THE CITY OF HOLLYWOOD

COMPREHENSIVE PLAN

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January 2008

Acknowledgements

The specific authority and requirement for municipalities to do comprehensive planning in Florida derives from Chapter 163, Florida Statutes. In 1985, the State Legislature amended Chapter 163 through the adoption of the Local Government Comprehensive Planning and Land Development Regulation Act. This Act substantially increases the requirements for local land use plans, associated infrastructure and other plan elements as well as mandates that local governments adopt land development regulations (or code) to implement the policies of the local comprehensive plan. The Comprehensive Planning and Land Development Regulation Act is implemented primarily via Rules 9J-5 and 9J-11 of the Florida Administrative Code, as amended. This Comprehensive Plan has been prepared to be fully consistent with Chapter 163, F.S., and Rule 9J-5, as required by State law

The City of Hollywood Comprehensive Plan was first adopted in 1989. All local governments are required to undertake an Evaluation and Appraisal Report of their Comprehensive Plan every seven years which assesses the Plan's need for revisions based upon changes in regulations regarding Comprehensive Plans and the City's current goals and objectives. This package of amendments is based upon the City's 2005 Evaluation and Appraisal Report.

The 2007/8 EAR-Based Amendment process took place under the direction of:

City Commission Peter Bober, Mayor Patti Assef, District 1 Beam Furr, District 2 Heidi O;SheehanDistrict 3 Richard S. Blattner, District 4 Frances Russo, District 5 Linda Sherwood, District 6

Local Planning Agency Robin Berman Robins, Chair Howard Wolkowitz Ellen Wacher Martin Schlosberg Michael Gold (Alternate)

Joshua Levy Michael Lyons Ron Clasky Kimberly Kirchner Ira Scheier (Alternate)

City Administration Cameron D. Benson, City Manager Richard J. Lemack, Assistant City Manager Patricia A. Cerny, City Clerk Alan Fallik, Interim City Attorney Debra Reese, Senior Assistant City Attorney

Office of Planning Jaye M. Epstein, AICP, Director Andria Wingett, Planning Manager Julie Walls, Principal Planner Mariluz Maldonado, Assistant Planner Leander Collier, Assistant Planner

Consultants Shelley Eichner, AICP, Vice-President, Calvin, Giordano & Associates Lorraine Tappen, AICP, Senior Planner, Calvin, Giordano & Associates

City of Hollywood Comprehensive Plan

TABLE OF CONTENTS

I. Land Use Element ........................................................................................................ LU-1

II. Transportation Element ................................................................................................. T-1

III. Housing Element ........................................................................................................... H-1

IV. Coastal Element.............................................................................................................. C-1

V. Conservation Element ................................................................................................. CN-1

VI. Recreation and Open Space Element ..........................................................................RO-1

VII. Utilities Element

A. Drainage Sub-Element........................................................................................... UD-1

B. Potable Water Sub-Element ................................................................................... UW-1

C. Sanitary Sewer Sub-Element ................................................................................. US-1

D. Solid Waste Sub-Element...................................................................................... USW-1

VIII. Intergovernmental Coordination Element ..................................................................... IC-1

IX. Capital Improvements Element..................................................................................... CIE-1

X. Historic Preservation Element ...................................................................................... HP-1

LAND USE ELEMENT

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Prepared by

the Office of Planning and Calvin-Giordano and Associates, Inc.

City of Hollywood

Hollywood, Florida

December 1989

Revised: March 1991 December 1991 November 1995 November 1997 April 1999 February 2004 July 2006 EAR-Based Amendments January 2008

LAND USE ELEMENT

TABLE OF CONTENTS

I. INTRODUCTION....................................................................................................................... 1

Planning Timeframes ...................................................................................................................... 2

City-wide Master Plan ................................................................................................................... 2

II. CURRENT INVENTORY ........................................................................................................ 5

Existing Land Use ......................................................................................................................... 5 Land Adjacent to City Boundaries................................................................................................ 8

Historic Resources ......................................................................................................................... 9

Facilities........................................................................................................................................ 13 Transportation ............................................................................................................................. 13 Utilities/Infrastructure.................................................................................................................. 14 Sanitary Sewer..................................................................................................................... 14 Potable Water ...................................................................................................................... 14 Solid Waste .......................................................................................................................... 15 Drainage............................................................................................................................... 15 Parks ........................................................................................................................................... 16 Regional Facilities ....................................................................................................................... 16 Fort Lauderdale/Hollywood International Airport (FLL) ..................................................... 16 Port Everglades.................................................................................................................... 17

Natural Resources ......................................................................................................................... 19 Land Cover .................................................................................................................................. 19 Water Resources........................................................................................................................... 22 Ground Water / Wellfield Protection Areas ................................................................................ 25 Soils ............................................................................................................................................. 27 Commercially Valuable Minerals................................................................................................ 32 Topography .................................................................................................................................. 32

Hazard Mitigation......................................................................................................................... 33 Floodplains .................................................................................................................................. 33 Coastal High Hazard Area .......................................................................................................... 34

Population and Housing ................................................................................................................ 36

