk �C mww, lord dry. .'�....• iF.gd 6G,ande.+irkaadas Fmrhuarre. kvdb w of limdom nmkw kro aa. o wall rardway kwl elf awvm Is hot roedmraeadei The nMe'a btpae valor ,.�.ae�Yeib+aaa.;w-al:ae.k. eprtseapparm ae>bpe.r� yad.. talerWfeaamhaa.n a. ar do gene sf ad Nidnuay egaeayManad. Bigek IAs Mada reaomim tAs Machd a w Tnudt r•,:;+rwp�iNi'+riitl{ Wafseroi-Wasoq.lop.oprrrlytdrdta t,hieyelaP nuwhmmode,. r :�i3rarbrsY darwK.a btrigarv'aki dofiolu. . ••'.!"'y.Nata p'Sahlefwdsiw4o. ~AOki taxer•wMla'lrar'aaraaMbirdpreatnwFa�`elwraar'pfawrdam k.al ufierri.eDb.a era Fharwriee. nownwim Mapr-kd b. b. radm& For bioyd. amd i5dc elw'igdi7.iketevq,Ofmvfeethsu•Radot=*0 &r)bawlaeiknI- boa ow" isto miNdmop vubkk VOW= ottedom aft table bqm vow d4aldm . Rr CA .z 0 LAJ h �R e. w ry e N d a onnnm�omm�nnn �Eal��lllllll�i�s���p@ 1:11111111111:23:111:112 1:31111111113:3311:112 11:11111111113:301:112 11:1111111111:0011:112 1:3111111110:3311111:2 1:3111111110:3311:112 1:0111111111:2:3311:112 0:111111110:3311:11:0 TABLE 4 - 4 Ai: ZfD. •P IEAK HouR 1AIQ-WJ1Y VOLUMES FOR FLORIDA'S URRMUNED'AREAS' }� 2�ry,S t kr 711C$JBltl�lP»�i,D +iitlCiW •131CSWAYB FREEWAYS 197vb-p RIB 2 m9. Apart LANd of Service to Imes' . A B E C D �,ti fp ig< t 5 70. 6,670 4 2,310 3,940 5,350 6,510 7,240 '?:: a 9A0?4'hI1,r9Q0Ff.; •8 8,910' ]001q ::6 3,580 5,930 8,270 10,050 11,180 IPQ+"lltY Xfit�l'Rihi B ii# aw esm 8 4,840 8;020 11,190 13,600 15,130 rv'd to 6,110 10,110 14,110 17,160 19,050 jd �}a� f ;eve; f erv�oe� I 7;360 12,200 17,020 20,710 23,000 F ' . ] 1,560 • d.G10" 3ntetr3lmge sp a 2 mt. apwt s,I1 + d�00 3 390 rwr Level of Service v 70Dp'10 A B C D E N 890 r 1,S#� 6�280 6,49D ••r . 21050 3,330 4,940 6,250 7,110 3,240 5;M 7,600 9,840 11.180 AW 7,160 10,360 13,420 15,240 10 $Aoo 9,070 13,130 . 16,980 19,310 ,550 ,12 6.780 10.980 75,890 20�60 2360 a3�t33Q ,, 4}"Q. 4$20 BICYCLEMODE 6.36D ,(Note: level of sarvice for tha'bieyele mode in this table is based on roadway cy r 3, . lsomehm-st 40 m*'poa id spend and ftffie o"tiam not number of bicyclists 11 dltme mtexaehobis .ante am Mot <.ir) i1 thefmotorized vehicle vmlia m shown below by number 1y r F ert 'mgmtral uitmers ter nfsa <ofdit-tiogtal niadway lines to determine two-way Maximum axvice volumes.) d ;� v e t Raved Shoulder "�h *N' 1 eve? ofSarviae 8ieydki ene level of Service C A B C D ovaw E .�30D•-:-:'.:1;;200.. 1470 D•A99G .. .r 310 1310 >1 10 1.$SO +* ; 4,7/►0• 4,690 F a'! $ 100% 300 680 N80 ..� «.r ,e y 2 q50 5 80 6 06D PEDESTRIAN MODE -•, !�a,n,;y`y,�.�_._Sa> exec mt drys per suit and within ;(Note.' bevel ofserttiee for the pedestrian mnde in this table is based on rtmdway ' w.: 7 y; S"+1n1pDa6 tOC'ICt Of�'1t inlEQd#7CA :pomettics at 40 -ph posted V-d aAd t1YffiC owditionf, not number of pIXleatrlanS -Mg the facthly.) (Multiply motorized vehicle volumes shown below by namba •��' l,J• * ; a �� 1,.eVC1Af .SeNlae -af dilL"ChaLAI iardsvay hines'to determine two-way maximum fCIVICC'VOltmles.) Level of Service tco SidewalkCoyemp A B C D >r . 3AIQ 0,49y+ s: .. .. 600 1,480 - f'�::•x�i +n ;`-•:,...: ;, `;; '.;:,1�870,.. 4,350, 4,520 50-149G w rt rr 940 1,gpp 85-10D% •• 210 1,020 >1,080 •+■ 4' 7;ai�T t rTA11 tOA'DWAYS DUS MODE (Scheduled Fixed Roots) r � goom j+ RoAdwRYs (Bum per lour) of Smvlce 'tNKr Brespr iovdw.a�.n edy for de pea Mrc iw eK aasM aYaarhphermflie Aew.1 • .' ' Level ofSet'vice 87(1 1390 1,480 Stdewai A B C jZ E 2P50 3120. 