2005 evaluation and

DEPARTMENT OF PLANNING AND DEVELOPMENT SERVICES

COMPREHENSIVE PLAN

FUTURE LAND USE

ELEMENT

VOLUME 2.0

City of Deerfield Beach Transportation Element i

TRANSPORTATION ELEMENT OF THE

DEERFIELD BEACH COMPREHENSIVE PLAN

January 28, 2014

Prepared by the City of Deerfield Beach

And McMahon Associates, Inc.

In compliance with the Local Government Comprehensive Planning and Land Development Regulation Act and Florida State Statue Chapter163

City of Deerfield Beach Transportation Element ii

CITY OF DEERFIELD BEACH

Jean Robb, Mayor City Commission

Ben Preston, Vice Mayor Joe Miller - District 1

Richard Rosenzweig - District 3 Bill Ganz – District 4

Todd Drosky, Chairman Planning and Zoning Board

John Hillman, Vice Chairman Brian Bennett Ray Lavoie

Clayton Thomas

Alternates: Kathy Maggi Thomas Plaut

Amanda Martinez, Interim Director Planning and Development Services

Marcia Stevens, AICP, Chief Planner – Long Range Naydu Glueckert, Zoning Inspector Daidre Mitchell, Office Supervisor

City of Deerfield Beach Transportation Element iii

TABLE OF CONTENTS 3.0 Executive Summary 1 3.1 Introduction 3 3.2 Goals, Objectives and Policies 4 3.2.1 Purpose and Definition of Goals, Objectives and Policies 4 3.2.2 Goal Setting Process 4 3.2.3 Transportation Goals, Objectives and Policies 5 3.3 Consistency with State, Regional and County Plans 23 3.4 Transportation Data 24 3.4.1 Existing Road System 24 3.4.1.1 North-South Arterials and Limited Access Facilities 25 3.4.1.2 East-West Arterials 25 3.4.1.3 State Collector Roads 27 3.4.1.4 Local Collector Roads 27 3.4.2 Public Transportation System 27 3.4.2.1 Public Transit Routes and Service 28 3.4.3 Significant Bicycle and Pedestrian Ways 30 3.4.4 Designated Transportation Facilities for Coastal Evacuation 30 3.5 Transportation Level of Service 33 3.5.1 Methodology 33 3.5.2 Existing Road System Level of Service 36 3.5.3 Existing Public Transit Level of Service Standard 37 3.5.4 Concurrency Management System Level of Service Standards 38 3.6 Transportation System Analysis 40 3.6.1 Growth Trends, Travel Patterns and Compatibility With Future Land Use 40 3.6.2 Availability of Transportation Facilities to Serve Existing Land Uses 40 3.6.3 Accidents 41 3.6.4 Adequacy of Existing and Future Transportation System to Evacuate

Coastal Population 43 3.6.5 Projected Transportation System and System Needs 43 3.6.5.1 Background 43 3.6.5.2 Projected Roadway Network 44 3.6.5.3 Future Public Transit, Railway and Intermodal Facilities 51 3.7 Implementation Strategies 53 3.7.1 Implementation of Existing Required Roadway Improvements 53 3.7.2 Implementation of Future Expected Roadway Improvements 53 3.7.3 Bikeways and Pedestrian Networks 54 3.7.4 Transit Network 55

City of Deerfield Beach Transportation Element iv

3.8 Monitoring and Evaluation Procedures 55

TABLES AND MAPS Tables Table 3.1 2004 Two-Way Peak-Hour Traffic Analysis (State and County Roads) 34 Table 3.2 2004 Two-Way Peak-Hour Traffic Analysis (City Collector Roads) 35 Table 3.3 Generalized Peak Hour Volumes Limited Access Facilities 36 Table 3.4 Generalized Peak Hour Two-Way LOS Volumes Limited for Urbanized Areas 37 Table 3.5 Northeast Concurrency District: Comparison of LOS Standards with Existing Conditions 39 Table 3.6 2010 Two-Way Peak-Hour Traffic Capacity Analysis (State and County) 45 Table 3.7 2010 Two-Way Peak Hour Traffic Capacity Analysis (Local Collector) 46 Table 3.8 2025 Two-Way Peak-Hour Traffic Capacity Analysis (State and County) 47 Table 3.9 2025 Two-Way Peak Hour Traffic Capacity Analysis (Local Collector) 48 Table 3.10 Cost Feasible Plan Improvements 49 Maps Map 3.1 Existing Road System 26 Map 3.2 Public Transit Map Including Existing and Future Major Public Transit Generators and Attractors 29 Map 3.3 Significant Bicycle and Pedestrian Ways 31 Map 3.4 Hurricane Evacuation Map 32 Map 3.5 High Accident Locations 42 Map 3.6 Future Road System Map 50 Map 3.7 Future Public Transit, Railway and Intermodal Facilities Map 52 Strategic Intermodal System (SIS) Maps 56 Map 3.8 Major Transportation Facilities In The City of Deerfield Beach 57 Map 3.9 SIS Highway Connector Deerfield Beach Amtrak/Tri-Rail Station 58 Map 3.10 SIS Highway Connector Pompano Beach Tri-Rail Station 59

City of Deerfield Beach Transportation Element 1

3.0

TRANSPORTATION ELEMENT

EXECUTIVE SUMMARY The Transportation Element of the Comprehensive Plan serves to examine the existing operating conditions of the transportation system within the City of Deerfield Beach including roadway, transit, bicycle and pedestrian facilities. This element also provides an analysis for projecting future expected transportation operating conditions relative to new and continued growth in and around Deerfield Beach. The manner in which roadway operating conditions are addressed is by a designated Level of Service (LOS). The LOS is represented by the letters “A” through “F,” with “F” being the least desirable operating condition. The City of Deerfield Beach complies with Broward County’s Transportation Concurrency Management Areas (TCMA) system, and the Florida Department of Transportation (FDOT) Strategic Intermodal System (SIS) level of service standards to meet transportation concurrency. The City coordinates with the County and regional transportation plans to invest in a balanced transportation system of roadway and transit projects. Since the majority of the roadway network in the City is County or State maintained, the brunt of the responsibility for improvements, maintenance and monitoring is borne by them. However, the adopted level of service standards relate directly to providing a certain “quality of life” to the citizenry. Elected officials will monitor, evaluate and coordinate closely with County and State agencies to ensure that the standards contained herein are maintained and are consistent with the City, County and State Comprehensive Plans. The manner in which the City will provide transportation levels of service is through the implementation of an adopted set of Goals, Objectives and Policies that are compatible with County and Regional Plans. The goal of the Transportation Element is to identify and provide a safe, convenient and efficient motorized, intermodal transportation system for all residents and visitors. This goal is supported by Objectives and Policies, as well as implementation strategies. The existing roadway system in Deerfield Beach includes local, collector, arterial and limited access facilities. The existing roadway system was analyzed to determine if any deficiencies or unacceptable operating conditions are present. Based on Broward County methodology and procedures, it was determined that four (4) roadway links operate at an unacceptable level of service. In addition, several intersections were identified as high accident locations and are recommended for modification or improvement in order to eliminate or lower accident rates. Future roadway operating conditions for the Federal and State Highway System were addressed for years 2010 and 2025. By 2010, four (4) roadway segments will operate at an unacceptable level of service. By 2025, five (5) roadway segments will be operating at an unacceptable level of service. All segments that require improvements are State and County maintained, therefore, the Florida Department of Transportation (FDOT) or the County are the prime agencies responsible for funding and constructing improvements. The Element includes policies that will mitigate impacts to the Strategic Intermodal System (SIS), SIS connectors, and Transportation


Regional Incentive Program (TRIP) facilities. These policies establish a process where certain development applications will be referred to FDOT for approval, prior to Broward County’s issuance of a Transportation Concurrency Certificate. Public transit is available in the City of Deerfield Beach with commuter rail and bus service. The Tri-Rail system is accessible via a station at Hillsboro Boulevard. Broward Country Transit (BCT) operates 10 bus routes within the City. The community bus shuttles are also operated by the City, which are complemented by BCT routes 92, 93, 95, and 97. Tri-Rail is currently double tracking its system and adding cars. A major study is also ongoing regarding public transit options along the Florida East Coast (FEC) rail corridor. Additional improvements to the transit system will be necessary to satisfy the goals of transit-oriented concurrency— including achieving 30 minute headways on 90% of bus routes, establishing a neighborhood transit center and adding an additional community bus route The City’s Significant Bicycle and Pedestrian Way plan illustrates existing and proposed bike lanes, trails, greenways and pedestrian ways intended to meet the “Public Realm 2025” vision established in the Parks and Recreation Master Plan. Implementation strategies, monitoring and evaluation programs are identified herein in order to provide a method to achieve the transportation goals. On August 20, 2013 the City adopted the Deerfield Beach Complete Street Guidelines as a commitment to create a citywide vision plan that incorporates Smart Growth principals. This manual was designed to be implemented as an integral part of the City’s transportation vision. The guidelines describe Complete Street principals which are to be incorporated into the design and construction of street projects, to promote transportation choices for all users, foster safer, healthier streets and add value to adjacent land uses and neighborhoods. Goals, objectives and policies have been adopted into the transportation element to implement this vision of complete streets.


3.1

INTRODUCTION

The purpose of the Transportation Element is to plan for a balanced and comprehensive transportation system that adequately services existing and future development. The essential basis for planning the transportation system is contained in the Future Land Use Element, specifically as defined by the Future Land Use Map. The land use map identifies areas where new growth and development may be directed and where infrastructure, including transportation facilities, may need to be improved. The transportation element will be submitted to the Department of Community Affairs (DCA), as an integral part of the City’s Comprehensive Plan. DCA will review the element to determine consistency with State, Regional and County plans. The Future Transportation Map is consistent with the Broward County Trafficways Plan, which is adopted as part of the Deerfield Beach Future Land Use Map (SERIES). Before local government can responsibly plan for its future, it must assess the capability of its existing transportation system to serve current and future demands. The criteria for determining the operating capability of a roadway facility to carry traffic is based on capacity thresholds that are specific to the type of roadway facility and the number of lanes. The thresholds for state and county roadways within the City of Deerfield Beach have been adopted to be consistent with the Broward County transit concurrency standards. The capacity thresholds for City of Deerfield Beach local collector roads are set in accordance with Level of Service D for non-state roadways as defined in FDOT’s Quality/LOS Handbook.


