Ntaylor_FLL_CompPlanAmendments

FortLauderdale
ComprehensivePlanUpdate
Transportation
ConorCampobasso|JulianGdaniec|DeymanRodriguez|NathanTaylor

Thepurposeofthisplanistofurtherenhance
theequity,connectivity,and livabilityofthe
CityofFortLauderdalethroughtransportation
focused initiatives. Florida Atlantic Transit
Associateshasreviewed local,national,an
internationalcase studiesto betterinform
decisionsregardingtheregionaltransportation
network.network.Policiesproposed in the following
Comprehensive Plan Transportation Element
have taken into consideration the findings
from the case studies and we feelthe
proposalswithin willbestcontribute to an
enriched future for all citizens of Fort
Lauderdale.
WhatDrivesThisPlan

1
> > > Table of Contents > > >
MULTI-MODAL EXPANSION 2
URBAN GROWTH AREAS 5
COMPLETE STREETS 7
TRANSPORTATION CONCURRENCY SYSTEM 10
COMMUNITY IMPACT ANALYSIS 10
VOLUNTARY CARBON ASSESSMENT: 11
PUBLIC HEALTH OUTREACH/INVOLVEMENT: 12
NEIGHBORHOOD CONNECTIVITY 13
GROWTH OF MOBILITY HUBS 13

2
Multi-Modal Expansion
> > > What:
In order to enhance the connectivity between neighborhoods and urban
growth areas throughout the city, and to provide a transit system that is
more equitable, sustainable, efficient, and convenient for all citizens of
the City of Fort Lauderdale, various expansions and additions to
transportation services will be enacted. These include expanding the
route for the Wave Streetcar to increase coverage across the city, a Bus
Rapid Transit Network to facilitate enhanced mobility from within the
Downtown Core to neighborhoods on the periphery of the City, and an
Intracoastal Ferry System.
> > > Proposal:
Wave Streetcar: The streetcar, a light-rail transportation service, will
provide citizens in the downtown core a convenient opportunity to move
about the downtown, as well as promote the accessibility to highly
frequented uses outside of the downtown core. Likewise, the light rail
service will provide an entry point to the downtown core and its
increasingly diverse array of uses to citizens that may reside in other urban
growth hubs or neighborhoods outside of the downtown, most of whom
must currently resort to personal automobile usage or the current county
bus system to service their transportation needs.
The streetcar will provide frequent stops and run on an at-grade track in
dedicated transit lanes. The route will be implemented across four phasing
stages. The first phase is targeted to be complete in 2017 with completion
of the fourth and final phase targeted for 2022. The Streetcar will offer
varying fare options that include discounts for minors, seniors, and the
economically disadvantaged. *A map illustrating the proposed phase
expansions and suggested routes is available in the appendix of this
document.
The Wave streetcar is a vital component of the Cities initiative to provide
quality public transportation to its citizens that is considered not just an
option, but the preferred option for moving about the city. Routes and
stops will be implemented with careful consideration of demographic and
economic factors of varying neighborhoods as to provide better access
for underserved populations as to promote a more equitable, connected,
and livable city. *Maps detailing how the proposed streetcar route relates
to areas of vulnerability across the city, as measured by poverty rates and
vehicle attainment rates, is available in the appendix of this document.

3
Bus Rapid Transit: The BRT route network will provide transportation
alternatives for those citizens that currently reside outside the downtown
area and other urban growth cores. It is a system that primarily provides
fast, convenient transportation bidirectional east-west and west-east. It
will operate on dedicated transit lanes along major transit corridors. Initial
proposals have targeted Cypress Creek Road, Oakland Park Blvd, Sunrise
Blvd, Broward Blvd, and Davie Blvd as corridors where BRT will be
implemented. The City will work in conjunction with Broward County MPO
to diligently plan, alter, and expand the BRT routes in service and promote
BRT access to across the county, thereby leveraging the City of Fort
Lauderdale’s position as a nexus for transit connections across multiple
modes.
The BRT network will utilize a signal priority system to most efficiently move
busses across the city without sacrificing safety. Stops will be significantly
less frequent than regular county operated bus routes and the Wave
Streetcar with target headways at 7 minutes between busses off-peak
hours and 4 minutes between busses on peak hours for routes with the
highest demand for ridership, and target headways of 12 minutes off peak
hours and 6 minutes on peak hours for all other routes.
Bus Rapid Transit is a vital component of the Cities initiative to provide
quality public transportation to its citizens that is considered not just an
option, but the preferred option for moving about the city. Routes and
stops will be implemented with careful consideration of demographic and
economic factors of varying neighborhoods as to provide better access
for underserved populations as to promote a more equitable, connected,
and livable city. *Maps detailing how the proposed BRT routes relate to
areas of vulnerability across the city, as measured by poverty rates and
vehicle attainment rates, is available in the appendix of this document.
Ferry Service: Fort Lauderdale is known as the “Venice of the America”
due to its extensive waterway system made up of rivers and canals. There
are approximately 165 miles of waterway, with much of the canals and
rivers providing a thoroughfare for residents and visitors alike passing with
their boats and yachts. The Fort Lauderdale Water Taxi is a privately own
ferry service system that takes advantage of the resourcefulness of
navigating through the waterway without the inconvenience of traffic.
However, this service is catered towards visitors of the City, and although it
runs from Oakland park boulevard to Hallandale Boulevard, connecting
multiple nodes, it is not cost efficient for a resident to use for daily
activities. Just for an adult, its $26 a day!
The City will seek partnership with Broward County Transit to implement a
ferry route that serves as an alternate way of transportation through the
eastern side of the city, taking advantage of the existing extensive