Redevelopment.................................................................................................................... 37 Downtown CRA........................................................................................................... 37 Beach CRA................................................................................................................. 37 Other Special Plans.................................................................................................... 40 SR 7/US 441.............................................................................................................. 40

III. COMPREHENSIVE PLAN AMENDMENT PROCEDURE.................................................. 41

IV. IMPLEMENTATION REGULATIONS AND PROCEDURES.............................................. 42

Development Review Requirements..................................................................................... 42

Platting Requirements.......................................................................................................... 43

V. ANALYSIS AND ISSUES................................................................................................ 44

Vacant Land and Land Needed for Projected Population.................................................. 44

Future Land Use Categories................................................................................................ 47 Permitted Uses in Areas Designated Residential........................................................ 50 Permitted Uses in Areas Designated Office................................................................ 53 Permitted Uses in Areas Designated General Business............................................. 54 Permitted Uses in Areas Designated Regional Activity Center................................... 55 Permitted Uses in Areas Designated Regional Employment Center........................... 58 Permitted Uses in Areas Designated Industrial............................................................ 58 Permitted Uses in Areas Designated Utilities............................................................... 59 Permitted Uses in Areas Designated Electrical Generating Facilities.......................... 59 Permitted Uses in Areas Designated Transportation................................................... 59 Permitted Uses in Areas Designated Community Facilities......................................... 60 Permitted Uses in Areas Designated Open Space and Recreation............................ 60 Permitted Uses in Areas Designated Conservation..................................................... 60 Permitted Uses in Areas Designated Transit Oriented Development........................... 61 Permitted Uses in Areas Designated Transit Oriented Corridor.................................. 63 Intensity Standards....................................................................................................... 66

VI. GOALS, OBJECTIVES, POLICIES................................................................................. 68

LIST OF MAPS

LU-1: CITYWIDE MASTER PLAN SUB AREAS .............................................................. 4 LU-2: HOLLYWOOD EXISTING LAND USES ................................................................ 6 LU-3: HOLLYWOOD EXISTING LAND USES WITH ADJACENT LAND USES............. 7 LU-4: HISTORIC STRUCTURES.................................................................................. 11 LU-5: HISTORIC DISTRICTS ....................................................................................... 12 LU-6: HABITATS AND LAND COVER.......................................................................... 21 LU-7: WATERBODIES .................................................................................................. 24 LU-8: WELLFIELD PROTECTION AREAS ................................................................... 26 LU-9: SOILS ................................................................................................................. 28 LU-10: TOPOGRAPHIC CONTOURS & FEMA FLOOD ZONES................................... 35 LU-11: COMMUNITY REDEVELOPMENT AREAS ....................................................... 39 LU-11.A: VACANT LAND WITH FUTURE LAND USE.................................................... 46 LU-12: HOLLYWOOD FUTURE LAND USE ................................................................. 48 LU-13: HOLLYWOOD ADJACENT GOVERNMENTAL ENTITIES AND SURROUNDING FUTURE LAND USES...................................................................... 49

LIST OF TABLES

I. HOLLYWOOD TOTAL EXISTING LAND USE ........................................................... 8 II. NATURAL HABITAT LAND COVERAGE ................................................................ 19 III. DISTURBED HABITAT LAND COVERAGE ............................................................ 20 IV. SOILS WITHIN THE CITY ....................................................................................... 27 V. FEMA FLOOD ZONES ............................................................................................ 34 VI. HOUSING NEED PROJECTIONS 2006-2030......................................................... 36 VII. VACANT ACREAGE BY LAND USE....................................................................... 44 VIII. POTENTIAL POPULATION TO BE HOUSED IN FUTURE .................................. 45 IX. FUTURE LAND USE DESIGNATIONS.................................................................... 47

I. INTRODUCTION

As the traditional keystone of the Comprehensive Plan, the Land Use Element sets forth the physical plan for the future development of the City. The Land Use Element describes the appropriate location for future land uses and promulgates the policies regulating the location and development of all land uses. The Land Use Element sets forth not only the density and intensity of land uses appropriate for all locations, but also considers other factors affecting land use development, such as timing, cost, and current development trends.

The overriding goal of the Land Use Element is to provide a framework for rational decision-making regarding the uses and re-use of land in a mature community characterized by infill on previously passed over parcels and by intensification of use of land through redevelopment and rehabilitation.

Objectives for land use planning are often so broad as to be meaningless; for example, "To provide a beneficial physical environment for human activities." However, some statements should be made which clarify broadly how the plan is to be used as a decision-guide in Hollywood. The land use plan should 1) provide framework for programming capital improvements which affect or are affected by land use decisions and activities, 2) provide a useable development guide for land use activities of all parties, public and private, 3) provide a continuity and rationalization for land use decisions and actions, 4) show how to maximize existing public investment, 5) show maximum consideration of natural constraints and existing character and identity of established, viable residential neighborhoods.

The Existing Land Use Map included as part of this Element describes the location and distribution of land uses in Hollywood in 2007. The Future Land Use Map (also included in this Element) is the focus of the Comprehensive Plan. It indicates the proposed location and distribution of land uses for the next five to ten years. All policies contained within this plan must be consistent with the Future Land Use Map. Apparent inconsistencies among policies are resolved by the Future Land Use Map itself or at the more detailed scale of project planning and in specific development proposals. All land development regulations in effect subsequent to the adoption of this plan must be consistent with the Future Land Use Map.