3.2

GOALS, OBJECTIVES AND POLICIES

In general terms, the following goals and objectives have been developed for the use of local policy makers in guiding and directing the decision making process regarding the transportation system. This goal identifies an ideal end state, which cannot be quantitatively measured. The objectives presented provide the attainable and measurable ends toward which the City of Deerfield Beach directs specific efforts. The policies provided with each objective are the specific recommended courses of action that should be followed in pursuing the ultimate transportation goal. 3.2.1 PURPOSE AND DEFINITION OF GOALS, OBJECTIVES AND POLICIES The Florida Department of Community Affairs defines goals, objectives, and policies (for planning purposes) as follows:

GOAL, the long-term end toward which programs or activities are ultimately directed; OBJECTIVE, a specific, measurable, intermediate end that is achievable and marks

progress toward a goal; POLICY, the way in which programs and activities are conducted to achieve an identified

goal. The goals, objectives and policies set forth in the Transportation Element are the general ends the City wants to achieve; the objectives that need to be accomplished to achieve them; and the positions, programs and level of service standards which need to be adopted in order to achieve the objectives. The goals of the City are designed to represent a picture of what the City will be like once the plan is implemented. These goals can represent both physical and non-physical ends. Some examples of non-physical ends are employment opportunity, economic vitality, community pride and public participation. 3.2.2 GOAL SETTING PROCESS The transportation goals, objectives and policies were originally developed over several months by numerous different groups and individuals. City staff provided the Local Planning Agency (LPA) with a description of existing and projected demographic and land use conditions. These findings were discussed in depth during a series of workshop meetings, and a list of the major concerns expressed by the LPA was compiled. These concerns were then discussed with a Comprehensive Planning Task Force organized by the Greater Deerfield Beach Chamber of Commerce. Using the combined input from the Chamber’s Task Force and the LPA, a draft of Goals and Objectives was developed and presented at a series of public hearings held by the LPA and, later, the City Commission. Policies needed to effectuate the goals and objectives were then developed, relying upon input from workshops with the City Commission and from the City Manager. Subsequently, final


drafts of the Land Use Goals, Objectives and Policies were prepared and presented at another series of public hearings. Ample opportunity for written and oral comments was given at each of these public hearings. Public comment was duly considered, and the drafts were appropriately modified. In 2006, the goals, objectives and policies were amended based upon the 2005 Evaluation and Appraisal Report. Updates were made based upon changes in Florida Statutes and Rules, changes to the South Florida Regional Planning Council’s Strategic Regional Policy Plan and changes in City circumstances. These changes were made after comments were heard at a public workshop, a public hearing held by the LPA, and later the City Commission. A final draft of the Element was prepared based upon comments heard at these meetings. 3.2.3 TRANSPORTATION GOALS OBJECTIVES AND POLICIES Goal TE 1.0: Establish and support within the City a complete public multi-modal transportation system that provides safe, convenient and comfortable travel and access for all users of all ages and abilities regardless of their mode of transportation; that promotes the reduction of greenhouse gas emissions; increases physical activity opportunities; coordinates and balances the transportation system with appropriate land uses, and sustainability of the environment; that is aesthetically pleasing; that is coordinated with other adopted transportation plans, programs, neighboring counties and implementing agencies; that addresses the transportation needs of the present and future populations; that supports economic vitality; provides for meaningful citizen participation, and promotes regional transportation coordination.

Objective TE 1.1: Maintain socioeconomic data for coordination of future land-use projections, in conjunction with the Transportation System, between the Metropolitan Planning Organization (MPO), County and the City.

Policy TE 1.1.1: Provide updated socioeconomic data for input to the County for use in the traffic forecasting model. Policy TE 1.1.2: Review the MPO’s Long Range Transportation Plan and improvement programs, County’s trafficways plan, and other roadway improvements based on updated City land-use information.

Objective TE 1.2: The City of Deerfield Beach shall coordinate with Broward County to maintain and, where feasible, improve the functional relationship between the transportation system and applicable future land use maps to ensure that transportation modes and services meet the transportation needs of existing and future population densities, housing and employment patterns, and land uses.

Policy TE 1.2.1: The City of Deerfield Beach shall comply with Broward County’s Transportation Concurrency Management Area (TMCA) standards for the Northeast District, as delineated in the County’s Comprehensive Plan. The Northeast District is defined as a compact geographic area with an existing


network of roads where multiple, viable alternative travel paths or modes are available for common trips. An areawide level of service (LOS) standard, consistent with Broward County’s Comprehensive Plan shall be established for The City of Deerfield Beach, for the purpose of issuing development orders and permits, based on how mobility will be accomplished within the Northeast District. In addition, arterials subject to the maximum service volume levels per Policy TE 1.2.2, and the multiple viable alternative travel paths or modes for common trips are depicted in Maps 3.8 through Maps 3.10. 1. Roadway facilities forming the boundary of a Concurrency District are part of

that District.

Policy TE 1.2.2: The County’s concurrency management system shall establish the following transportation LOS standards for the Northeast District. 1. Within the Northeast District, the transportation LOS standards for the

purpose of issuing development orders and permits are to achieve and maintain the following by FY 2013.

a. Overall - Increase the number of bus stops by 25 percent from FY 2009 to FY 2013. Traffic volumes on arterial roadways in the Northeast District shall remain less than the maximum service volumes as displayed below. These volumes do not apply to SIS and TRIP funded roadway facilities, and cannot be used in a manner that would result in interference with mainline operations on SIS roadway corridors. The County and FDOT will work together during 2009 to revise downward the volumes in the table.

Peak Hour Two-Way Maximum Service Volumes

State and County Roadways Two-lane arterials 2555 Four-lane arterials 5442 Six-lane arterials 8190 Eight-lane arterials 10605

The Maximum Service Volumes are calculated from “Generalized Peak Hour Two-Way Volumes for Florida’s Urbanized Areas,” published by the Florida Department of Transportation, as 75% above the volumes for Class IV State Two-Way Arterials, for Level of Service E, for the Eastern Core District; and as 75% above the volumes for Class II State Two-Way Arterials, for Level of Service D, for all other Districts. [Note: Headway standards apply only to non-contract BCT routes].


b. Maintain headways of 30 minutes or less on 90% of routes. Establish and maintain service at one or more neighborhood transit centers. Reduce traffic signal communication failures by 50% by FY 2013. Increase peak-hour weekday fixed route transit ridership by 17% from FY 2009-2013.

2. Countywide, the LOS standards for roadways on the SIS, including

connectors, and roadways funded in accordance with Section 339.2819 FS, TRIP facilities; shall be as forth in Rule 14-94, FAC. The table below summarizes those roadway facilities located within the City of Deerfield Beach, and those whose one-mile impact threshold area lies within the City. These standards shall apply for the purposes of issuing development orders and permits.

SIS Facilities

Roadway Roadway Segment LOS Standard* SIS Corridors Florida Turnpike & Homestead Extension

Miami-Dade County line to Palm Beach County line

D

Interstate 95 Miami-Dade County line to Palm Beach County line

E

Sawgrass Expressway I-75 to east of I-95 ramps via S.W. 10th D Street

SIS Connectors Deerfield Beach Amtrak/Tri-Rail Station

I-95 to Hillsboro Blvd. Entrance D

Pompano Beach tri-Rail Station I-95 to Sample rd. to 8th D Ave. Entrance Trip-Funded Facilities

None D * The LOS letter designations are defined in FDOT’s 2002 Quality/LOS handbook unless an alternative (as refined through identification mobility strategies) standard is agreed to in writing by FDOT. Policy TE 1.2.3: The transportation LOS standards for the purpose of long range transportation planning shall be:

1. For SIS facilities and TRIP- funded facilities, the LOS standards shall be as

identified in Policy TE 1.2.2.2.

2. For roadways not on the SIS (including connectors), and not funded in accordance with Section 339.2819 FS (TRIP), the generalized two-way peak-hour LOS D standard volumes depicted on Table 4-4, Quality/Level of Service Handbook, Florida Department of Transportation, (2002) shall be the standard.


Policy TE 1.2.4: The City of Deerfield Beach will continue to coordinate and participate in the preparation and update of the Broward County five-year County Transit Program (CTP) that is projected to achieve the level of service standards for each District. The County Commission shall ensure that the CTP is a financially feasible plan. The CTP shall be updated annually. Any change in the level of service standards in the CTP requires an amendment to the Transportation Element of the City of Deerfield Comprehensive Plan.

Policy TE 1.2.5: Prior to application for a building permit with The City of Deerfield Beach, the applicant shall obtain a Transportation Concurrency Satisfaction Certificate from Broward County. The City of Deerfield Beach shall not accept a building permit application, nor issue a building permit, unless the corresponding Transportation Concurrency Satisfaction Certificate has been presented or exempted by the Broward County land development regulations.

Policy TE 1.2.6: Broward County shall issue a Transportation Concurrency Satisfaction Certificate, relative to a building permit application, under any of the following circumstances: 1. The application is on property within a recorded plat that was approved by

the County Commission on or after March 20, 1979, and before the effective date of Amendment 04-2-T1; and the building permit application is consistent with the level of development under which the plat is currently approved by the County Commission; and the County Commission’s finding of satisfaction of transportation concurrency for the plat has not expired; and the plat is not in violation of an agreement with Broward County with respect to transportation concurrency.

2. The application is on property for which Broward County has made a

finding of vested rights with respect to transportation concurrency; and the building permit application is consistent with the level of development under which the plat was approved by the County Commission; and the plat is not in violation of an agreement with Broward County with respect to transportation concurrency.

3. If the application is for property within, and for development in

accordance with and as authorized by, an approved Development of Regional Impact (DRI) or a Florida Quality Development (FQD) 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, and satisfying, Broward County’s transportation concurrency requirements.


4. The applicant has paid to Broward County a Transit Concurrency Assessment, as described in Policy 3.4.7, for the development proposed in the building permit application.

5. The application is for an addition to, replacement of, or renovation to a

residential building, and does not increase the number of dwelling units within that building nor change the type of units.

6. The application is for an addition to, replacement of, or renovation to a

non-residential building, and does not increase the number of peak-hour trips generated by the building.

7. The application is for development that promotes public transportation,

which means development that directly affects the provision of public transit, including transit terminals, transit lines and routes, separate lanes for the exclusive use of public transit services, transit stops (shelters and stations), and office buildings or projects that include fixed-rail or transit terminals as part of the building.

8. The City of Deerfield Beach may modify County policies 3.4.6 so that if a

building permit application is for property that was unplatted or platted prior to March 20, 1979, then the applicant shall be subject to a Transportation Concurrency Assessment based on the total peak-hour trips generated by the use proposed in the building permit application, regardless of the prior use permitted or built on the property.

9. The County Commission may, by Ordinance, provide that a

Transportation Concurrency Satisfaction Certificate shall be issued, relative to a building permit application, if the proposed development is a project which promotes public transportation and is located within a Regional Activity Center as described in and defined by the Broward County Comprehensive Plan, and is within an area that contains major public and private postsecondary institutions of higher learning. The impact of the proposed development on the Florida Intrastate Highway System, as defined in Section 338.001, F.S. shall be considered in issuing said Certificate.

Policy TE 1.2.7: The Transportation Concurrency Assessment shall be calculated as the total peak-hour trip generation of the proposed development, multiplied by a constant (for each year) dollar figure for each District that represents the cost per trip of all the TDP enhancements in that District. The County Commission may adopt land development regulations, which enable exemption from the assessment calculation of high-cost transit projects, such as fixed guideway facilities.


Policy TE 1.2.8: The City of Deerfield Beach may adopt land development regulations, which provide for a waiver of the Transportation Concurrency Assessment for a class of development on property within that municipality, provided that all such waived Assessments are paid to Broward County by the City of Deerfield Beach, or by a source designated by the City of Deerfield Beach. Policy TE 1.2.9: The revenues from the Transportation Concurrency Assessments shall be used solely to fund the enhancements within the CTP, which are in the District corresponding to the location of the proposed development. However, the Broward County Commission may adopt land development regulations, which set aside up to five percent of such revenues for the following purposes:

(1) To serve as the designated funding source for waivers granted under Policy 3.4.9 and/or (2) To fund costs of administering the concurrency management system and developing the CTP

Policy TE 1.2.10: Prior to the approval of any application for a plat, an amendment to the restrictive note on the plat, or the placement of a restrictive note on the plat, for property within a Transportation Concurrency Management Area, the County Commission shall make a finding that the appropriate area satisfies at least one of the following standards: 1. The District does not contain two parallel and adjacent arterial roadways,

both of which have a volume/capacity ratio in excess of 1.30, which ratio is derived by comparing existing p.m. peak-hour traffic volumes to LOS D peak-hour capacities.