4
waterway system. This Ferry system will seek funding from various sources,
such as Broward County, Broward Metropolitan Planning Organization, the
Florida Department of Transportation, and the United States Department
of Transportation. The cost of the ferry fare will should be determined by
Broward County Transit (BTC), and shall be competitive with other BTC
services such as regular Bus fare, Bus Rapid Transit fare, and the Wave
Streetcar fare. It is also advisable for Fort Lauderdale to invest in working
with the sister city of Hollywood to extend the ferry route, and reach
further nodes and destinations proven valuable as by the existing Water
Taxi system. However, a Feasibility Study shall be done prior to the
expansion.
Modal Hierarchy
> > > What
In order to further perpetuate the Vision Zero initiative adopted by the City in 2015 and
to support the intentions purported in this comprehensive plan regarding an expansion
of multi-modal transit services across the city, Fort Lauderdale will adopt a hierarchy of
transportation modes that explicitly states order of prioritization of various modes. All
further policy and planning decisions shall be implemented with this modal hierarchy in
mind. If disputes shall arise regarding conflictions between modal implementation, the
policy enacted should enforce the hierarchy established herein.
> > > Proposal:
Modal Hierarchy
1. Pedestrians
2. Bicycles
3. Transit
4. On-Demand and Ride-Sharing Services
5. Electric and Hybrid Personal Vehicles
6. Personal Vehicles

5
Urban Growth Areas
> > > What:
Fort Lauderdale, like many cities in the South Florida Region, is expecting substantial
population growth over the next several years. In fact, projections are that the city will
experience a population increase of roughly 50,000 by 2030. Additionally, less than 4%
of all land is vacant and developable. Considering these unique factors, the city must
be diligent in establishing policy that provides a sustainable method for
accommodating expected growth without resorting to sprawling, low density
development trends of the past. By designating certain areas of the city that are best
suited to absorb and accommodate future growth, the city will position itself for success
in an ever changing future. Urban Growth Areas will promote resiliency.
Urban Growth areas are specifically defined land areas where future development will
be encouraged, infrastructure investment will occur, and growth will be focused. This
concentration of development will carry significant economic, environmental, social,
and lifestyle benefits. Furthermore, more frequent and reliable transit networks are
better implemented in areas of higher density.
Urban Growth areas are characterized by high density development, diverse mix of
uses, variety of housing types, comprehensive multi-modal transit networks, walkable
and bikeable compact network grids, quality public spaces, and access to ample
services in close proximity.
> > > Proposal:
There are four locations across the city that will be designated as Urban
Growth Areas. As a growth management strategy, the majority of future
development will be directed towards these Urban Growth Areas. The
inclusion of future areas to be designated as UGA’s and/or the expansion
of UGA boundaries is at the discretion of planning professionals and policy
makers.
The four Urban Growth Areas are as follows:
1. Downtown Central Core
2. Cypress Creek Core
3. Las Olas / Beach Core
4. Sunrise / US1 Core
The Downtown Central Core serves as the major urban hub of the city
and will be where the majority of growth is concentrated. The other three
cores serve as neighborhood hubs that provide access to key uses and
services to citizens residing on the periphery of the downtown core,
thereby promoting equity, livability and an overall improvement to quality
of life. (A map illustrating the planned location of the four Urban Growth
Areas can be found in the addendum of this document.)