4,690 A 8956. w' >5 i4 a} 22 85-11M a6 >4 �3 al ARTERIAiINON-nA1E ROADWAY ADJUSTMENTS DIVIDED/UNDIVIDF.A (alter corresponding volume by the indicated pament) wa k� z � i j 1�v1 el a%Seuviee . �� banes, Meditm Left Tmns Lanes Adjustment Factors ,%r +°►� B C D tc • x. ° :,tea • ** 450 950 1,200 Divided Yes +56A 2 Lbriivided No -20% ti 1dod:1:, ;k: •►.c. :,;'r.:., 2,070 400 'a ..Multi Undivided Yes .5% �a Multi undivided No 25% 6Q Ett trs�erSitrsAt,MS]9 ONE-WAYFACII.1'f1ES . n z Decreae•ennesponding two -directional voluzues in ills table by 40% to � stn17os/deflaWt:lttti obtain the uivalent one directional volume for= facilities. _ '' •nre�.�w..:.terra,.a�awe.,..x..p,�,r:s�truu�sla..oaernrrm.a�.trceA.�na.��naetoaw.daerA..awr,� "�!.•1Le�k+AA ;I.Astayo�iN.vdelsat�eoWi�eC.Year.a�ieaniderarka�dtlaaadpi,wSru.moretelawaweaagiwraca.verb.es�O.n�c6arrlrtw*ro��rwicvmear ", ; e-rpe*wmai d. Lwvd of m yka•lenAa:pNk held" w pdgbIy as blr rime mocks 4d. Iwdae, cxs n+e�l cmq aoonc dnrld b� �,1�^•�ny �com304h v u sfrmvbt rfdWfi o Ib*".kIw oae "MI4 m.d.W k al ofwvice m[ % oawne M tmW m�aae dilly trdri rallem{. aleie l6ysmapp�ayuel�l� Itwa tar. TaselAe',e ppre velra• dakuaa nd)wd of newer altos app� ma. §Ak- g p.Ar_ Gkrladaa� ari bred m P f+pFaroiom or2w Hiomy y �+alrair9rMF Madd..rdTnaw0p�d WAQuW9'af8rrvkaMrml.ropeolioelyR►tMe�k h.rodrslw�ea6rA.odia. ""{ +ra• aLiigvgd A q�" �YerAstMvrlvlYaWseteatrmsse raiee6oLi>anur4soodur.Whtxazparae4oalewdefse0 htenatlan T .. •ItiudaYat der a7pWp veb.de.ahmathredwtd - brw boo Naetrtan E1Y wen rkyim.Me. h.r.....�eis m moamdm � . �� a4 onk ■ro valao&kW� marched Far w7Rd br rd - :. :� � :' �, k 11 ummimiwi�i�� y�l�lll�l�l��ll9�l�, ��"I��IAIIF���a�91190 ��11:I1IInNIP13:all:11@ 6 �9meomien��a�a�mn:��� ���unmi���3�mn�m� 1111IIIIII3:31119112 e1111nul3�a�ni,�0��9�Sieiii���^0ai� 1 11: �7gIpIIIIII�IIt����E9119�daMIC i�1�11111I����,�2�EN'�19�9a1:11111111:30 1:0111111111:23011:11� I now NOWER 0 a] TABLE 4 - 7 9l.Zo,-6�JZ DPEAK HOUR. DIRECTIONAL. VOLUMES FOR FLORIDA'S a tIRIIANIZED AREAS"` �4 _. v� ..ate �ra�ww•srl�`atwrize. rax�:wwra • '-, ers r i.;:,..� :" .:.:r":>'::-. ', . �'ClOAvCipAClgs>27kli. apt �•. ^��-',,::.R'S,IN'�,4�9�5��•�,',�.'.:_:.:'.��,6�;ZEF�1•-0V��ViCG ,�. J &J �¢! D E... Level Of Service ranee A B C D E 2. 1,270 2,110 2,940 3,580 3.990 .3. a,910 39260 4,550 5,530 6,150 S•'.,' , 4 ;i660 4,40 6,150 7.490 8,320 ;: antg�sc idmp{pe S.. 3360 $.$60 7,760 9,440 10, = -' z vvo7 dF nca 6 4,050 6.7,10 9,3M 11,390 12,650 c ' 20 „gip M.0 ►:, 86Q 890 _' as10 a,$b0 •"- lnreirLanme spacing s mi:.apm Level of service :;+& • 7.7Zp '. 2,71l0 ;. 'lanes A B C D E v a 490� ° 3;03Q 3�4b0 3,540 '■■'. 2 1,130 1,940 2AW 3,"0 3.910 a MIffiloV 1,790 2,890 4,190 5,410 6,130 2, W 3,940 5,700 7,3$0 8390 3,080 _ A990 7,2M 9130 10,620 �" 3,730 6,040 8.740 11.310 l 850 "`r3'0A 59dr 810', sso ' R �•� ::BICYCLE '.1: .OD a!`,.; y 'a•:'3w1']b :..2,4W0.'- •27.10: u,:,:; t'v,• , ': ?;79M►`;' -; 333(i;...: 3,S0p :ore 1;evej otacs for The bicycle mode is this table is based on roadway ehycak 40 tapb posted speed and traffic caoditions, not number of bieyclism using the, f>cft-).(Muldplymamr med vehicle vohnars shown below let pfpn y It of directional toadway lanes to detetnone mazianan service voluum) 1 % t` r rr lfaved Sbouldcd Level of Service I� , ' ever ot'Selvrc a B""Wyele l sae D ,., Coverage A B C D E '� '• 660:` sib 0 40% •• *r 170 720 a720. 50 84'/r *e 130 210 >210 •r .}vets.C+,,,.,...w v'°; .^'•IiQ�.;` '.'2330',.:2,5$0' 854"A .160 390 >380 ... 