2. The ridership within the District on fixed route transit services has

increased at least 2 ½ percent over the previous year. Policy TE 1.2.11: A building permit application that is subject to a Transportation Concurrency Assessment by Broward County shall not be subject to impact fees for regional transportation facilities by Broward County or by the City of Deerfield Beach. Policy TE 1.2.12: The City of Deerfield Beach will participate with the Broward County Transportation Planning Division and the FDOT, in the preparation of a study on constrained roadway facilities. The study, shall identify constrained facilities, propose adequate LOS standards for those identified constrained facilities, and recommend appropriate actions to improve mobility on the constrained roadways.


Policy TE 1.2.13: The City of Deerfield Beach will coordinate with Broward County to address overcapacity roadway segments and roadway segments approaching capacity through the following County 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 City and County road improvements for road segments operating below, or projected to operate below, the adopted roadway capacity standard.

2. Continue its annual allocation of County matching funds 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 June 30, initiate necessary amendments to

the Broward County Metropolitan Planning Organization’s (MPO’s) Long-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 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.

6. Continue to foster a cooperative County-State traffic engineering

improvement program on congested arterial roads according to established priorities as identified in the County’s intersection data base and other planning files, and making use of the total range of available funding programs at the federal, state and county levels.


Policy TE 1.2.14: The City of Deerfield Beach shall implement the adopted two-way peak-hour LOS D standards for City collector roads through the following actions: 1. Adopt the LOS D roadway level of service from the FDOT Quality/Level

of Service Handbook for non-state roadways in urbanized areas. 2. Require site plan applicants to submit a traffic study for all residential

developments with more than 2 units and all non-residential developments, regardless of size, that abut a City collector roadway. Studies will be in accordance with the City of Deerfield Beach Land Development Regulations and will include the first accessed City collector road and all other roadways where the project traffic represents at least one percent of the roadway capacity.

Policy TE 1.2.15: In cooperation with FDOT, Broward County, the MPO, and the South Florida Regional Transportation Authority, The City of Deerfield Beach will continue to help implement strategies to maintain Level of Service Standards on the Florida Intrastate Highway System (FIHS), including strategies to facilitate local traffic to use alternatives to the Florida Intrastate Highway System (FIHS) as a means of protecting its interregional and intrastate functions. Among the strategies that the City of Deerfield Beach will continue to help implement are: 1. Support the widening of Florida’s Turnpike to an eight-lane facility. 2. Support the widening of I-95, north of Commercial Boulevard, to a ten-

lane facility. 3. Support interchange improvements where appropriate on I-95 and the

Florida Turnpike. 4. Support Intelligent Transportation System (ITS) programs on FIHS

facilities, including Electronic Toll Collection (SunPass) and Advanced Traveler Information Systems (ATIS).

5. Support improvements to the HOV system on I-95. 6. Support efforts to study the use of the Florida East Coast Railroad as an

urban transit corridor. 7. Support the double-tracking of the South Florida Transportation Corridor,

a transportation facility parallel to Interstate 95. 8. Maintain and, where feasible, improve the level of service on County

roads that are parallel to FIHS roads.


9. Support the implementation of the Congestion Management Plan

recommendations, with an emphasis on those County roads that are parallel to FIHS roads.

10. Support coordination of intelligent transportation systems (ITS) efforts

between the FDOT and Broward County. 11. Support the expansion of public transit route headways and span of service

enhancements and the provision of information kiosks along County roads that are parallel to FIHS roads.

12. Support the double-tracking of the South Florida Transportation Corridor,

a transportation facility parallel to Interstate 95. 13. Support the expansion of regular route service to Tri-Rail stations. 14. Support the community bus system’s expansion of transit coverage in

areas parallel to FIHS.

15. Improve pedestrian access to transit by supporting efforts that ensure road planning, design, and construction include the necessary walkways on all arterial and collectors under the responsibility of the State, County and City.

16. Support public education through marketing strategies about public transit

desirability and availability.

17. Support transit oriented design along County roads that are parallel to FIHS roads.

Policy TE 1.2.16: The City of Deerfield Beach shall continue its current practice of recognizing the interaction with mixed use developments which promotes revitalization and the resulting internal satisfaction of trips per the County’s criteria. Mixed use developments are characterized by three (3) or more significant, mutually supporting, revenue-producing uses with significant physical and functional integration of project components, including uninterrupted pedestrian connections, and that are developed in conformance with a coherent plan.


Policy TE 1.2.17: The City of Deerfield Beach, in cooperation with Broward County policies shall help coordinate land uses with the transportation system through implementation of, but not limited to, the following programs, activities or actions: 1. Residential densities in the Low (1 du/ac) to Low-Medium (10 du/ac)

ranges should be located with access to existing minor arterial and collector streets.

2. Residential densities in the Medium High (25 du/ac) and High (50 du/ac)

ranges should be located with adequate access to major and minor arterial roadways, expressways, and public transit routes.

3. Industrial uses shall be located with access to major transportation

facilities, including roads, airports, seaports, rail, and intermodal facilities. 4. Regional or community facilities and other public facilities shall be

located in areas of concentrated activity, such as downtowns and Tri-Rail stations, in order to provide easy access by public transit and to economize on parking areas.

5. Demonstrate the area wide coordination necessary to implement the

transportation, land use, parking, and other provisions of this Element through participation in, or membership on, the Tri-County Commuter Rail Authority Board, the South Florida Regional Planning Council, the Broward County Planning Council, the League of Cities Technical Advisory Committee, and the Metropolitan Planning Organization.

Policy TE 1.2.18: The City of Deerfield Beach, in cooperation with Broward County policies, shall help coordinate the transportation system with land uses through implementation of, but not limited to, the following programs, activities or actions: 1. Transportation facilities and services shall be developed in a manner that

encourages infill development and that promotes the efficient use of urban services.

2. Transportation facilities and services shall be planned and located in a

manner which minimizes the potential impacts on adjacent land uses. 3. Intermodal facilities shall be located so as to maximize the efficiency of

the transportation system.


Policy TE 1.2.19: The City of Deerfield Beach shall support the County’s adoption of the Broward County Transit Master Plan, which is a 25-year strategic plan for development of operational and capital improvements. This Plan recommends cost-effective transit improvements for implementation by Broward County, and develops funding options that generate a viable source of revenue for capital investments, operations, and maintenance of new transit services. The Plan shall be generally consistent with the Long Range Transportation Plan adopted by the Broward County MPO. Policy TE 1.2.20: An application for a Development of Regional Impact, as governed by Chapter 380.06, Florida Statutes, shall satisfy the regional transportation concurrency requirements of Broward County per Policy 3.4.23 of the County’s Transportation Element. Policy TE 1.2.21: The City shall encourage the provision of pedestrian and bicycle infrastructure linking neighborhoods to the transit system. Policy TE 1.2.22: By December 2011, the County and City shall coordinate on establishing bicycle and pedestrian LOS standards to be used for concurrency and short/long range planning purposes, in order to implement Policy 3.4.29 of the County’s Transportation Element. Policy TE 1.2.23: By December 2013, the City shall adopt the County’s short-term bicycle and pedestrian LOS standards, and its long-term transit, bicycle and pedestrian standards, per the County’s concurrency management system.

Objective TE 1.3: The City and County shall coordinate their transportation system with the plans and programs of any applicable Metropolitan Planning Organization (MPO), transportation authority, Florida Transportation Plan, Florida Department of Transportation Adopted Work Program and the Strategic Intermodal System (SIS).

Policy TE 1.3.1: The City and County will work with the Florida Department of Transportation (FDOT), and other partners to ensure timely completion of the following initiatives focused on identifying and addressing impacts to the Strategic Intermodal System (SIS), and roadway facilities funded under Transportation Regional Incentive Program (TRIP) (s.339.2819.Florida Statutes). Map 3.8 illustrates those facilities located in the City of Deerfield Beach.


1. SIS Connectors: SIS roadway connectors serve the critical role of linking SIS

hubs with SIS corridors and are subject to a statewide LOS standard per Policy TE 1.2.2 and Policy TE 1.2.3. FDOT has completed a study for each SIS roadway connector located within the County. These studies identify both LOS conditions and deficiencies, and potential improvements or strategies needed to ensure access to and achieve mobility on the facilities. For SIS roadway connectors serving transit hubs, mitigation in the form of improved transit access and mobility, or transit-oriented development proximity to stations will be considered.

The studies, as best available data and analysis, will serve as the basis for consultations among FDOT, County and the City. Specific steps and time frames to be followed as listed below: a. By January 2009, FDOT will distribute the studies to the County and City.

b. By February 2009, FDOT will convene meetings with the County and City

to review study findings. Funding and completion dates for any follow up studies needed to refine and prioritize improvements or strategies identified in the studies for failing SIS roadway connectors will be addressed at these meetings.

c. By April 2009, FDOT, the County and City will agree upon a coordination

process for identifying and addressing impacts to SIS roadway connectors from proposed sub-DRI level developments. For each connector, the agreed upon process shall specify:

The proximity of a proposed development to the connector which

will result in FDOT involvement in the development review process (within at least one mile). Map 3.9 and Map 3.10 illustrate FDOT’s involvement areas for SIS connectors in the City; and

The impact threshold of a proposed development on the connector

which will trigger FDOT review.

The proximity will require that any proposed sub-DRI level development in proximity of a connector not meeting the adopted LOS standard must have mitigation for its impacts on the facility approved by FDOT prior to the County’s issuance of a Transportation Concurrency Certificate. Impacts to connectors from DRI’s will be addressed through the DRI process.


d. By September 2009, FDOT, the County and City will agree upon

mitigation measures to address each SIS connector which does not meet the adopted LOS standard. Implementation of these measures will be adopted as amendments in the City’s appropriate programs. The process agreed upon under subparagraph c. above will be implemented by the City as soon as possible after the programming of the mitigation measures, but no later than December 2009.

e. The process and mitigation measures will be incorporated into the City’s

comprehensive plan in the next available amendment cycle.

2. SIS roadway corridors are critical to the movement of people and goods within regions and across the state. Therefore they are subject to a statewide LOS standard per Policy TE 1.2.2 and Policy TE 1.2.3. FDOT will coordinate with the County and City as follows:

a. By January 2009, FDOT will disseminate the best available data and

analysis on the SIS roadway corridors with maps and tables denoting existing and projected traffic volumes and LOS.

b. By April 2009, FDOT the County and City will agree upon a coordination

process for identifying and addressing impacts to SIS roadway corridors from proposed sub-DRI level developments. For each corridor, the agreed upon process shall specify:

The proximity of a proposed development to the corridor which will

result in FDOT involvement in the development review process (within at least one mile). Map 3.9 and Map 3.10 illustrate FDOT’s involvement areas for SIS corridors in the City; and

The impact threshold of a proposed development on the corridor

which will trigger FDOT review. The proximity will require that any proposed sub-DRI level development in proximity of a corridor not meeting the adopted LOS standard must have mitigation for its impacts on the facility approved by FDOT prior to the County’s issuance of a Transportation Concurrency Certificate. Impacts to corridors from DRI’s will be addressed through the DRI process.


c. The County will assist in implementing FDOT initiated studies addressing

mobility on SIS corridors. Each study will identify and evaluate LOS issues and deficiencies and will recommend actions needed either to achieve the applicable adopted statewide LOS standard, or ensure mitigation of impacts through development and implementation of a comprehensive mitigation plan covering the corridor, and its wider context. Examples of techniques or tools that may be considered are long–term concurrency management systems, backlog authorities, SIS proportionate fair share, improvements to parallel facilities (including transit), LOS variances, multimodal LOS standards, congestion and incident management, transportation demand management, and transportation system management and operation. As part of each study, FDOT and its partners will agree upon a strategy or combination of strategies to be implemented for the corridor, including the adoption of commitments in the County and City’s comprehensive plans.