This Land Use Element is prepared pursuant to the Broward County Charter for submittal to the Broward County Planning Council for certification of conformity with the county-wide Land Use Plan. It is also prepared for submittal to the Florida Department of Community Affairs in accordance with the State Local Government Comprehensive Planning Act (LGCPA).

This is the primary element of the comprehensive plan as the policies emanating from decisions on the long range future land use pattern will significantly influence all other aspects of planning. Conversely, preparation of other elements may reveal service level problems that create constraints on future land use, necessitating later adjustments in the land use plan.

Planning Timeframes

The City of Hollywood Comprehensive Plan provides guidance on development and redevelopment over two planning periods: a 5-Year period ending FY2012 (short term) and a 10-Year period ending FY2017 (long term).

City-Wide Master Plan

The City-Wide Master Plan (CWMP) is a compilation of policy priorities and recommendations designed to improve the appearance, appeal and economic tax base of the City. The Master Plan establishes a format for future direction and vision for the City of Hollywood. In 2001, the City adopted the CWMP and asserts the need for the public sector’s intervention to generate, control and guide private energies in the process of City building. A number of general principles were utilized in the development of the CWMP. These are:

• Emphasizing the qualities of the City of Hollywood’s historic urban plan and built environment.
• Maintaining and improving the natural environment.
• Preserving and enhancing single-family residential areas.
• Improving and promoting mobility, both within the City of Hollywood and the surrounding region.
• Providing for continued growth potential directed to specific and adequate areas.
• Identifying areas where to channel public investments and actions to accomplish the City’s sustainability and development goals.

Master Plan Guiding Principles were also developed to be utilized in assessing the goals and objectives of the plan. The Master Plan Guiding Principles are:

• Create and maintain a safe environment and eliminate the perception of crime.
• Attract and retain businesses that will increase economic opportunities for the City while enhancing the quality of life for residents.
• Promote development that will preserve and enhance natural resources.
• Promote the highest and best use of land in each sector of the City without compromising the goals of the surrounding community.
• Preserve stable single-family neighborhoods while providing alternative housing options that will meet the needs of all residents in the City of Hollywood.
• Provide pedestrian, vehicular and public transportation linkages locally and regionally.
• Preserve and emphasize historic resources and Joseph Young’s original vision for the City of Hollywood.
• Preserve, protect and enhance existing open space and recreation facilities both public and private.

City of Hollywood Comprehensive Plan [Diamond Icon] Land Use Element Page LU-2 January 2008

• Increase participation and promote the expansion of cultural and educational programs.
• Promote the equitable distribution of public improvements that will eliminate disparities between neighborhoods and guarantee the health, safety and welfare of all residents of the City.

The Plan includes individual plans for 8 Sub-Areas of the City as show on Map LU-1. Each individual sub-area plan includes the following:

1. A sectional Geographic, Zoning and Land Uses Plan - Revision of zoning and land use patterns within the City by redefining neighborhoods and development areas into larger "Planning Zones" intended to provide a clear direction for future zoning and land uses decisions

2. An Economic Development and Redevelopment Plan - Establish economic development priorities, and identify specific locations to attract and maintain, expanding commercial and industrial businesses to the City

3. A Transportation Plan - Identification of changes and improvements to the current transportation system within the City to meet the future transportation needs of residents and visitors

4. An Environmental Conservation Plan - Address the factors of natural resource protection, as related to the City's air, land, sea and local waterways, with recommendations for improved resource protection efforts and clear identification of environmentally sensitive areas to be protected

5. A Public Facility and Infrastructure Improvements Plan - Evaluate City facilities and infrastructure for condition and location, with determinations of deficiencies and viable recommendations for future improvement

6. A Parks and Recreation Facilities and Open Spaces Plan - Evaluate the existing distribution of parks and recreation facilities, and identify areas to be maintained as future open spaces

7. A Housing Plan - Develop an inventory of the current housing stock of the City and identify geographic locations where different levels of quality and affordable housing can be located in the future

8. A Capital Improvement and Budget Plan - Identification of facility and infrastructure improvements incorporated within each Individual Plan, including identification of funding sources for projects

The Goals, Objectives, and Policies that reflect the City-wide Master Plan are noted throughout the Comprehensive Plan.

MAP LU-1 CITYWIDE MASTER PLAN SUB AREAS

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Source: City of Hollywood

II. CURRENT INVENTORY

Existing Land Use

Map LU-2 illustrates existing land uses. All land development regulations in effect subsequent to the adoption of this plan must be consistent with the Future Land Use Map.

This Land Use Element is prepared pursuant to the Broward County Charter for submittal to the Broward County Planning Council for certification of conformity with the county-wide Land Use Plan. It is also prepared for submittal to the Florida Department of Community Affairs in accordance with the State Local Government Comprehensive Planning Act (LGCPA).