3;07if 3930 PEDESTR ANMODE r; _ � ,slg tabs mtastehcns permi)r anti-*ititio (Note: Level of service for the peduain tool% io this table is based on roadway xbnsneess qct of ap utbmraedarca 4� .8eot voles at 40 mph posted speed and refire conditions,not�e numbc of x ° pedestri:sls using the farility.) (Multiply motorized vehicle volumes shown below r v l 5eivece by nl>alber of diteetiooal.roadway lanes to detertume m x== serv= vohrmas.) J'arlx^� aerpy y*: 476 i720•• 780 '. �`a r y `• Level of Service ; b30 180, ] Gd0'•. Sidewaile Coverage A 8 C D L" 1 Tt•� .r,',i;*T ' ", ;]gt00: 2.3�0:-, •2.A90. D-49% •■ .. wr 330 810 - 'ts"�`ai^,aa . ;:�'; �:':. +••:.:.; is"• i3,'SO 3T730' 3256 i`iR1{! 50;$49G 520 990 ' �St' . R:.,•':-:.rt'., 85-10m rr 120 590 >590 rr* y ri!i!i>i►t'AlYS:-': BUS MOUE (Scheduled fixed Route) _y , • ; t e?•;5► ` E •' Ll ofServiae eve 480 76o 870 Sidewalk Coverage A B C D E 1.720 1,6m; 1,720 M4%. ' .. as �4 � Z2tl+bq'rky + r *� 1740- 2f4502.580 85-I00%_ �6 ?4 ,�} 2x a1 8 gFosaw ay ARTERIAUNON-S [ATE ROADWAY wn nrsrMIENM '�� lntett+aciion arwlysig) DIVMED/UNDWIDED r- �, :� .�,.•;'�,;p;? �''r�:eyel•of5�ayicm • ' (alter corresponding vohoiw by the indicsmed percent) y ,.. :' ., qy` ,, •'' 250." 530 660. : ,Lanes, Median Left TurwLAWS AdjuahtretrcFactor; :r :;,«:::: •, 580•• 1.140 1,320 ] Divided 1'ea *SY° 02+: 1• Unditided No -20% Y, mull LhAivided Yes -5% Multi Undivided . No -25% 7amgip)sysea s/am/1osJde{aniRhtm ONE WAY FACII nin :. � _ gq�+eaJl■d�ho■Wia■wd adly.a>r•aa■e■1llwdea.'�nomp■ewrootlo4 taw wpioa 4lif rblebderlvad»aal4d re wee rar rge.p.afio ._ 4tgWd!ii :�A�+i _mNiiN dwl�:narle•�se soi•aeerYter.ar*ERPaeiendew(, W11Wrwwe,cfnwd aria. vw N$*&w M hawlY dbecde:d nwmp for ww of WfNelle.wpvb@My �dwe. . •:-. a[eaml +Wrwm�m4 ffMup"eewpeeiftWzh=Wbe . weac . ... sir � ' jiw wed; ,knY wen imam hUvwftpw. C2U-b*%p am Wad an phaaft - f:-.fad Ss Miertl, emPaq+ sYeae. Pad ewdef � ' •'�ti1R7cddiai`keynrr�`�nieiMi.e1■�eepe►krlh�elirda8xivkeDleeu,ihoF6w.wehMeweeda■e�■dsestavr6..,+taeNda,Fartiieyek D biwi eilegbk. t+eerueAksr rare muift . rd Mc volwar tl sW Ud% WAV hgmkt Valm eon.A. e cn ui 0 � zo z 4 o .� rg ^ W oLai M� N .d Z LLl CD . i C9 ale W� e # it 9111111�16I I1*II 6�I��I��I�IIIII9a9��ll�p�� 111111111111133:111:10 311:112 1:31111111113:33113C CIIIIIIII 133311:112 na�va eo11111111111113:3311:112 1:11111111110:31:11:11:0 Map No. 3-7 BROCKARD COUNTY FUTURE PUBLIC TRANSIT RAILWAY,C t — EXISTING TRANSIT ROUTE COMMUNITY BUS SERVICE RAILROAD FUTURE TRANSIT SERVICE AREA PHIORIiYTRANSIT CORRIDOR • MAJOR BUS TRANSFER LOCATION • MAJOR BUS TRANSFER TERMINAL FUTURE MAJOR TRANSFER STATION ♦ BCT ADMINISTRATION AND MAINTENANCE FACILITY TRI-RAIL STATION INTERMODAL FACILITY * FREIGHT RAID. INTERMODAL FACILITY * PASSENGER RAIL INTERMODAL FACILITY TRUCK TRANSFER SERVICES BUSISHUTTLE SERVICE + AIR PASSENGER + AIR FREIGHT It WATER'PASSENGER It WATER FREIGHT a 1 a N SQUEIN MLW JULY,1998 li.. Z/. (�11 ,p, a r y'! �� 12 "titA Cy"' �� � JJ� , � ,v��✓w "� � t {�„# a w�mrL,.�+uc �ry.A����M'7r$�'rLi�i'� ^I%n"�.'r`,a„ 4 NIff '(i4TW fk, j`� zM a TRANSPORTATION ELEMENT S. The approved development would not cause deterioration below. the 110 percent maintain level of service. Policy 3.4.4. The Broward County Transportation Planning Division, in coordination with the FDOT and the ammicipabfies, shall conduct a study on constrained roadway facilities. The study, which shall identify constrained facilities, propose adequate LOS standards for those identified constrained facilities, and recommend appropriate actions to improve mobility on the constrained roadways, shall be completed by December 2001. The study findings shall be implemented through a Transportation Element amendment. Policy 3.45. Broward County shall address overcapacity roadways segments and roadway segments approaching capacity through the following actions. " � 1. Continue to update and apply, on an annual basis, the results of the County Traffic Circulation Analysis, including level of service determinations, prior to the development of its Capital Improvement Program and Capital Improvements Element. In so �-doing, a high priority shall be assigned to appropriate County road improvements for road segments operating below, or projected to operate below, the adopted peak -hour LOS "D" standard. 