3. FDOT, (coordinating with the County, City, metropolitan planning

organization (MPO) and other parties) is conducting a multi-county study for the I-95 corridor and its parallel transit facility (Tri-rail), which will identify a course of action for addressing existing and projected LOS issues on the corridor. The following time line applies to this study and implementation of study results:

a. By May 2009, FDOT will define the study area; compile FDOT, County,

City, MPO and other polices affecting the corridor; inventory studies relating to the corridor; and identify programmed and planned projects, and other improvements identified as being needed an the corridor.

b. By June 2009, FDOT will complete an interchange analysis study for the

arterials covered by maximum service volumes as set in Policy 1.2.2. This study will identify interim and long-term interchange improvements needed to keep operations on the arterials from interfering with operations on the mainline I-95 corridor.

c. By December 2009, FDOT, the County and other partners will agree on a

strategy or combination of strategies to be implemented, to address mobility on the corridor and within its wider context, including existing and projected LOS issues. Identification of projects and funding mechanisms will be part of this effort.

d. Commitments needed to ensure timely implementation of the agreed upon

strategy or combination of strategies will be incorporated into the County and City’s comprehensive plans in the next available amendment round.


4. Roadway Segments Improved with TRIP Funds: Roadway segments with improvements funded with TRIP funds are subject to a statewide LOS standard. The LOS D standard applies in the Transportation Concurrency Management Area, unless FDOT agrees to an alternative standard. Currently, there are no TRIP funded roadway segments in the Northeast concurrency management district.

5. Regional Coordination: The County and City will enhance their coordination

between adjacent municipalities and counties; the Broward, Palm Beach and Miami-Dade MPOs; the South Florida Regional Transportation Authority and other partners regarding regional level transportation issues, including the need to ensure mobility on shared SIS, and other regionally significant transportation facilities crossing county lines.

Objective TE 1.4: Implement the principles of the Deerfield Beach Complete Streets Guidelines, to facilitate the achievement of a fully connected transportation system providing safe, convenient and comfortable travel and access for users of all ages and abilities regardless of their mode of transportation.

Policy TE 1.4.1: The City will establish an inter-departmental advisory committee to oversee the implementation of Complete Street principles on all streets. The committee will include city staff members from Planning & Development Services, Economic Development, Engineering Division, Parks & Recreation, Fire Rescue, and the City’s Manager’s office. The committee may include representatives from Broward MPO, Florida Department of Transportation (FDOT) and representatives from the bicycling, disabled, youth and elderly community as relevant. Policy TE 1.4.2: The City shall consider opportunities and methods to partner on and support roadway “shared space” efforts, such as the (re)design of appropriate rights-of way as “festival streets”.

Policy TE 1.4.3: The City shall support, in coordination with affected municipal partners and other stakeholders, context sensitive implementation consistent with the Deerfield Beach Complete Streets Guidelines of reduced targeted speed limits, including but not limited to “road diets” and “roundabouts,” for roadways classified and/or functioning as collector or arterial facilities, where it is demonstrated that such improvements would safely and seamlessly provide additional choice in mode of transportation (e.g. pedestrian, bicycle, transit), and where coordinated with appropriate surrounding existing and/or planned land uses.


Policy TE 1.4.4: The City shall support and encourage context sensitive implementation to enhance and/or re-establish street-network connectivity and circulation (e.g. avoidance and removal of barriers which close off or inhibit pedestrian, bicycle and vehicle access to public rights-of way, including construction activities). Policy TE 1.4.5: The City shall support and incorporate into its Codes and standards the utilization of context sensitive techniques to provide safe, accessible, attractive, convenient and seamless pedestrian facilities, that are consistent with the Deerfield Beach Complete Street Guidelines, such as the following: 1. Wider sidewalks. 2. Pedestrian scale setbacks. 3. Pedestrian-friendly crossings, including prominent placement and adequate

timing. 4. Pedestrian refuges. 5. Small corner radii. 6. Pedestrian bulb-outs. 7. Mid-block crossings. 8. Energy efficient lighting. 9. Avoidance of uneven pedestrian surfaces consistent with ADA requirements. 10. All pedestrian phase crossings. 11. Pedestrian signage. 12. Sufficient, appropriately placed, and high quality street furniture (e.g.

benches, information kiosks, trash receptacles, public art). 13. Prioritize the use of appropriate shade trees, selected, located and tended in a

manner that assures healthy growth, or other shading devices. 14. Coordination of bus stop locations with pedestrian street crossings. 15. Coordination and connection to existing and planned greenway paths and

trails. 16. Create pedestrian access networks to connect complimentary uses, such as

residential/commercial, office/commercial. 17. Parklets.


Policy TE 1.4.6: The City shall support and incorporate into its Codes and standards the utilization of context sensitive techniques, to provide safe, accessible, attractive, convenient and seamless bicycle lanes, that are consistent with the Deerfield Beach Complete Street Guidelines, such as the following: 1. Sufficient and safe bicycle lane width with a preferred range between 4 and 5

feet. 2. Use of sufficient and highly visible bicycle land buffers, including door zone

buffers or cycle tracks. 3. Highly visible bicycle lanes (e.g. utilizing striped/dashed lane markings thru

intersections, painted or colorized bicycle lanes, lighting, signage, signalization).

4. Avoidance of uneven bike path surfaces. 5. Identification and sufficient marking of shared use paths. 6. Consideration and identification of bicycle boulevards and/or use of parallel

streets. 7. Bicycle signal detection. 8. In-street bicycle boxes. 9. Availability and placement of sufficient bicycle racks. 10. Coordination of bicycle lanes and facilities with transit routes and facilities to

support option of segmented user trips (e.g. bicycle cars on trains, interior bicycle parking on buses).

11. Coordination and connection to existing and planned greenway paths/trails. 12. End of trip facilities (e.g. showers, lockers). Policy TE 1.4.7: The City shall support and coordinate with Broward County Transit the utilization of context sensitive techniques to provide safe, accessible, attractive, convenient and seamless transit, that are consistent with the Deerfield Beach Complete Streets Guidelines such as the following: 1. Traffic signal prioritization for transit, including queue lanes. 2. Dedicated/exclusive lanes for transit, or co-mingled transit/bicycle lanes. 3. Coordination of bus stops locations with pedestrian street crossings. 4. Bus-bulbs. 5. User friendly bus shelters (e.g. sufficient lighting, seating, protection from the

elements, real-time transit route information). Policy TE 1.4.8: The City shall support and incorporate into the City’s standards, the context sensitive use of “street/traffic calming” techniques as set forth in the City’s adopted Traffic Calming Policy. Policy TE 1.4.9: The City shall support and incorporate into the City’s codes and standards, the context sensitive use of urban forestry techniques, including trees selected, located and tended in a manner that assures healthy growth, to enhance pedestrian and bicyclist shade/cooling and enhance corridor aesthetics.


Policy TE 1.4.10: The City shall support and incorporate into the City’s codes and standards, the context sensitive use of techniques to efficiently address streetwater run-off (e.g. swales, planters, vegetated buffer strips, rain gardens, bioswales, infiltration trenches, permeable paving) in a manner that provides ecological, economic and aesthetic benefits. Policy TE 1.4.11: The City shall support and incorporate into the City’s codes and standards, the context sensitive placement of utilities to minimize disruption to pedestrian and bicycle travel, and to facilitate directing street water, planting “Florida Friendly” trees and siting street furniture areas, while maintaining necessary access to utilities for maintenance and emergencies. Policy TE 1.4.12: The City shall support and incorporate into the City’s codes and standards the context sensitive placement of energy efficient illumination to promote pedestrian, bicycle and vehicular activity and safety without promoting light pollution. Policy TE 1.4.13: City efforts to support the context sensitive implementation of the Deerfield Beach Complete Streets Guidelines shall include coordinating the multi-modal use of the rights-of way with appropriate and supporting land uses; such as allowing suitable densities along transit corridors which support multi-modal oriented development including accessible sidewalks, crosswalks, bridges and public spaces. Policy TE 1.4.14: The City shall integrate art in public spaces into transportation infrastructure such as traffic control boxes, street lighting and service area covers as feasible. Policy TE 1.4 15: The City shall adopt a multi-modal level of service (LOS) that is consistent with Broward Complete Streets Guidelines recommended multi-modal LOS. Policy TE 1.4.16: The City will draw on all sources of transportation funding to implement Complete Streets. Complete Streets may be achieved through single projects or incrementally through a series of smaller improvements over time.


3.3 CONSISTENCY WITH STATE, REGIONAL AND COUNTY PLANS

Chapter 163, F.S., requires “coordination of the local comprehensive plan with the comprehensive plans of adjacent municipalities, the County, adjacent counties, or the region and to the State Comprehensive Plan.” During the development of the Comprehensive Plan and Transportation Element, the City of Deerfield Beach staff was involved in a variety of activities to ensure consistency of the City’s plan with the State Comprehensive Plan, the South Florida Regional Planning Council’s Policy Plan, and the Broward County Comprehensive Plan. These activities included attendance at Florida Department of Community Affairs workshops, meetings with adjacent local governments, membership on comprehensive planning committees and analysis of other plans. City staff attended meetings and workshops conducted by the Florida Department of Community Affairs. These meetings provided technical information and insight into the Department’s expectations regarding the development of the Comprehensive Plan. The City of Deerfield Beach submitted drafts of portions of its Comprehensive Plan to several state agencies. The comments provided by these agencies assisted in ensuring Comprehensive Plan consistency. The City received technical memoranda from state agencies regarding preparation of the Comprehensive Plan. The ideas and recommendations from these memoranda were incorporated into the City’s plan. City staff met with the South Florida Regional Planning Council and South Florida Water Management District to coordinate development of the Comprehensive Plan. The Regional Planning Council provided a copy of the Comprehensive Review Process (July 1988). This document describes the comprehensive planning process, lists ideas and expectations the Council has for the plans and provides checklists for information to be contained within the plans. The Transportation Element is consistent with the requirements of Broward County’s Land Use and Long Range Plans, the Year 2025 Cost Feasible Plan, the Florida Department of Transportation’s Adopted Work Program, the Transportation Improvement Program (TIP), the Tri-County Rail Transit Development Plan, and the Broward County Bicycle Facilities Network Plan. In 2006, the City adopted its 2005 Evaluation and Appraisal Report (EAR). As a result, corrections, modifications of time frames and addition of policies mandated by Chapter 163 F.S. have been included as EAR based amendments.