This is the primary Element of the Comprehensive Plan as the policies emanating from decisions on the long range future land use pattern will significantly influence all other aspects of planning. Conversely, preparation of other elements may reveal service level problems that create constraints on future land use, necessitating later adjustments in the land use plan.

MAP LU-2 HOLLYWOOD EXISTING LAND USES

City of Hollywood Comprehensive Plan

Map LU-2

Existing Land Use

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Legend

• Hollywood City Boundary

Hollywood Existing Land Use Designations

• LOW_RESIDENTIAL
• LOW_MEDIUM_RESIDENTIAL
• MEDIUM_RESIDENTIAL
• MEDIUM_HIGH_RESIDENTIAL
• HIGH_RESIDENTIAL
• COMMUNITY_FACILITY
• INDUSTRIAL
• OFFICE
• GENERAL_BUSINESS
• RIGHTS OF WAY
• UTILITIES
• PARKS AND OPEN SPACE
• CONSERVATION AREA
• VACANT COMMERCIAL
• VACANT INDUSTRIAL
• VACANT INSTITUTIONAL
• VACANT RESIDENTIAL
• Water

Printed September 11, 2007

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⬚ figure Calvin, Giordano & Associates, Inc. EXCEPTIONAL SOLUTIONS

⬚ figure Produced and maintained by the CGA Geographic Information Systems Services

MAP LU-3 HOLLYWOOD EXISTING LAND USES WITH ADJACENT LAND USES

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City of Hollywood Comprehensive Plan Map LU-3 Existing Land Use & Adjacent Land Use

Legend [ ] Hollywood City Boundary

Hollywood Existing Land Use Designations [ ] LOW RESIDENTIAL [ ] LOW MEDIUM RESIDENTIAL [ ] MEDIUM RESIDENTIAL [ ] MEDIUM HIGH RESIDENTIAL [ ] HIGH RESIDENTIAL [ ] COMMUNITY FACILITY [ ] INDUSTRIAL [ ] OFFICE [ ] GENERAL BUSINESS [ ] RIGHTS OF WAY [ ] UTILITIES [ ] PARKS AND OPEN SPACE [ ] CONSERVATION AREA [ ] VACANT COMMERCIAL [ ] VACANT INDUSTRIAL [ ] VACANT INSTITUTIONAL [ ] VACANT RESIDENTIAL

Broward Existing Land Use Designations [ ] Parks and Open Spaces [ ] Transportation [ ] General Business [ ] Vacant commercial [ ] Industrial [ ] Vacant Industrial [ ] Institutional [ ] Vacant institutional [ ] Residential [ ] Vacant Residential [ ] Agricultural [ ] Rights of way [ ] Utilities

Printed September 11, 2007

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Calvin, Giordano & Associates, Inc. EXCEPTIONAL SOLUTIONS

Produced and maintained by the CGA Geographic Information Systems Services ESRI

TABLE I

HOLLYWOOD TOTAL EXISTING LAND USE

Source: City of Hollywood, Broward County Property Appraiser, Calvin, Giordano and Associates

Table 1 shows that the City of Hollywood’s primary existing land use is Low Residential making up nearly 32% of the total land area. Parks and Open Spaces make up 12% and Conservation areas make of nearly 10% of the total land area. General Business and Office uses are just under 5% of the total land area.

The most significant vacant areas are on SR7/441- two areas near Griffin and Sterling Road near the Seminole Tribe/Hard Rock casino area.

Land Adjacent to City Boundaries

Hollywood is surrounded on three sides by seven cities and some unincorporated area. Fort Lauderdale abuts Hollywood's northern boundary in Port Everglades (see Map LU-3: Hollywood Existing Land Uses with Adjacent Land Uses). The adjacent land use is industrial, with a large vacant parcel slated for a convention center development. Dania Beach adjoins Port Everglades on the west side and also extends down along Federal Highway to Sheridan Street in Hollywood. Dania Beach’s abutting land uses are mixed business and residential with most of the business lining major streets. Dania also extends west along Stirling Road. The land near the railroad tracks along Stirling Road is industrial. The uses in the area on the north side of Stirling Road are mixed residential office and commercial while most of the uses on the south side in Hollywood are single family residential. Adjacent land uses are shown in Map LU-3.

The Town of Davie abuts Hollywood's northwestern corner. The uses are mixed multiple family and commercial with some vacant land and a little farm land.

Also along the western boundary of the City, lies land owned by the Seminole Tribe of Florida, including the Seminole Hard Rock Hotel and Casino.

The City of Pembroke Pines is south of Davie and Cooper City along Hollywood's western border. Most of the uses in Pembroke Pines next to Hollywood's border are residential and almost solely single family. However, North Perry Airport and Broward Community College are also in Pembroke Pines on the south side of Hollywood Boulevard.

The City of Miramar lies at the southwestern end of the City. Most of the adjacent uses in Miramar are commercial.

Along the southern border from 441 east to I-95 is the City of West Park and a section of Pembroke Park. The uses alternate between small commercial establishments and low-density residential.

Hallandale Beach is located along the rest of Hollywood's southern boundary from I-95 east to the ocean. From I-95 to U.S. 1, the uses are mixed residential commercial and light industrial. The Gulfstream Race Track is located at the southwestern corner of U.S. 1 and Pembroke Road. U.S. 1 east to the ocean is residential except for the shopping center at Hallandale Beach Boulevard and AIA. Near the Intracoastal and the ocean, the residential becomes very high density multiple family.