2. Conti m its annual allocation of County matching £Lands in the Capital Improvements Element for locally sponsored, efficient road and traffic engineering improvements. Typically, this policy will address concerns on County and Municipal road systems which tend to have low priority in major road programs. 3. On an annual basis and prior to rune 30, initiate necessary amendments to the Broward County Metropolitan Planning Organization's (MPO's) Lang -Range Highway Network if'the level of service'on a segment is operating below the adopted LOS standard. 4. On an annual basis and prior to December 30, initiate necessary amendments to the MPO's adopted Transportation improvement Program (TIP) to include the programming of available federal aid and matching funds for improvements to state roads shown in the adopted Long Range Transportation Plan network where the LOS is projected to remain below the LOS "D" standard. 5. Continue its current policy of assessing highway impact fees for fair share contributions for roadway segments which currently are, or are projected to be, over capacity and which have road improvements included in the MPO's currently adopted Long -Range Transportation Plan. 6. Continue to support state legislative initiatives to provide a permanent increase in state transportation funding to accelerate the construction of high priority state road projects in the MPO's currently adopted Long Range Transportation Plan. Broward County Page 3-19 1997 Comprehensive Plan Adoption Date: 11/10/98 . Grdiname Number 1998-39 However, no impact will be de minimis if it would exceed 110 percent of the sum of existing volumes and the projected volumes from approved projects on a transportation facility; Provided however, that an impact of a single family home on an existing lot will constitute a de minimis impact on all roadways regardless of the level of deficiency on the roadway. Further, no impact will be de minimis if it would exceed the adopted LOS standard of any affected designated hurricane. evacuation routes. TE Subpolicy 3.4.2.3. ' addresses the de minimis impact exemption. BW t thW2m=e public ,gportation. Section 163.3164(28), FS, defines projects that promote public transportation as those projects which directly affect the provisions of public transit, including transit terminals, transit lines and routes, separate lanes for the exclusive use of public transit services, transit stops, and office buildings or projects that include fixed -rail or transit. terminals as part of the building. The purpose of this flexible transportation concurrency option is to reduce the adverse impact transportation concurrency may have on the promotion of public transportation, including goals and policies of the. state comprehensive plan. TE Subpolicy 3.4.2.4. addresses this exemption. Urban 19dVA1012MM mW=s. Rule 9150055(3)(c)5., FAC, provides fora proposed urban redevelopment project, located within a defined and snapped existing urban services area as established pursuant to a local government comprehensive plan, to not be subject to the traffic condiurency requirement. A previously existing development is defined in the rule as "the actual previous built use which was occupied and active