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Future development will be encouraged in UGA’s by a number of
initiatives, including, but not limited to:
- Incentive Zoning and Overlay Districts
- Public Transportation Infrastructure Investment
- Business Development Districts
- Tax Increment Financing Districts
- Fast Track Approval Processes

7
Complete Streets
> > > What:
A growing number of communities are discovering the value of their
streets as important public spaces for many aspects of daily life. People
want streets that accommodate all modes of transportation, are safe to
cross or walk along, link healthy neighborhoods, offer places to meet
people, connect us to daily needs, and have a vibrant mix of land uses.
More people are enjoying the value of farmers’ markets, street festivals,
and gathering places, and are expressing the desire to walk and ride
bicycles throughout their neighborhoods.
A Complete Street, as defined by the National Complete Streets Coalition
(NCSC), is a street where the entire right-of-way is planned, designed, and
operated for all modes of transportation and all users regardless of age or
ability. Pedestrians, bicyclists, transit riders, and motorists of all ages and
abilities must be able to safely move along and across a Complete Street.
Complete Streets make it easy to cross the street, walk to shops, catch the
bus, bike to work, and enjoy many other healthy activities.
Incomplete streets, or conventionally designed streets, are those designed
with only cars in mind. They limit transportation choices by making
walking, bicycling, and taking public transportation inconvenient and
unattractive. (Text obtained from Broward MPO)
> > > Proposal:
The Broward MPO currently maintains “Complete Streets Guidelines” that
the City will reference. However, a more specific policy will be
implemented for the City. A complete street template will be
implemented that specifies minimum mandatory street design
requirements per varying functional street classifications.
The Functional Classifications are as follows:
- Major Arterial with Dedicated Transit lane
- Major Arterial
- Collector
- Local Roadway
(Section cuts illustrating complete street design standards per functional
classification are available in the addendum of this document)

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Complete Street Template: (Minimum requirements for all functional
classifications)
Walkability: Minimum sidewalk width of 6’ / Preferred width of 10’+ /
Pedestrian midblock crosswalk every 600’ / Pedestrian safety island
(minimum width of 5’) required when street width encompasses greater
than four multi-purpose lanes
Bicycle Facilities: Protected bicycle lane minimum width of 4’ / Protective
barrier minimum width of 3’/ Accepted barrier typologies include paint
strips, planters, raised medians) / Shared Bike Lanes (“sharrows”) only
permitted on local roadways.
Transit Facilities: Right of way used for transit stops, such as for local bus
routes, must not be used at the expense of sidewalk and bicycle facilities.
Instead, in-lane side boarding bus islands will be utilized / BRT and
Streetcar facilities will be upgraded to include amenities such as
wayfinding, covered shelter, and real-time status updates and headway
times.
Automobile Travel Lanes: Maximum width of 11’
Aesthetic Elements: Tree coverage, lighting, benches, and other public
space design elements shall be in accordance with the Urban Design
Element of the Comprehensive Plan.
Complete Street Target Benchmarks
- 70% of roadways in districts designated as Urban Growth Areas shall be
transitioned to “Complete Streets” in accordance with the design guidelines of
this template by 2035
- 100% of roadways in districts designated as Urban Growth Areas shall be
transitioned to “Complete Streets” in accordance with the design guidelines of
this template by 2050
- 30% of roadways in all other areas of the city shall be transitioned to “Complete
Streets” in accordance with the design guidelines of this template by 2035
- 50% of roadways in all other areas of the city shall be transitioned to “Complete
Streets” in accordance with the design guidelines of this template by 2050
All new development projects, where street design and transit facilities are not in
compliance with the minimum standards described by this template, are required to
pay an impact fee that will be applied to transitioning streets in order to hit the
benchmark goals stated previously.

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Streets as Public Spaces
> > > What
Streets are, first and foremost, public spaces, and considerations should be made to
facilitate a built environment that is designed at the human scale. When corridors are
designed solely with automobiles in mind, the resulting public landscape is not
conducive to cultivating livable, walkable, equitable, enjoyable urban areas. Moving
traffic efficiently and safely is an important aspect of the city’s transportation plan.
However, in order to better position the city to handle future growth in a sustainable
fashion, transportation functions (including street design) should be done with
consideration for other modes of transportation and at the human scale. This idea is
being supplemented by other initiatives adopted in this comprehensive plan, such as
the modal hierarchy and compete streets implementation template.
> > > Proposal:
Biannually the City of Fort Lauderdale, in conjunction with the Broward
MPO, shall conduct a survey of the street network with the goal in mind of
identifying underutilized corridors or sections of the network that might
better be suited for alternative use. Such alternative uses can include, but
are not limited to, pedestrian corridors, pocket parks, transit corridors,
greenways, etc. A minimum of one street transition project shall be
conducted biannually, until 2035 as long as the overall integrity of the
transportation and roadway network is not compromised. The modal
hierarchy shall inform all major decisions regarding streets as public
spaces. (A sample design illustrating the transition of an underutilized
street into a pedestrian corridor can be found in the addendum of this
document.)