3.4 TRANSPORTATION DATA

Deerfield Beach is a community of approximately 77,039 permanent residents. It is located in the northeast corner of Broward County generally bounded on the north by the Palm Beach County Line, on the west by the Florida’s Turnpike, on the south by Sample Road, and the east by the Atlantic Ocean. With only 12 percent of the City’s land vacant in 1995, the population has increased primarily through the annexation of former unincorporated Broward County areas. Per the County’s Population Model, it is expected that the City will continue to grow, but at a lower growth rate than has occurred in the last two decades. The model projects an average growth rate of 1.3 percent per year, with a 2025 population estimate of 97,417 persons. The City is not expected to increase in land area throughout this planning period, since all the former surrounding unincorporated land has been incorporated into adjacent municipalities. The major transportation routes within and adjacent to the City of Deerfield Beach are those that exhibit traffic characteristics typical of established older communities along Florida’s east coast. They are addressed in the following sections. 3.4.1 EXISTING ROAD SYSTEM An inventory of the existing road system was prepared as a basis for examining roadway deficiencies and projecting future roadway needs and requirements. Roads located within city limits include those that are maintained and the responsibility of the Florida Department of Transportation (FDOT-State Highway System), Broward County (County roads), and the City roads, (all roads not privately owned, FDOT or County owned). The FDOT, Broward County and the City have provided data necessary to assess and review the inventory of the existing system. The data included existing roadway functional classifications, average daily traffic (ADT) counts and accident frequency data. As required by Chapter 9J-5, Florida Administrative Code (FAC) the City’s roadways were identified based on the FDOT roadway functional classification system and by the following definitions:

• Limited and Controlled Access Facilities: Roadways designed for through traffic. Direct access from abutting land is limited or prohibited to these facilities.

• Arterial: Signalized streets that serve primarily through-traffic and provide access to

abutting properties as a secondary function, having a signal spacing of 2 miles or less and turning movements at intersections that usually do not exceed 20 percent of total traffic.

• Collector Road: Surface streets providing land access and traffic circulation service

within residential, commercial and industrial areas.

• Local Road: Streets not classified in a higher system, primarily providing direct access to abutting land and access to the higher system. They offer the lowest level of mobility and usually carry no bus routes. Service to through traffic is deliberately discouraged.


The inventory revealed that the City contains local, collector, arterial, and limited and controlled access roadways. The number of travel and median lanes was collected for each roadway type to assist in determining the existing levels of service (LOS). Map 3.1 was prepared to depict the existing road system and identifies the functional classification and number of travel lanes. 3.4.1.1 North-South Arterials and Limited Access Facilities • Florida Turnpike (Limited Access) • Powerline Road (State Road 845) • Military Trail • I-95 (State Road 9) (Limited Access) • Federal Highway (US 1) (State Road 5) Florida’s Turnpike is a limited access toll facility in Broward County from the Miami-Dade County line to the Palm Beach County line. It extends north to Orange County. The typical section is a six-lane expressway throughout its alignment in Deerfield Beach. It is maintained by FDOT. Powerline Road extends from central Fort Lauderdale to the south through Deerfield Beach and continues northerly through Broward County into Palm Beach County. The typical section running through the City of Deerfield Beach consists of a six-lane divided principal arterial. It is maintained by FDOT. Military Trail is a four-lane facility throughout the City of Deerfield Beach. The functional classification is County minor arterial from the south city limit to 15th Street and from Hillsboro Boulevard to the north city limit. Between 15th

Street and Hillsboro Boulevard, the functional classification is City minor arterial. It is maintained by Broward County.

Interstate 95 is an eight-lane controlled access expressway facility, originating in Miami and traversing north including over 26 miles through Broward County. It continues up the east coast through the State of Florida extending into the northeastern quadrant of the United States. The section of I-95 through the Deerfield Beach area is programmed to provide a ten-lane section including High Occupancy Vehicle (HOV) lanes in fiscal year 2010. It is maintained by FDOT. United States Route 1 (US 1) is a principal north/south arterial traversing through Broward County. In the northern portion of Broward County, US 1 is a six-lane divided roadway. It is maintained by FDOT. 3.4.1.2 East-West Arterials Sample Road is a six-lane roadway that extends from the Sawgrass Expressway to US 1. The six-lane facility is a principal arterial within the City of Deerfield Beach from Powerline Road to Old Dixie Highway. It is maintained by FDOT.


From Powerline Road to Old Dixie Highway, 48th

Street is a minor arterial in the City of Deerfield Beach. The typical section is a four-lane divided roadway. Maintenance responsibility is by Broward County.

Southwest 10th Street functions as an extension of the Sawgrass Expressway. The roadway segment of Southwest 10th Street from Florida’s Turnpike to Powerline Road is classified as a six-lane principal arterial. Between Powerline Road and Federal Highway the typical section varies between a four-lane and six-lane divided roadway. Broward County has programmed a project to provide a six-lane divided section from Powerline Road to Military Trail. S.W. 10th Street west of I-95 is maintained by FDOT. East of I-95, 10th

Street is maintained by the City.

Hillsboro Boulevard begins west of State Road 7 and extends easterly to State Road A1A. The major portion of this roadway passes through the City of Deerfield Beach. The existing roadway link between Florida’s Turnpike and US 1 provides a six-lane divided arterial, while a four-lane divided arterial is provided from US 1 to State Road A1A. Hillsboro Boulevard is maintained by FDOT. 3.4.1.3 State Collector Roads SR A1A is classified as a State Collector Road. The maintenance responsibility belongs to FDOT. 3.4.1.4 Local Collector Roads The city collector roads serve the function of property access, load circulation and connectivity to the arterial roadways. The maintenance responsibility for these facilities lies with the City. The following facilities in the City are designated as city collector roads:

• SE 12th

• SE 2 Avenue – South City Line to Hillsboro Boulevard.

nd Avenue – SE 15th

• NW 3 Street to Hillsboro Boulevard.

rd Avenue/SW Martin Luther King – SE 10th Street to NE 2nd

• Natura Boulevard./SW 11 Street

th

• NE 2 – Sample Road to Hillsboro Boulevard

nd Street – NW 3rd

• SW 10 Avenue to Federal Highway

th Street – Federal Highway to 12th

• SW 15 Avenue

th

Street – Powerline Road to Federal Highway

3.4.2 PUBLIC TRANSPORTATION SYSTEM Due to the continued decline of the regional roadway LOS over the planning timeframe, Broward County and, subsequently, the City of Deerfield Beach adopted transportation concurrency management area (TCMA) standards, rather than the traditional road LOS standards. The TCMA system requires developers to pay an assessment for transit improvements prior to the application for a building permit. The urban infill areas are not exempt from TCMA requirements.


City staff has met with key individuals from the County Transportation Planning Division and Broward County Transit (BCT) to contribute ideas where expanded mass transit services would best serve Deerfield Beach residents. The proposed TCMA system will generate a funding source for the expansion of mass transit improvements within the County. The BCT’s bus service could be expanded to better serve the City’s Tri-Rail station and to provide a viable link between the station and the industrial employment corridor along I-95. The City has also expressed a desire to expand bus service along Hillsboro Boulevard, Federal and Dixie Highways. The three community buses serve the programs of the community agencies and have established a popular public transit connection between the beach area and areas west of I-95. The City will continue to participate in Broward County’s Transit Development Plan and the expansion of the regional mass transit system. 3.4.2.1 Public Transit Routes and Service Broward County Transit (BCT) provides bus service for the City with 10 routes as indicated on Map 3. 2. BCT also provides three community bus shuttles that are operated by the City. Bus Routes 92, 93, 95 and 97 have been designed to compliment the community bus schedules. Generally, bus routes operate on 30 minute headways. To meet TCMA for the Northeast District, headways of 30 minutes or less must be achieved on 90 percent of the routes. The County must also establish one neighborhood transit center and increase ridership per Policy TE 1.2.2. The City is served by the Tri-Rail system with a train station at Hillsboro Boulevard. Tri-Rail is in the process of double tracking its system and adding more cars for enhanced on-time performance. The State’s Florida East Coast Rail Corridor study is under way to identify transportation options along the eastern rail corridor. City staff is actively involved in this study with the hope that passenger service will return to the FEC railroad with a station located in the City of Deerfield Beach. Map 3.2 identifies public transit routes and bus stops, associated with major public transit trip generators and attractors. These facilities range from the public beaches to the North Broward Regional Hospital. With increased investment in the regional transit system, the public will have bona fide alternatives to using their cars.


3.4.3 SIGNIFICANT BICYCLE AND PEDESTRIAN WAYS In April 2004, the City completed a Parks and Recreation System Master Plan including those areas annexed from Broward. The plan established a Public Realm 2025 vision for citywide recreation improvements. It stated by the year 2025, (in time for the City’s Centennial Celebration) the City will have met the needs and desires of an increasingly younger and more active population. The “Significant Bicycle and Pedestrian Ways” shown on Map 3.3. illustrate the proposed system of bike lanes, trails, greenways and other public pedestrian ways to meet this vision. It includes the County’s designation of Dixie Highway as a greenbelt and State Road A1A as a future bikeway. The City, in cooperation with the Community Redevelopment Agency (CRA), finished the Ocean Way improvement project in February, 2005. This project included drainage and roadway improvements, expanded sidewalks and pedestrian amenities that enhanced access to the beach, as well as eliminating local flooding that plagued the area. Construction on a streetscape project along Hillsboro Boulevard leading to the beach area is under construction. When completed in 2009 it will provide enhanced safety for motorists, pedestrians and bicyclists. The City has constructed improvements to the A1A “S” curve, with the financial assistance of the CRA in 2005. These improvements included curbed sidewalks, enhanced lighting, handicap accessible ramps, and defined crosswalks. 3.4.4 DESIGNATED TRANSPORTATION FACILITIES FOR COASTAL

EVACUATION Preparedness for situations requiring evacuation of the Coastal High Hazard Area is a roadway specific concern. The Coastal High Hazard Area within Deerfield Beach is generally defined as the area east of the Intracoastal Waterway as shown on Map 3. 4. This map also illustrates the designated evacuation routes. The number of evacuation routes is limited by the existence of only one bridge over the Intracoastal in the City. The sole east-west evacuation route is Hillsboro Boulevard. Residents in the Coastal High Hazard Area should also consider using NE 14th

Street in the City of Pompano Beach or Camino Real in the City of Boca Raton.


3.5 TRANSPORTATION LEVEL OF SERVICE

This section of the Transportation Element serves to assess and establish the existing conditions for the transportation network within the City of Deerfield Beach. The methodology and its relative importance to the County, Region and State agency methodology are described. The methodology sets the standards on which the transportation LOS is based and, consequently, operating conditions are assessed. Existing roadway deficiencies, accidents, bikeways, and transit conditions along with projected conditions for years 2010 and 2025 are identified and discussed in this section. The recommendations and implementation strategies are discussed in the Transportation System Analysis section. 3.5.1 METHODOLOGY The level of service for existing traffic volumes on the roadway segments was prepared using the following procedure and methodology. The most recently available Average Daily Traffic (ADT) volumes were collected from the Broward County Roadway Capacity Analysis for year 2004, 2010, and 2025. The generalized two-way peak-hour roadway capacities were derived for three different categories of roadways. Roadways that are in the Florida Intrastate Highway System (FIHS) shall meet the State planning guidelines. County and non-FIHS State roadways shall meet the Broward County transit-oriented guidelines. City collector roadways will meet the City of Deerfield Beach Comprehensive Plan. The capacity analysis for existing conditions was calculated by comparing the existing two-way peak-hour volume to the appropriate capacity based on the number of roadway lanes, the number of signalized intersections per mile and roadway facility type. Table 3.1. summarizes the capacity analysis for State and County roads. The 2004 volumes are provided along with the facility design codes, LOS standard, and an indication of whether the standard is exceeded. Table 3.2. provides the analysis summary for City collector roadways. The 2004 volumes, design codes, LOS D capacities, and the 2004 LOS are provided. The analysis indicates that roadway deficiencies are evident for roadway segments that are operating below the acceptable LOS standard. This finding denotes existing system deficiencies for which the City, County and State must plan necessary transportation improvements.