Historic Resources

Hollywood-by-the-Sea was founded by Joseph W. Young, an innovative developer whose vision of a planned new town was greatly influenced by the “City Beautiful Movement.” Unlike many South Florida cities, Hollywood is fortunate to have a concentration of historic, well-maintained structures, many of which date back to the 1920s when much of the land within the original 18 square mile city limits was platted. Several historic architectural styles are represented in Hollywood, including Mission, Spanish Colonial, Mediterranean, Moorish, and Art Deco.

Recognizing the importance of preserving links to its historic heritage for future generations, Hollywood has designated four historic districts:

• Historic Hollywood Business District
• Harrison / Tyler Historic District
• Hollywood Lakes Historic Multiple Property Resource Listing
• Hollywood Beach Historic District

These historic areas are shown on Map LU-4: Historic Sites and Map LU-5: Historic Districts and Sites.

It should be noted that most historic buildings in Hollywood continue to have viable use. Historic designation ensures that the present use of a building is not detrimental to its original form. It results in the sensitive renovation and rehabilitation of older structures to maintain their historic architecture. The City has adopted the national registry guidelines for building, additions, and safety (Standards for Rehabilitation and Guidelines of Rehabilitating Historic Buildings, U.S. Department of Interior National Parks Service, 1983). The City's Historic Preservation Board has the responsibility for reviewing requests for demolition, new construction, and building rehabilitation.

Following is a chronology of the major milestones with regard to historic preservation in Hollywood:

1980 Comprehensive Historic Site Survey by Marlyn Kemper, Director, Historic Broward County Preservation Board. 1991 Completion of the Historic Preservation Plan. 1994 Establishment of an Historic Preservation Board to review requests for demolition, new construction and building rehabilitation. 1995 City obtained “Certified Local Government” status from Florida Department of State Bureau of Historic Preservation. 1996 Designation of the first historic districts in the City of Hollywood. 2007 Designation of the Hollywood Beach Historic District.

MAP LU-4 HISTORIC STRUCTURES

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City of Hollywood Comprehensive Plan

Historic Structures

Map LU-4

• City Designated Historic Sites
• Hollywood City Boundary

Printed September 10, 2007

Data Source: Florida Bureau of Historic Preservation, 2007

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0 0.5 1 Miles

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Produced and maintained by the CGA Geographic Information Systems Services

MAP LU-5 HISTORIC DISTRICTS

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City of Hollywood Comprehensive Plan

Historic Districts

Map LU-5

Legend

Printed October 2, 2007

Data Source: Florida Division of Historical Resources, July 2007

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Facilities

Transportation

The existing transportation system consists of an existing roadway system grid, the port, airport, rail lines, and transit.

Broward County manages the Concurrency Management System (CMS) for transportation in the County and for the City of Hollywood. The CMS is the procedures and processes employed by Broward County to assure that development orders and permits are not issued unless the necessary facilities and services are available concurrent with the impacts of development.

According to the Broward County Comprehensive Plan’s Transportation Element, the City of Hollywood is comprised of three concurrency Districts. The majority of the City is located within the Southeast Concurrency District. A small portion to the west is located within South Central District, and the Airport has its own District. The South East, South Central and Airport are Transit Oriented Concurrency Districts. According to Broward County, a Transit Oriented Concurrency District shall be a compact geographic area with an existing network of roads where multiple, viable alternative travel paths or modes are available for common trips. An area-wide level of service standard shall be established for each such District, for the purpose of issuing development orders and permits, based on the quality of transit services within the District.

Interstate 95 and Florida’s Turnpike are two significant corridors recognized in the Strategic Intermodal System. I-95, a north-south facility, provides access to the east coast of Florida and the United States; Florida’s Turnpike, a north-south toll facility, provides statewide access and is an alternate to I-95. The SIS also consists of existing or planned intermodal connectors that connect hubs and corridors. The Hollywood Amtrak/Tri-Rail station is the only SIS connector located within the City of Hollywood.

The Level of Service (LOS) standard adopted by the City for most roadways is D. The LOS standard for the SIS/FIHS and TRIP funded facilities are established per the Florida Administrative Code. Appendix A of the Transportation Element shows the Level of Service for all State and County roadways.

The existing transit system in the City of Hollywood consists of fixed route buses and demand response service provided by Broward County Transit. Special needs of the transportation disadvantaged are documented in a Plan for Complementary Paratransit Mass Transit Service for Persons with Disabilities for Broward County, Florida and in Broward County Transportation Disadvantaged Service Plan, 1996. Tri-Rail, a premium transit corridor, provides rail transit from Palm Beach County to Miami-Dade County. The Hollywood Boulevard Tri-Rail station was included in Segment 5 of the Double Track Corridor Improvement Project System, and the Sheridan Street Station was included in Phase VII. The City of Hollywood

coordinated with Tri-Rail and FDOT’s South Florida Rail Office to coordinate the timing of the double tracking project in conjunction with proposed improvements to the Hollywood Boulevard Tri-Rail passenger facility (Hollywood Boulevard Intermodal Station). Future premium transit corridors include bus rapid transit on SR 7/441, a rapid bus on Hollywood Boulevard, and the addition of passenger service on the FEC corridor.