10
Transportation Concurrency System
> > > What:
The Transportation Concurrency System, adopted by Broward County will
be streamlined to suit the needs of Ft Lauderdale residents. Under the
current system, Broward County is divided into 10 Concurrency districts.
Large residential and commercial developments are assessed a
transportation impact fee based upon the formulated impact of the
development to the transportation system. The fees collected under this
system are distributed within the district where the development occurs.
> > > Proposal:
The City of Ft Lauderdale will build upon the Transportation Concurrency
System to better fulfill the needs of its citizens. The City of Ft Lauderdale will
create a working group with Broward County to create a sub-district that
encompasses all of the City of Ft Lauderdale. The concurrency fees will be
re-formulated and increased after analysis from the city. The incremental
increases from the new impact fee formulation on projects developed
within the Ft Lauderdale sub-district will be assigned to the newly created
Ft Lauderdale sub-district in order to give greater discretion and flexibility
to transit projects in the city. The allocation of these funds will be
consistent with the goals of the MPO Long Range Transportation Plan.
Language pertaining to the creation of the newly developed Ft
Lauderdale sub-district will be inserted into the comprehensive plan along
with associated maps to delineate the sub-districts areas of authority. The
Transportation Division of the City of Ft Lauderdale will be responsible for
the allocation of funds to transit projects after all appropriate public
outreach measures are fulfilled.
Community Impact Analysis
> > > What:
The Community Impact Analysis will be a mandatory analysis undertaken
by the developing agency of newly proposed transportation
developments. The analysis will be reported concurrently with the
Environmental Impact statement to address the social impacts of the
transportation development within the project area.

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> > > Proposal:
The City of Ft Lauderdale will incorporate the major points of the
Community Impact Assessment: A Handbook for Transportation
Professionals into the Transportation Element of the comprehensive plan.
The handbook, developed by the Florida Department of Transportation
provides a detailed guide to incorporate social justice concerns into the
planning and development of transportation related projects. It is our
contention that the community impact analysis be included within the
introduction of the transportation element to ensure its importance in the
document.
Due to the length and detail of the handbook, it is unnecessarily
cumbersome to include each detailed chapter into the comprehensive
plan. Instead, we propose articulating in the comprehensive plan that
each transportation project be required to conduct a community impact
analysis consistent with the methods and ideology of the FDOT community
impact analysis handbook. Transportation projects will be required to
meet specific criteria similar to the environmental impact statement. The
criteria for the community impact analysis will be formulated in
conjunction with FDOT, Broward County, the City of Ft Lauderdale,
Broward MPO, and local community involvement.
Voluntary Carbon Assessment:
> > > What:
The voluntary carbon assessment is a strategy to incentivize the private
sector to reduce fossil fuel consumption and decrease the effects of
climate change. Ft Lauderdale is home to a major deep-water port, Port
Everglades, and a busy international airport. Ft Lauderdale International
airport handled 26 million passengers in 2015 while Port Everglades
processed 24 million tons of waterborne cargo in 2015. These substantial
transportation sites produce significant amounts of carbon and will be
targeted with a voluntary carbon assessment to reduce CO2 admissions.
> > > Proposal:
We propose a voluntary carbon assessment initiative to be enacted in Ft
Lauderdale. The assessment will give transportation companies (carriers,
distributors, terminal operators, ship lines, etc.) the opportunity to report
their carbon emissions and introduce strategies to lower those emissions.
The carbon assessment will be open to transportation related companies
that currently operate in Ft Lauderdale with emissions above a certain
level to be determined in conjunction with the Sustainability Advisory
Board, City staff, and expert groups. The system will be designed to give