TABLE 3.1

CITY OF DEERFIELD BEACH 2004 TWO-WAY PEAK-HOUR TRAFFIC

COMP PLAN CAPACITY ANALYSIS (STATE AND COUNTY ROADWAYS)

2004 Design Acceptable Meets

Roadway Link Volume Code

(1) LOS Standard Standard Hillsboro Blvd. E of Florida Turnpike 3,929 622 8,190 Yes E of Powerline Rd. 3,937 632 8,190 Yes E of Military Trail 4,570 632 8,190 Yes E of I-95 5,294 632 8,190 Yes E of Dixie Hwy 3,439 632 8,190 Yes E of US 1 2,385 432 5,442 Yes Fla. Turnpike S of Glades (2) 9,400 611 10,050 Yes S of Sawgrass Xway 7,909 611 10,050 Yes Powerline Rd. S of North City Limits 2,896 432 5,442 Yes S of Hillsboro Blvd. 3,258 432 5,442 Yes S of SW 10th St. 3,411 622 8,190 Yes I-95 S of North City Limits (2) 15,071 821 13,420 No S of Hillsboro Blvd. 15,989 821 13,420 No S of SE 10th St. 15,314 821 13,420 No US 1 S of North City Limits 3,059 632 8,190 Yes S of Hillsboro Blvd. 4,680 632 8,190 Yes S of SE 10th St. 4,148 632 8,190 Yes Dixie Hwy S of North City Limits 1,576 232 2,555 Yes S of Hillsboro Blvd. 1,005 432 5,442 Yes S of SE 10th St. 2,328 432 5,442 Yes Military Trail S of North City Limits 2,252 422 5,442 Yes S of Hillsboro Blvd. 2,458 422 5,442 Yes S of SE 10th St. 2,138 422 5,442 Yes SR A1A S of North City Limits 1,037 274 1,390 Yes S of Hillsboro Blvd. 1,089 222 2,555 Yes SW/SE 10th St. E of Florida Turnpike 3,439 632 8,190 Yes E of Powerline Rd. 3,575 432 5,442 Yes E of Military Trail 4,616 632 8,190 Yes E of I-95 2,852 632 8,190 Yes E of Dixie Hwy 1,419 432 5,442 Yes


TABLE 3.2 CITY OF DEERFIELD BEACH

2004 TWO-WAY PEAK-HOUR TRAFFIC COMP PLAN CAPACITY ANALYSIS (CITY COLLECTOR ROADWAYS)

(3)

2004 Design LOS "D" Level of

Roadway Link 2-Way Pk.Hr Code

(1) Standard Service SW/SE 10th St. E of US 1 494 264 950 D NW 2nd St. E of NW 3rd Ave. 253 264 950 C SE/SW 15th St. E of West City Limits 459 264 950 D E of Dixie Hwy 459 264 950 D E of SE 1st Terr 459 264 950 D E of US 1 459 264 950 D NW/SW 3 Ave. S of NW 2nd St. 596 464 2,070 C S of Hillsboro 596 464 2,070 C SE 2nd Ave. S of Hillsboro 416 264 950 C SE 6th Ave. S of Hillsboro 416 264 950 C SE 12th Ave. S of Hillsboro 679 264 950 D S of SE 10th St. 684 264 950 D Table Notes: (1) Design Code: 1st Digit - # of Lanes 2nd Digit - Capacity Group 3rd Digit - Facility Type 1 - Freeway 2 - Two Way Arterial 3 - One Way Arterial 4 - Collector/Local 9 - Planned Roadway (2) SR-9/I-95 and Fla Turnpike are FIHS facilities, therefore, LOS "D" standard from FDOT Quality LOS, 2002. (3) City Collector Roadways capacities based on LOS "D" standard from FDOT Quality LOS, 2002 per Comprehensive Plan policy 1.2.14


3.5.2 EXISTING ROAD SYSTEM LEVEL OF SERVICE 3.5.2.1 Roadway LOS Standards Roadway level of service standards have long been used in systems planning and traffic operations. The roadway level of service (LOS) standard is a qualitative assessment of the road user’s perception of the quality of flow of traffic. The LOS standard is represented by letters "A" through "F", with "A" representing the most favorable conditions and "F" representing the least favorable. The LOS is measured by dividing the number of vehicle trips (i.e., volume) on the facility by the capacity of that facility. While this is the most prevalent LOS standard, other standards could be employed, including LOS standards based on the number of person trips, vehicle miles traveled, vehicle hours traveled, or average speed.

a. Florida Intrastate Highway System (FIHS) of the Strategic Intermodal System (SIS). 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 Strategic Intermodal System’s Florida Intrastate Highway System (FIHS). Table 3.3 provides the generalized two-way peak-hour volumes for these SIS / FIHS roadways. Consistent with the long range planning standards in the Broward County TE, the standard for Florida’s Turnpike is LOS D and the standard for I-95 is LOS E for urbanized areas with population over 500,000.

Table 3.3

Generalized Peak Hour Volumes, Urban Principal Arterials (Limited Access)

ROADWAY

LINK

TWO-WAY PEAK HOUR VOLUMES

LANES

LOS

I-95 Commercial Blvd. To Broward/Palm Beach Co. Line

15,240 8 E

FTPK Broward/Miami-Dade Co. Line to Palm Beach Co. Line

10,050 6 D

Source: Quality/Level of Service Handbook, Table 4-4, Florida DOT, 2002.

b. Per Rule 9J-5.0055(2)(c), FAC, local governments are required to adopt adequate LOS

standards for local roads, consistent with the Broward County Transportation Element. The City of Deerfield Beach proposes to adopt the generalized two-way peak hour volumes for Florida’s Urbanized Areas at the LOS D standard, as shown in Table 3.5.4. 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. The City of Deerfield Beach will continue to use the LOS D standard as the roadway concurrency standard. Broward County is using the two-way peak-hour volumes instead of the directional peak-hour volumes because Broward County and the FDOT also use two-way peak-hour volumes.


Table 3.4 Generalized Peak Hour Two-Way “LOS D” Volumes for

Florida’s Urbanized Areas Lanes 2-lane

Undivided 4-lane Divided

6-lane Divided

8-lane Divided

10-lane Divided

12-lane Divided

State 2-way Arterials Uninterrupted Flow

1,720 5,870 8,810 --- --- ---

Interrupted Flow Class I (0 to 1.99)

1,560 3,390 5,080 6,440 --- ---

Interrupted Flow Class I (2.00 to 4.5)

1,460 3,110 4,680 6,060 --- ---

Interrupted Flow Class III

1,200 2,750 4,240 5,580 --- ---

Interrupted Flow Class IV

1,310 2,880 4,350 5,690 --- ---

Freeways, Group 1 --- 6,510 10,050 13,600 17,160 20,710 Freeways, Group 2

--- 6,250 9,840 13,420 16,980 20,560

Non-State Roadways Major City/County

1,390 2,950 4,450 --- --- ---

Other Signalized Roads

950 2,070 --- --- --- ---

Source: Quality/Level of Service Handbook, Table 4-4, Florida, 2002.

c. Non-FIHS state and county arterials. In accordance with the County’s Concurrency Management System, the maximum service volume for state and county arterials will be 75 percent above the FDOT volumes for Class II State Two-Way Arterials, for LOS D. This policy is consistent with the Broward County Comprehensive Plan Transportation Element (Broward County TE).

3.5.3 EXISTING PUBLIC TRANSIT LOS STANDARD The County’s Transportation Element provides that the public transit level of service standard is to maintain a 70 percent peak-hour functional area coverage for residential and employment locations. Functional area coverage is an access standard and a residential or employment area is considered to be accessible if it is within ¼ mile of a fixed bus route. Functional area coverage is measured by superimposing Broward County’s fixed route bus system over the traffic analysis zone (TAZ) map and database. The TAZ database is a countywide database that is updated bi-annually. The Development Management Division, through its authority to review plats countywide, provides the data used for the bi-annual updates. The Planning Information Technology Division bi-annually inputs the platting data and updates the TAZ database. The Transportation Planning Division maintains the fixed route bus map while the Mass Transit Division implements fixed route bus service.


To calculate the public transit peak hour LOS standard, all TAZs that fell completely within ¼ mile of a fixed bus route were assumed to be functionally accessible. It also included TAZs within 3 miles of a park and ride facility. Where only a portion of a TAZ was included within ¼ mile of a fixed bus route or within 3 miles of a park and ride facility, then it was assumed that population and employment were distributed evenly throughout the TAZ. Broward County presently maintains its peak-hour LOS standard at 76.67 percent of functional area coverage for the residential population, including the City of Deerfield Beach. 3.5.4 CONCURRENCY MANAGEMENT SYSTEM LEVEL OF SERVICE

Broward County and the City, support level of service standards for the Transportation Concurrency Management Areas (TCMA) system, and the FDOT Strategic Intermodal System (SIS) to meet transportation concurrency. These standards were established based on: priorities resulting from District meetings with planners; the adopted priorities of the MPO; and the priorities set in previous transit development plans.

The TCMAs are substantially built-out in terms of land area and major roadway expansion. The shift from a Roadway LOS Standard to Transportation LOS Standards will complement the future land use patterns, which are predominantly infill and redevelopment. Also planned roadway improvements and programs including, transportation system management (TSM) transportation demand management (TDM), strategies and incentives to use public transit (parking policies and provision of intermodal transfers), help to enhance mobility throughout the concurrency management areas.

City’s concurrency management system shall be consistent with the County’s Standard for the Northeast Concurrency District and the County wide LOS standards for roadways on the SIS, including connectors and roadways funded with for TRIP facilities as stated in Policy TE 1.2.2.

Level of Service Standards for Long Range Planning. The transportation LOS standards for the purpose of long range transportation planning shall be per Policy TE 1.2.3. All building permit applications must show concurrency satisfaction before the City may accept them. Table 3.5 illustrates that while the neighborhood transit center is under construction, only 77% of existing buses achieve 30-minute headways. The TCM system will be a funding source to add busses and reduce headways on all routes to meet LOS.


Table 3.5 Northeast Concurrency District

Comparison of LOS Standards with Existing Conditions

LOS STANDARD EXISTING CONDITION Headways < 30 min. on 90% of routes.

Headways < 30 min. on 77% of routes.

Establish at least one neighborhood transit center.

NTC programmed in Pompano Beach.

Establish at least one additional community bus route.

7 community bus routes currently in operation.

This level of service standard is consistent with Broward County’s standard for the Northeast concurrency district.