Port Everglades and the Fort Lauderdale/Hollywood International Airport are managed by Broward County. Part of Port Everglades falls within the boundary of the City of Hollywood. The airport lies adjacent to some properties within the City of Hollywood boundary.

Utilities/Infrastructure

Sanitary Sewer

Sanitary Sewer services are provided by the City of Hollywood regional facility. The regional service boundary for the City of Hollywood treatment facility includes the South Broward Drainage Districts 3A and 3BC, which comprises Dania Beach, portions of Fort Lauderdale, Pembroke Pines, Miramar, West Park, and portions of unincorporated Broward County. The wastewater treatment facility also treats the effluent from the Town of Davie, City of Cooper City, and City of Hallandale Beach.

The City of Hollywood currently maintains a Level of Service of 315 gallons per day per Equivalent Residential Unit for sewer customers. The Average Daily Flow (ADF) is approximately 42.0 MGD. The Wastewater Treatment Plant (WWTP) has a rated capacity of 48.75 MGD flow, with a projected build-out capacity of 60 MGD for 2025 to meet the projected 2025 demand of 59.3 MGD.

The City of Hollywood is planning improvements and expansions to the Wastewater Treatment Plant for the next 20 years to accommodate the growing demand and population serviced. There will be sufficient capacity to maintain the Levels of Service standards until the year 2025.

Potable Water

The capacity of the City of Hollywood potable water treatment plant is 35.7 MGD, with 11 million gallons of on-site storage and two 1 million gallon storage tanks located in the city. The Water Treatment Plant (WTP) collects its raw water in three ways. They have a Consumptive Use Permit for 20.67 MGD to draw water from the Biscayne Aquifer. The Floridan Aquifer wells producing 0.58 MGD, and currently 5.23 MGD is purchased from other sources. The raw water is treated by either the lime softening or membrane softening process, and the water from the Floridan is treated using reverse osmosis.

The current LOS provides Hollywood’s customers with 350 gallons per day per

Residential Unit. The LOS standard is that of the Florida Department of Environmental Protection (FDEP) permitted capacity for the facility and is measured by the maximum daily flow. The city uses the flow information contained FDEP permit application to access adequacy of service and concurrency.

The current production ability of the water treatment plant is capable of meeting current but not future demands. Upgrades and expansions to a capacity of 55.3 MGD is planned for the design year of 2025. Current plans involve the relocating of some wells to the Chaminade High School well field, expanding the reverse osmosis treatment system, and some expansion to the membrane and lime softening processes. These improvements will accommodate the 2025 demand of the City of Hollywood and its service area, which includes portions of unincorporated Broward County, Dania Beach, Pembroke Park, West Park, and the Seminole Hollywood Reservation.

Solid Waste

The City’s Department of Environmental Services is responsible for all solid waste disposal. Garbage generated by the City is currently transported and landfilled at the Broward County Interim/Contingency Sanitary Landfill. The City currently has a LOS per Residential unit of 8.9 lbs. per unit per day. The BCICS landfill has an available capacity to meet future demand. Recycling is also strongly suggested and practiced in the City of Hollywood.

Drainage

The City maintains its own drainage lines and swales within its municipal boundaries, and also services the South Broward Drainage District. The current conditions of the drainage system require periodical maintenance and replacement with a 20 to 25 year life span on the system. The drainage system has a two-fold purpose: 1) to protect persons, property from flood damage by draining excess waters into the Atlantic Ocean, and 2) recharge the aquifer with Stormwater of good quality.

Current Level of Service standards include:

1. Private Property: retain property and dispose of ½ inch of storm runoff during any five minute period.

2. Single Family: maintain minimum of 30% pervious area on site

3. Buildings: To have the lowest floor elevation no lower than the elevation for the respective area depicted on the National Flood Insurance Rate Map (FIRM) by Federal Emergency Management Agency (FEMA) for flood hazard areas based on 100 year flood elevation

The current LOS standards adopted by Broward County is also used by the City of

Hollywood.

The existing surface water management system design is adequate to meet the current demand generated by the ongoing development within the City. In order to meet drainage requirements generated by future development within the City, a series of improvements are planned. These improvements will meet or exceed required storage and runoff criteria.

Land use regulation, development practices, strong support for vegetation, mitigation, and landscaping all provide for a high degree of valuable and effective Stormwater infiltration and provide groundwater recharge.

Parks and Recreation

Recreation and open space lands located within the City of Hollywood are diverse and support a wide range of facilities and amenities. The City maintains approximately 785 acres of park and open space comprised of fifty-six (56) parks, including thirteen (13) community centers, five (5) sports complexes, three (3) golf courses, one (1) tennis center, one (1) community pool, and three (3) outdoor amphitheaters. Additionally, there are approximately 2,039 acres of County and State-owned and operated recreational facilities available to the public as well as four (4) privately-owned golf courses open to the public totaling 393 acres. In addition, the City has immediate access to countless acres of natural water features such as West Lake, the Intracoastal Waterway, and the Atlantic Ocean.