12
tax credits to companies that develop and execute successful strategies
that curb CO2 emissions in a given year. Companies wishing to
participate in the program will be monitored by City personnel and
subject to random checks to ensure the integrity of the program. The long
range goal of the program is to specifically reduce transportation
emissions in Ft Lauderdale because it hosts large-scale commercial
transportation activity. City staff will offer support to interested companies
and develop additional guidelines/criteria as the program matures.
Public Health Outreach/Involvement:
> > > What:
It has been proven many times by multiple studies that people who have
access to public transit systems have a heathier outlook than those who
don’t. According to Litman (2010), “of people with safe places to walk
within ten minutes of home, 43% achieve physical activity targets,
compared with just 27% of less walkable area residents.” These benefits
extend beyond the internal well-being of someone. Access to public
transportation and active public spaces helps reduce automobile
congestion in streets, saves people money, creates economic
opportunities for residents and businesses alike, and drives community
growth, identity and revitalization.
> > > Proposal:
We propose that that every year the City of Fort Lauderdale do a Safe
Streets assessment that takes into account recent major developments,
public or private, in order to determine whether the surrounding/affected
area or community thoroughfares could benefit from a complete streets
retrofit. This initiative shall serve to create, retain, and continue to
maintain educational and encouragement programs that support
multimodal transportation options available to the residents, visitors, and
business of Fort Lauderdale. Furthermore, this initiative shall emphasize
safety for all modes of transportation, as well as it should help the City
meet Vison Zero goal.

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Neighborhood Connectivity
> > > What:
Fort Lauderdale has approximately close to 80 neighborhoods, including
Homeowners associations. These neighborhoods are composed of
people from diverse ages, economic, and cultural backgrounds. The
Poverty Map (see addendum) shows all the areas with 30% or more of
residents living in poverty. This map highlights how diverse these areas are,
which also indicates that these areas aren’t necessarily clustered.
Furthermore, these areas are shown to cover segments of some of the
City’s most active arterial roads. The Zero Car Household map (see
addendum) strongly identify the diversity between those households that
own cars and those that down. This map greatly stresses the necessity for
better neighborhood connectivity within the city.
> > > Proposal:
The purpose of this policy is to bridge these different communities using a
multimodal transportation system that’s both efficient and effective.
Neighborhood Connectivity shall serve to be inclusive of all of the
residents in the City, no matter of age, economic, and cultural
backgrounds. Through the Modal Hierarchy system, and Complete
Streets & Safe Streets guidelines priority is placed on the accessibility to the
transit services within the city. Pedestrian Safety, and diminution in
automobile dependency helps promote the growth of urban villages,
mobility hubs, and placemaking for linking streets and public spaces.
Neighborhood Connectivity is paramount to connect people from all over
the city as easily as possible with new destinations; and for the residents to
invest in the business within the city, as opposed to them going elsewhere
for work, errand, and leisure activities.
Growth of Mobility Hubs
> > > What:
Mobility Hubs are areas in a transportation network that impeccably focus
on integrating different modes of transportation within a local or regional
system. Mobility hubs focus on linking transportation, land use, and
placemaking functions to allow the surrounding areas to prosper in the
concurrent categories.

14
> > > Proposal:
The goal is to provide access points to convenient connections between
various modes of transportation. It allows for better neighborhood
connectivity, and promotion of public spaces and better destinations.
The three Mobility Hub classifications are as follows:
1. Gateway hub
2. Anchor Hub
3. Community Hub
Gateway Hubs encompass a larger regional influence. They are
composed of the greatest variety of transportation modes, including
heavy rail, light rail, bus rapid transit, and bike share. Anchor Hubs are not
as large as gateway Hubs but still maintain regional significance and
connectivity to local neighborhoods. Volumes are at medium to high
levels and modal types include light rail, bus rapid transit, local bus, and
bike share. Community Hubs handle the smallest volumes but are key
connection points linking areas of higher density to neighborhoods on the
periphery of Urban Growth Areas. Modal types include local bus and bike
share. (Please reference the mobility hub map in the addendum.)

Addendum
ConorCampobasso|JulianGdaniec|DeymanRodriguez|NathanTaylor

CompleteStreetDesign
Templates

CompleteStreetArterials
PreferredArterial
PreferredArterialwithDedicatedTransitLanes

CompleteStreetCollectors
PreferredCollector
PreferredCollector–OneWay

CompleteStreetLocalRoads
PreferredLocalRoadway

ConvertingUnderutilizedRoadways
Existing
Proposed

Esri, HERE, DeLorme, MapmyIndia, © OpenStreetMap contributors, and the GIS user community
Fort Lauderdale
OHigh levels of "Zero Car Homes" is
defined for this map as any are area
with 20% or more homes with no
access to a private automobile

Fort Lauderdale
OHigh levels of poverty is defined
for this map as any are area with
30% or more living in poverty

Fort Lauderdale
OPhase 1
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