3.6 TRANSPORTATION SYSTEM ANALYSIS

3.6.1 GROWTH TRENDS, TRAVEL PATTERNS AND COMPATIBILITY WITH FUTURE LAND USE

With only 3.5 percent of its land vacant, the City is considered essentially built-out. Land uses have developed in a manner where the mixture of residential, commercial, industrial and recreational uses is consistent with the acceptable “functional mix” for the Broward County area. With 10 North/South arterials, including I-95 and the Florida Turnpike and four East/West arterials, the City is well served by the regional roadway system. The limited expansion ability of these arterials, require the City to identify redevelopment opportunities to meet expected growth requirements, rather than relying on the development of raw land and the expansion of the road system to serve them. The City is considering including in its Plan the mixed-use categories currently in the Broward County Land Use Plan such as Local Activity Center, Mixed Use-Residential and Transit Oriented Corridor. The land use category, Transit Oriented Development (TOD) has been added to the City’s Future Land Element. The City has received a land plan amendment to change an 8.07-acre parcel adjacent to the Tri-Rail station from Commercial to Transit Oriented Development. This proposal includes the construction of 549 residential units, 15,072 square feet of general commercial use, 36,000 square feet of office use and an 148-room hotel. The implementation and adoption of transit oriented land use categories support the regional efforts to encourage infill and redevelopment. 3.6.2 AVAILABILITY OF TRANSPORTATION FACILITIES TO SERVE EXISTING

LAND USE With the implementation of the County’s Transportation Concurrency Management System, State and County arterials meet concurrency standards by investing in transportation improvements. Traditional LOS standards do not apply to these roadways. Only for the purpose of long range transportation planning, does Florida’s SIS and TRIP funded facilities meet the generalized two-way peak-hour LOS of D or E, per Policies TE 1.2.2 and TE 1.2.3. Currently I-95 operates below the acceptable LOS standard as an eight-lane facility within the City of Deerfield Beach, with a LOS of E. This deficiency is correctable with the implementation of the Broward County Cost Feasible Plan that includes widening I-95 to ten lanes. The City’s arterial and collector facilities currently operate at acceptable LOS D or better. In addition to providing an acceptable LOS, another important aspect of the Transportation Element is the ability of the roadway system to handle traffic safely and efficiently. One way in which to assess the safety of the system is to analyze the locations that have the highest accident frequencies. Typically accidents attributable to the operation of a roadway occur at intersections. Intersections are inherently places of vehicle conflict and will result in accidents from time to time.


3.6.3 ACCIDENTS When the operating conditions of the roadway or inadequate design of the intersection cause high frequencies of accidents, they should be reviewed by the City to determine if there is an engineering problem that can be solved in order to increase safety. Map 3.5 indicates the ten (10) highest accident intersections in Deerfield Beach. Also shown are two (2) additional locations, which have the potential and characteristics for accidents to occur. An analysis of these accidents and a yearly update may result in specific intersection improvements that will reduce a particular type of accident. However, based on a review of the accident data, the majority of accidents were caused by driver failure. The most common causes of accidents were failing to yield right-of-way, inadequate vehicle control, exceeding the safe speed limit, following too closely, disregard for traffic control, drinking and driving and careless driving. In some instances, the probability of accidents can be reduced through redesign of the intersection or by providing improvements to it. These improvements may be funded by FDOT, Broward County and/or the City of Deerfield Beach. Specific minor intersection improvements are not included in this Transportation Element as they are not a part of the comprehensive planning process. The ten (10) highest accident locations in Deerfield Beach are:

1. I-95 northbound ramps & S.W. 10th

2. Hillsboro Boulevard & S.W. 12 Street

th

3. Hillsboro Boulevard & N.W. 3 Avenue

rd

4. Hillsboro Boulevard & SR A1A Avenue

5. Military Trail & S.W. 10th

6. Hillsboro Boulevard & Federal Highway Street

7. S.W. 10th

8. Federal Highway & S.W. 10 Street & Natura Boulevard

th

9. Federal Highway & S.E.13 Street

th

10. Hillsboro Boulevard & Military Trail Street

Additional high potential accident locations include:

1. Hillsboro Boulevard & 2nd

2. Hillsboro Boulevard & Powerline Road Avenue


3.6.4 ADEQUACY OF EXISTING AND FUTURE TRANSPORTATION SYSTEM TO EVACUATE COASTAL POPULATION

The South Florida Regional Planning Council completed a regional study on hurricane evacuation. The clearance times for the zone using Hillsboro Boulevard were determined to be 2.59 hours for a category 1 or 2 storm and 2.37 hours for category 3 or higher storm to reach the Palm Beach County line. The City follows and implements the County’s evacuation procedures. Evacuation orders are to be given at least 21 hours prior to landfall of a storm. With clearance times well below the evacuation order time, the roadway network will be sufficient to evacuate the population of the City Deerfield Beach as necessary. BCT continues to provide bus service to the Coastal High Hazard Area. BCT buses, augmented by other vehicles if necessary, are prepositioned at designated pick-up points to provide transportation to refuge locations for those individuals who have not been able to make other arrangements. Approximately 175 BCT buses have been committed to participate in the evacuation of transit-dependent individuals. Due to the lack of response to surveys that identify emergency transportation needs for mobile home residents, the Mass Transit Division maintains 10 stand by vehicles to respond to trailer park hurricane evacuation needs. Transportation for people with special needs is coordinated through Emergency Welfare Services, the Mass Transit Paratransit Service, and its designated contractor. One of the major responsibilities of the Paratransit Service Section is to notify and mobilize all assigned staff personnel necessary to implement the Emergency Action Plan for evacuation outlined in the County’s Emergency Transportation Plan. Before the start of each hurricane season, the Broward County Mass Transit Division reviews its Hurricane Evacuation Plan for current and continued effectiveness. The mission for such a plan is to assure a safe and orderly evacuation of transit dependent residents, or visitors to a designated hurricane refuge prior the landfall of hurricanes. 3.6.5 PROJECTED TRANSPORTATION SYSTEM AND SYSTEM NEEDS In order to prepare a sound data base for the planning needs of the City of Deerfield Beach and pursuant to the requirements of Chapter 9J-5, FAC, projections were prepared of the future transportation system LOS and system needs. The LOS and transportation systems needs are based on the land uses shown on the Future Land Use map. 3.6.5.1 Background The City of Deerfield Beach participated in the process whereby the socioeconomic and population data projections for the City were updated in the MPOs regional forecasting model. The regional model also accounts for planned improvements to the transportation system. Traffic forecasts were obtained from the Broward County Regional Model.


Data that was updated included:

1. The study area and its analysis zones 2. Urban activities 3. The transportation system 4. Trip-making characteristics

Specifically, data concerning housing, automobile ownership, population, school enrollment, employment and special generators were collected and projected to the Year 2030. The number of future trips were determined based on the data and assigned to the transportation network for each of the TAZs as either trip productions (residential) or attractions (office, retail, etc.). The modal split (car or public transportation use) was included in the assignment process in order to take into account transit trips that may reduce the total vehicle trips assigned to the network. The result of this computer modeling procedure was the Year 2030, and an accompanying Year 2030 Cost Feasible Plan. This roadway network included projected average daily traffic (ADT) volumes and the number of roadway lanes that will be required for each facility. An average daily traffic volume is a total volume of traffic that uses a section of road over a twenty-four hour period. Broward County, functioning as the MPO, is the governmental agency, which is responsible for establishing the level of service criteria that is deemed acceptable. The FDOT and the City of Deerfield Beach provide input to the roadway improvement program for their specific needs, but the MPO establishes the priority program for construction. The procedure used for analyzing the future highway system needs was similar to that utilized for analyzing the existing roadway deficiencies. The future highway system needs are also based on a desired and adopted standard for levels of service for collector and arterial roadways within the City. This analysis entailed comparing ADT volumes to roadway capacity thresholds for the Years 2010 and 2025 (Tables 3.4 and 3.5). Traffic volumes that were used in this element were obtained from the County and represent the best available data. 3.6.5.2 Projected Roadways Network As shown in Table 3.6 and 3.7, only four roadway segments are expected to operate below an acceptable LOS by 2010. These include:

1. Florida’s Turnpike, North City Limits to Sawgrass Expressway 2. I-95, North City Limits to Hillsboro Boulevard 3. I-95, Hillsboro Boulevard to S.E. 10th

4. I-95, S.E. 10 Street

th Street to South City Limits


TABLE 3.6


COMP PLAN CAPACITY ANALYSIS (STATE AND COUNTY ROADWAYS)

2010 3 Design Acceptable Meets

Roadway Link 2-Way Pk.Hr Code 1 LOS Standard Standard

Hillsboro Blvd. E of Florida Turnpike 4,397 622 8,190 Yes

E of Powerline Rd. 4,158 632 8,190 Yes

E of Military Trail 4,973 632 8,190 Yes

E of I-95 5,349 632 8,190 Yes

E of Dixie Hwy 3,677 632 8,190 Yes

E of US 1 2,671 432 5,442 Yes

Fla. Turnpike S of Glades (2) 11,281 811 10,050 No

S of Sawgrass Xway 9,331 811 10,050 Yes

Powerline Rd. S of North City Limits 3,375 632 8,190 Yes

S of Hillsboro Blvd. 3,841 632 8,190 Yes

S of SW 10th St. 4,030 622 8,190 Yes

I-95 S of North City Limits (2) 17,054 1021 15,240 No

S of Hillsboro Blvd. 17,453 1021 15,240 No

S of SE 10th St. 16,642 1021 15,240 No

US 1 S of North City Limits 3,624 632 8,190 Yes


S of SE 10th St. 4,293 632 8,190 Yes

Dixie Hwy S of North City Limits 1,958 432 5,442 Yes


S of SE 10th St. 2,459 432 5,442 Yes

Military Trail S of North City Limits 2,473 422 5,442 Yes


S of SE 10th St. 2,430 422 5,442 Yes

SR A1A S of North City Limits 1,258 274 1,390 Yes


SW/SE 10th St. E of Florida Turnpike 4,201 632 8,190 Yes



E of I-95 3,221 632 8,190 Yes





(3)


Roadway Link 2-Way Pk.Hr

Code (1) Standard Service

SW/SE 10th St. E of US 1 513 264 950 D

NW 2nd St. E of NW 3rd Ave. 278 264 950 C

SE/SW 15th St. E of West City Limits 535 264 950 D

E of Dixie Hwy 535 264 950 D

E of SE 1st Terrace 535 264 950 D

E of US 1 535 264 950 D

NW/SW 3 Ave. S of NW 2nd St. 655 464 2,070 C

S of Hillsboro 664 464 2,070 C

SE 2nd Ave. S of Hillsboro 457 264 950 D

SE 6th Ave. S of Hillsboro 477 264 950 D


S of SE 10th St. 705 264 950 D Table Notes: (1) Design Code: 1st Digit - # of Lanes 2nd Digit - Capacity Group 3rd Digit - Facility Type 1 - Freeway 2 - Two Way Arterial 3 - One Way Arterial 4 - Collector/Local 9 - Planned Roadway (2) SR-9/I-95 and Fla Turnpike are FIHS facilities, therefore, LOS "D" standard from FDOT Quality LOS, 2002. (3) City Collector Roadways cap. based on LOS "D" standard from FDOT Quality LOS, 2002 per Plan policy 1.2.14


TABLE 3.8


COMP PLAN CAPACITY ANALYSIS

2025 3 Design Acceptable Meets

Roadway Link 2-Way Pk.Hr Code 1 LOS Standard Standard

Hillsboro Blvd. E of Florida Turnpike 5,824 622 8,190 Yes



E of I-95 5,487 632 8,190 Yes


E of US 1 3,543 432 5,442 Yes

Fla. Turnpike S of Glades (2) 17,799 811 15,130 No

S of Sawgrass Xway 14,107 811 15,130 Yes

Powerline Rd. S of North City Limits 4,951 632 8,190 Yes


S of SW 10th St. 6,113 622 8,190 Yes

I-95 S of North City Limits (2) 23,230 1021 19,310 No

S of Hillsboro Blvd. 21,726 1021 19,310 No

S of SE 10th St. 20,486 1021 19,310 No

US 1 S of North City Limits 5,537 632 8,190 Yes


S of SE 10th St. 4,679 632 8,190 Yes

Dixie Hwy S of North City Limits 3,371 432 5,442 Yes


S of SE 10th St. 2,820 432 5,442 Yes

Military Trail S of North City Limits 3,126 422 5,442 Yes


S of SE 10th St. 3,349 422 5,442 Yes

SR A1A S of North City Limits 2,040 274 1,390 No


SW/SE 10th St. E of Florida Turnpike 6,930 632 8,190 Yes



E of I-95 4,364 632 8,190 Yes





(3)