Using the criteria set forth in the Broward County Land Use Plan, Hollywood has approximately 633 acres of park space that may be used to meet the Level of Service requirement of 3 acres of park space per 1,000 population. With a 2006 population of 144,431 residents, Hollywood currently has approximately 4.4 acres for every 1,000 residents. A total of 433 acres of park lands are needed to maintain the 3 acres per 1,000 population LOS. This analysis indicates the City will be able to uphold its LOS standard through this Comprehensive Plan’s short term (5 year) and long term (10 year) planning periods.

Regional Facilities

Fort Lauderdale/Hollywood International Airport (FLL)

FLL is a regional facility that serves international and domestic air carriers, and attracts passengers from Broward, north Miami-Dade and south/central Palm Beach counties. Broward County owns and operates the airport. It occupies a site of 1,718 acres in the southeastern part of the county, located south of I-595, some two miles west of the coastline. The airport’s land is primarily in unincorporated Broward County. The airport is accessible by roadway (from I-95 and I-595, Griffin Road and US Route 1), by Tri-Rail and by a Broward County BCT bus route.

The Fort Lauderdale/Hollywood International Airport is not within the jurisdiction of the City of Hollywood. However, the airport is within close proximity of the city and airport activities do create a significant impact on the City of Hollywood’s economy and development. The city has no real authority on the distribution of land uses within the airport. The City of Hollywood reviews the airport master plan for issues and any concerns which may have an impact on the city. Part of this review involves the distribution and location of land uses which are compatible within close proximity to the airport. Due to the high level of noise generated by airport activities the City of Hollywood reviews and recommends changes to the land use map to ensure compatibility with airport activities. The Broward County Aviation Department (BCAD) prepares annual noise contours to monitor the extent of noise exposure on a continuing basis. The Airport Noise Abatement Committee (ANAC) reviews and interprets the contours. The contours are prepared in a manner consistent with Part 150 Noise Exposure Map requirements.

The FAR Part 150 Noise Compatibility Study includes the development of a Noise Exposure Map and a Noise Compatibility Program. It involves analyzing existing and future noise exposure, identifying appropriate uses for land surrounding the Airport, and recommending noise mitigation programs to benefit surrounding communities.

Upon review of the 2005 and 2012 Noise Exposure Map and the City of Hollywood Land Use Map it was determined that west of I-95 only a portion of the city, north of Griffin Road, was within the noise contour lines. The land uses in this area are predominantly industrial and commercial with some open space/recreation land uses. No residential land uses fall within the existing noise contour lines. However, the City has concerns with the proposed expansion and potential negative impact on adjacent residential and park property. East of US 1 the noise contour lines fall within Port Everglades which has a future land use of Transportation and John U. Lloyd State Park which has a land use designation of Open Space / Recreation. There are no conflicting land uses that could be identified and that would require a change in land use to the City’s Future Land Use Map.

Port Everglades

The port’s jurisdiction encompasses a total of 2,190 acres (887 hectares) which includes 1,742 acres of upland and 448 acres of submerged land. Upland acreage falls within the following municipalities:

• 1,242 acres or 71.3% of Port Everglades is located within the City of Hollywood.
• 232 acres or 13.3% is located within the City of Fort Lauderdale.
• 234 acres or 13.4% is located within the City of Dania Beach.
• 34 acres or 2% is located within unincorporated Broward County.

Port Everglades is divided into three (3) areas: Northport, Midport, and Southport. The City of Hollywood’s jurisdiction primarily covers Midport and Southport.

Water related transportation services are provided by private businesses operating through Port Everglades, including containerized cargo, petroleum, bulk cargo (cement, gypsum, and scrap metal), neobulk cargo (lumber, steel, and secondary fiber), and passenger cruises. Port Everglades' containerized cargo tonnage has increased 25.7 percent over the past 10 years. With 5 million tons of containerized cargo in Fiscal Year 2005, Port Everglades is the 12th busiest container port in the nation, according to the Port Import Export Reporting Service (PIERS) published by Commonwealth Business Media Inc. Port Everglades is the port of choice for more than 30 shipping lines thanks to its commitment to convenient, cost-effective transport and safe storage of containerized cargo. Port Everglades is ideal for moving products such as fruit, vegetables, automobiles and apparel to and from Central America, the Caribbean, South America and even the Far East.

The Port is rapidly expanding to meet the changing needs of its clients. For example, Port Everglades has nearly completed a multi-million dollar capital improvement program, adding a permanent container X-ray screening area and expanding container yards in Southport. In addition, the Port has slated 97 acres for future development of containers/trailers, warehousing and an Intermodal Container Transfer Facility. The Port's current facilities and planned expansions focus on transferring and storing all that waterborne commerce as smoothly and efficiently as possible.

Natural Resources

Land Cover

Map LU-6 identifies the habitat coverage within the City as mapped by the Florida Fish and Wildlife Conservation Commission (FFWC). The tables below, categorized by either Disturbed or Natural, provide acreage and list these habitats.