within a time period established in the local government comprehensive plan. TE Subpolicy 3.4.2.5. addresses this exemption. Developmot of ResdgaAl IMact, The 1989 Traffic Circulation Element contained an exemption for a development permit issued in accordance with and as authorized by an approved Development of Regional Impact (DRI) development order which development order was either issued prior to the adoption of the 1989 Broward County Comprehensive Plan or was issued after being reviewed for concurrency. TE Subpolicy 3.4.2.6. maintains this exemption. m6di obft D'ovelobmpj.The 1989 Traffic Circulation Element contained an exemption for a development permit issued in accordance with and as authorized by an approved Florida Quality Development (FQD) development order which order was either issued prior to the adoption of the 1989 froward County Comprehensive 'Plan or was issued after being reviewed for concurrency. TE Subpolicy 3.4.2.7. maintains this exemption. strain adwas. Constrained roadways are roads that can not be expanded by the addition of two or more through -lanes because of physical; environmental or policy constraints. Physical constraints primarily occur when intensive land use development is 42 immediately adjacent to roads, thus malting expansion costs prohibitive. Environmental and policy constraints primarily occur when decisions are made,not to expand a road based on environmental, historical, archaeological, aesthetic or social impact considerations. Bro«,ard County Page 3-85 1997 Comprehensive Plan Volume 4. Support Docents Transportation Element .d ' Local governments are required to adopt an adequate. LOS standard for constrained roadways. An adequate LOS standard is one that ensures adequate fa cility acility capacity will be provided to serve the existing and future land uses as demonstrated by the Transportation Element's data and analysis. Establishment of a. constrained roadway LOS standard, therefore, is determined on a case -by -case or road by road basis. TE Policy 3A.4. addresses constrained roadways. 2. Public transit LOS standard. Unlike the roadway LOS standard, which measures vehicles, the public transit LOS standard measures accessibility to public transit. Accessibility is. addressed through the concept of functional area coverage, which is defined as a Yi mile corridor surrounding,a bus route, Y,, mile in each direction. Under the 1989 Mass Transit Element, functional area coverage was measured on a daily basis. Consistent with state law, which requires use ofthe peak -hour, the public transit LOS standard is 70 percent functional area coverage for residences and employment. TE Policy 3.4.10. addresses the peak -hour LOS standard for public transit. 3 Concurrency Management System. The Concurrency Management System (CMS) is implemented by the Development Management Division. The CMS provides a development order or permit shall be issued when a roadway exceeds its adopted LOS standard provided -one or more of the following mitigation measures apply- 0 The proposed development is within a compact deferral area but does not place any trips on the overcapacity link A compact deferral area is the geographic area which is a two (2) mile band having a centerline which is coincident with the centerline of the congested link, extending parallel to the congested link for a distance of one-half (%) mile beyond each end point of the congested link o There is an approved action plan to accommodate the traffic impact of the development. o The necessary improvements to provide a LOS'V' are under construction at the time