Roadway Link 2-Way Pk.Hr Code

(1) Standard Service

SW/SE 10th St. E of US 1 564 264 950 D

NW 2nd St. E of NW 3rd Ave. 352 264 950 C

SE/SW 15th St. E of West City Limits 784 264 950 D

E of Dixie Hwy 784 264 950 D

E of SE 1st Terrace 784 264 950 D

E of US 1 784 264 950 D

NW/SW 3 Ave. S of NW 2nd St. 828 464 2,070 C

S of Hillsboro 871 464 2,070 C

SE 2nd Ave. S of Hillsboro 578 264 950 D



S of SE 10th St. 760 264 950 D Table Notes: (1) Design Code: 1st Digit - # of Lanes 2nd Digit - Capacity Group 3rd Digit - Facility Type 1 - Freeway 2 - Two Way Arterial 3 - One Way Arterial 4 - Collector/Local 9 - Planned Roadway (2) SR-9/I-95 and Fla Turnpike are FIHS facilities, therefore, LOS "D" standard from FDOT Quality LOS, 2002. (3) City Collector capacities based on LOS "D" standard from FDOT Quality LOS, 2002 per policy 1.2.14


Tables 3.8 and 3.9 indicate roadway segments which are expected to operate below acceptable levels of service by 2025. The four roadway segments projected to be deficient in 2010 will continue to be deficient with an additional segment of state road A1A. The five segments are:

1. Florida’s Turnpike, North City Limits to Sawgrass Expressway 2. I-95, North City Limits to Hillsboro Boulevard 3. I-95, Hillsboro Boulevard to S.E. 10th

4. I-95, S.E. 10 Street

th

5. A1A, North City limit to Hillsboro Boulevard Street to South City Limits

The Future Roadway System (Map 3.6) depicts planned improvements to the roadway network in Deerfield Beach. Improvements relevant to the projected deficiencies include widening I-95 from eight to ten lanes throughout its alignment in the City. Florida’s Turnpike is also planned to be widened from six to eight lanes. Planned intersection improvements along SR A1A from around 10th

street to the North City Limits will alleviate the projected congestion on that facility. The Cost Feasible Plan also includes several improvements that were not based solely on capacity requirements. These improvements are listed in the following table:

Table 3.10 Cost Feasible Plan Improvements

Roadway Section

LOS

2010 Proposed Capacity By Broward County

Required Capacity

Powerline Road

North to Hillsboro C 6LD 4LD S.W. 10th Street

Powerline to Military C 6LD 4LD

N.E. 3rd Avenue (S.W 11th Way) Sample to SE 15th C Street 4LD 2L

Powerline Road, between Hillsboro Boulevard and the North City Limits, is projected to require six-lane capacity by the year 2025. S.W 10th

Street from Powerline Road to Military Trail will be approaching the four-lane capacity standard by 2025.

The City of Deerfield Beach continues to participate in the MPO planning process, by coordinating with Broward County and FDOT to prioritize the planned roadway improvements.


3.6.5.3 Future Public Transit, Railway and Intermodal Facilities As illustrated on the Future Public Transit, Railway and Intermodal Facilities Map (Map 3.7), approximately 75 percent of the City of Deerfield Beach lies within the Broward County Transit (BCT) priority transit corridor. This means that the transit level of service in these areas maintains a 70 percent peak-hour functional area coverage for residential and employment locations. Future BCT bus improvements within the City include decreasing headways on existing bus routes and extending service along Hillsboro Boulevard. Projected railway network needs are based on the TRI-County Rail Master Plan, the Transit Development Plan and the Florida Rail System Plan. Scheduled improvements for the Deerfield Beach Tri-Rail station include station design and construction to accommodate double tracking, site development furnishing and landscaping to compliment the historic train station theme, a storage track and the addition of wayside power. The station is also designated as a bus/shuttle service facility and a passenger rail intermodal facility. With the double tracking of the Tri-Rail system, and the addition of 40 trains per day, increased ridership will boost the importance of the intermodal relationship between rail, bus, pedestrian and bicycles at this station. The County’s transportation element suggests that “transit villages” be developed at the Tri-Rail stations to promote intermodal transportation opportunities. The City has added the land use category, Transit Oriented Development (TOD) to the Future Land Use Plan which supports the transit village concept. Future rail facilities adjacent to the City include a Tri-Rail Station on Sample Road. Currently the FDOT is conducting the South Florida East Coast Corridor (SFECC) Transit Analysis Study. The objective of this study is to analyze transportation alternatives that potentially integrate passenger and freight transport along the SFECC which is centered along the existing FEC railway. While recommendations will not be made for two years, the City supports an FEC intermodal station within the city limits. With the designation of Dixie Highway as a County greenbelt, and State Road A1A as a scenic highway, opportunities to build a continuous bicycle system throughout the County are becoming a reality. The City has identified future bike lanes and pedestrian corridors as part of the Parks System Master Plan, which supplements the County’s efforts. The City is also constructing the Hillsboro Boulevard Improvement Project, (from US Highway 1 to State Road A1A), which will include bike lanes, landscaping and enhanced sidewalks. Coupled with FDOT’s scheduled improvements for the expansion of Hillsboro Boulevard, this roadway will become the City’s gateway and principal intermodal corridor.


3.7 IMPLEMENTATION STRATEGIES

To promote effective planning and to respond to State mandates, the City has maintained compliance with the Broward County Concurrency Management System. The City of Deerfield Beach will not approve an application for a site plan, building permit or plat until it has made the following determinations:

1. Adequacy of local transportation network

. Local streets shall have adequate capacity, safe and efficient traffic circulation and appropriate functional classification to serve the proposed development. A site-specific traffic study is automatically required for any development generating in excess of 500 trips per day.

2. Adequacy of the regional road network

. The regional road network shall be adequate to serve the proposed development when it has met transportation concurrency requirements, even if the development lies in the former traffic concurrency exception area. The County has adopted ordinances to amend the concurrency system for development to be in compliance with the TCMA system rather than the former TRIPS system. Similar to the TRIPS system, properties are deemed concurrent (no exception) when necessary agreements are in place with the County, before a building permit may be accepted and issued by the City of Deerfield Beach.

3.7.1 IMPLEMENTATION OF EXISTING REQUIRED ROADWAY IMPROVEMENTS

There are three (3) existing deficient roadway links listed on Table 3. 1. These segments of I-95 are planned in the Cost Feasible Plan to be widened to 10 lanes but are not scheduled in the Broward County Transportation Improvement Program (TIP) for construction. The improvement would provide the necessary increase in capacity to provide acceptable levels of service through 2010 on this roadway but would be exceeded again by the year 2025. 3.7.2 IMPLEMENTATION OF FUTURE EXPECTED ROADWAY IMPROVEMENTS Various State and County arterial roadway segments are expected to operate below an acceptable level of service as shown in Tables 3.6, 3.7, 3.8, and 3.9. With the County’s TCMA system, emphasis is placed on transit as a means to provide the transportation capacity as well. State Road A1A will remain a two-lane facility through the year 2025 and will experience unacceptable levels of service in some roadway segments as shown on Table 3.8. Broward County’s Transportation Element provides for precise criteria to implement the justification for Level of Service E and F roadway segments. This type of procedure can be applied to the State Road A1A roadway segment operating over the LOS D standard. Alleviation of the congestion associated with the over capacity roadways will rely on transit enhancements planned for those corridors. The County’s transit oriented concurrency management system encourages more transit improvements by the City of Deerfield Beach and generates funds for their implementation. The same principles apply to the capacity issues in the I-95 and Florida’s Turnpike corridors.


3.7.3 BIKEWAYS AND PEDESTRIAN NETWORKS Several bike lanes and greenways are proposed for corridors within the City of Deerfield Beach, as indicated on the Significant Bikeways and Pedestrian Way Map. The following discussion provides a review of each of these corridors and provides recommendations to implement the Broward County Bicycling Advisory Committee (BAC) plan. There are two east-west arterials in the City designated as boulevards with proposed bike lanes. The Significant Bicycle and Pedestrian Ways Plan illustrates that bike lanes are proposed for Hillsboro Boulevard for its entire length through the City from Florida’s Turnpike to Sate Road A1A. 10th

Street will be a boulevard with bike lanes from Florida’s Turnpike to Federal Highway.

Major north-south roadways proposed by the Significant Bicycle and Pedestrian Ways Plan to have bike lanes include Military Trail, Dixie Highway, and Federal Highway. Military Trail will have bike lanes from the north city limit to Sample Road. Dixie Highway will link the north city limit to 48th Street with bike lanes where 48th Street bike lanes will traverse the City to the west city limits at Powerline Road. Federal Highway bike lanes are proposed from the north city limit to 15th

Street at the south city limit.

The Broward County Existing and Designed Bicycle Facilities Plan indicates that bike lanes are proposed along Powerline Road as well. As of January 2002, the County Engineering Drawings included bike lanes from 10th

Street to the south city limit at Sample Road.

The Significant Bicycle and Pedestrian Way Plans illustrates the Ocean Way Pedestrian Improvements designed to enhance the pedestrian experience and improve safety by emphasizing pedestrian mobility over motorized modes of transportation. These improvements extend from the south city limit to the SR A1A “S curve” and NE 21st

Avenue.

State Road A1A is designated by BAC to include a bikeway from the south City limit, northerly to Hillsboro Boulevard. The existing roadway is a two-lane rural design including on-street, angled parking adjacent to several motels throughout this section. The motel parcels are not large enough to provide off-street parking on site and it would be a safety hazard to incorporate a bikeway along this section of roadway. Per Policy TE 1.2.2.2, the City and County shall establish bicycle and pedestrian LOS standards to be used for concurrency purposes by December 2011.


3.7.4 TRANSIT NETWORK Implementation of transit improvements is an integral part of the future transportation system. Transit will be the emphasis for future transportation improvements in meeting concurrency requirements. The City of Deerfield Beach shall assist the County to achieve and maintain the LOS standards stated in Policy TE 1.2.2 and Policy TE 1.2.3. The transportation oriented concurrency management system will generate revenues, which will help fund transit projects, including the expansion of the existing Tri-Rail system, the potential for a light rail transit system on the FEC rail corridor, and a rapid bus system along Sample Road with express bus service on Powerline Road and Southwest 10th

Street.

3.8 MONITORING AND EVALUATION PROCEDURES

The monitoring and evaluation of the progress of the comprehensive plan will be coordinated by the City’s Planning and Growth Management Department, working through the City’s Development Review Committee. Section 98-9 of the City of Deerfield Beach Land Development Code states, “No permit or approval for development of land, site plan, plat or building permit shall be approved which does not comply with the goals, objectives, and policies of the Deerfield Beach Comprehensive Plan.” In addition, as required by Rule 9J-5, F.A.C., an Evaluation and Appraisal Report (EAR) will be prepared every seven years to assess the long range progress of the plan. The Planning and Growth Management Department will submit the EAR to the City Manager, City Commission and to the State as necessary and required.


Strategic Intermodal System (SIS) Maps

2005 evaluation and

Documents