a permit is issued. o The necessary improvements to provide LOS `D7' are the subject ofla binding executed contract for the cstruction of the facilities. a The necessary improvements for the LOS `D" have been included in the first two (2) years of the adopted state or county five-year schedule of transportation improvemments and. the applicable government entity makes a determination that a binding contract for the implementation of said improvements will be executed no later than the final day of the second fiscal year of the original schedule. o The necessary improvements for the LOS "D" have been included in the first two (2) years ofthe adopted municipal five-year schedule oftransportation improvements and ooume 4ard CSa nty VPage 3-86 1997 Comprehensive Plan Apart Documents Transportation Element Far L aWdale Enwudw Airport Downber 1996 Manw Plan Update 7.3 Compatible Land Use Most of the land immediately adjacent to the Airport and industrial Airpark is developed in or vacant and designated for compatible, non-residential uses. The only exceptions are duplexes which abut vacant lease parcel 21B west of N.W. 21st Avenue and a structure on Prospect Road just east of N.W. 31st Avenue which is proposed for conversion to private school -related use. There is residential development within close proximity, some of which is exposed to noise levels above Ldn 65 dB (see Exhibit 7.1). In addition; the residences in the City of Tamarac just south of the Airport between Prospect Road and N.W. 23rd Avenue are someti nes subjected to ground level aircraft noise but are not within the 65 Ldn contour. The extent ofpotential noncompatibility and measures proposed to minimize and mitigate the impacts are described in the FAR Part 150 Update: Revised Noise Exposure Map-1994 and Noise Compatibility Program-1995. 7.4 Sexiallmpacts There are no improvement projects ree6mmended in the Master Plan Update which would .necessitate the relocation of residences or' would divide or disrupt established communities. The proposed enhancement of the access to the Airport on the east side should generate some shift in vehicular traffic associated with the Airport away from the easternmost Commercial Boulevard access points: These. shifts are expected to improve the now of traffic in the vicinity, however, and are not expected to affect non -Airport related traffic patterns. 7.5 Induced Socioeconomic Impacts None of the Airport development projects proposed in this Master Plan Update are major nor are any expected to ' generate such induced or secondary impacts on surrounding communities as shifts in population movement and growth or expanded public service demands. Impacts on business and economic activity in the City and the region resulting from development at the Airport will be positive. 'These are quantified and discussed in more detail in Chapter 9.0 Economic Impact,. The economic impact of redeveloping the stadium lease area is assessed in a separate study: The East Side Development Plan. should, those portions -of the -expanded-runway-protection zones generated by the Runway 8 extension and/or the installation of a non -precision, approach to Runway 25 not currently in City ownership be acquired,' commercial -industrial property would be removed from the City I s tax rolls. Apr foximately two acres of vacant land would be affected by the Runway 8 RPZ exp Since this property is vacate and there Will om Hatf e14 and $~ Inc. The Airport Technology and PknnbW CrouA Ina (AuTech) 7-4 1 r.0q(al e,* Kim lu R R M Jill 7 ! 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