TABLE II

NATURAL HABITAT LAND COVERAGE

TABLE III

DISTURBED HABITAT LAND COVERAGE

MAP LU-6 HABITATS AND LAND COVER

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City of Hollywood Comprehensive Plan Habitats and Land Cover Map LU-6

[ ] Hollywood City Boundary

Land Cover Class [ ] Hardwood Swamp [ ] Bare soil/Clearcut [ ] Cypress/Pine/Cabbage Palm [ ] Dry Prairies [ ] Exotic Plants [ ] Freshwater Marsh and Wet Prair [ ] Hardwood Hammocks and Forests [ ] High Impact Urban [ ] Improved Pasture [ ] Low Impact Urban [ ] Mangrove Swamp [ ] Mixed Hardwood-Pine Forests [ ] Mixed Wetland Forest [ ] Open Water [ ] Other Agriculture [ ] Pinelands [ ] Salt Marsh [ ] Sawgrass Marsh [ ] Shrub and Brushland [ ] Shrub Swamp

Printed August 16, 2007

Data Source: Florida Fish and Wildlife Conservation Commission, 2004

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Water Resources

Along the City’s east coastline is the Atlantic Ocean, and immediately interior to the coastal barrier island is the Intracoastal Waterway. Other significant water features include West Lake Park, South Lake, North Lake and Port Everglades. Map LU-7: Waterbodies, identifies the water features in the City.

Living marine resources are oceanic or estuarine plants and animals, such as mangroves, seagrasses, algae, coral reefs, fish, shellfish, crustacean, fisheries, sea turtles, and marine mammals. Living marine resources adjacent to the Broward County coast include at least fifteen families of cartilaginous fishes such as sharks and rays and 55 families of bony fishes such as tarpon, herring, snook, snapper and species typically inhabiting the coral reefs of southeast Florida.

Since 1967, Broward County has conducted an artificial reef program to provide habitat for marine species and expand recreational diving and fishing opportunities. Very little commercial fishing takes place in Broward County waters. Netting, fish traps and bottom longlines are prohibited by the State. However, recreational fishing is one of the most important activities off the Broward County coast. The Florida Fish and Wildlife Conservation Commission (FFWCC) regulates fresh and saltwater fishing in the City of Hollywood.

The Intracoastal Waterway runs through the City of Hollywood between the barrier island and the mainland. It is a small portion of the 3,000 mile recreational and commercial waterway along the Atlantic and Gulf coasts of the U.S. The Intracoastal is maintained by the U.S. Army Corps of Engineers. The Florida Inland Navigation District is a special state taxing district for the continued management and maintenance of the Atlantic Intracoastal Waterway.

West Lake Park is a coastal mangrove wetland located in the City of Hollywood between the barrier island and the mainland. From 1924 to 1926, the original freshwater ecosystem of this area was dredged, filled and divided for development. As part of a wetlands mitigation program, the land was purchased, and between 1985 and 1993, a multi-agency effort re-created 203 acres of mangroves, mudflats and tidal pools. Today, West Lake Park is a 1,500-acre restored mangrove preserve that is about 1 mile in width.

North Lake and South Lake were first envisioned by Joseph Young in the 1920s. His initial vision included a wide boulevard extending from the ocean westward to the edge of the Everglades with these man-made lakes paralleling each side of the roadway. One end of each lake empties into the Intracoastal Waterway and the other serves as a turning basin for private yachts.

Joseph Young also envisioned a seaport at what was once a shallow lake. Port Everglades, through its entrance channel, serves as the primary access to the Atlantic Ocean for marine interests in Broward County, including commercial carriers.

and recreational boaters. The Port was established in 1928 when a permanent inlet was created between Lake Mabel and the ocean. Prior to the opening of the channel, Lake Mabel was a freshwater lake system. The creation of Port Everglades’ ocean inlet, together with the completion of the Intracoastal Waterway, completely transformed this freshwater habitat to its current brackish/marine wetland environment.

Map LU-7 Waterbodies

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City of Hollywood Comprehensive Plan

Water Bodies

Map LU-7

--- Hollywood City Boundary Bays, estuaries, ocean, canals, lakes, streams or rivers Flats (tidal, mud, sand, gravel) Mangrove area Marsh, wetland, swamp, bog

Printed August 16, 2007

Data Source: United States Geological Survey, 2003

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Ground Water / Wellfield Protection Areas

The principal ground water resources for the Lower East Coast (LEC) Planning Area are the Surficial Aquifer System, including the Biscayne aquifer, and the Floridan Aquifer System. The Surficial and Biscayne aquifers provide most of the fresh water for public water supply and agriculture within the LEC Planning Area. Due to the regional importance of the Biscayne aquifer, it has been designated as a sole source aquifer by the U.S. Environmental Protection Agency (EPA) under the Safe Drinking Water Act and is, therefore, afforded stringent protection. This designation was made because it is a principal source of drinking water and is highly susceptible to contamination due to its high permeability and close proximity to land surface in many locations. Major sources of contamination are saltwater intrusion and infiltration of contaminants from canal water.

Water resource protection tools under the Florida Statutes are used to protect water supplies for natural systems and human needs. In addition to minimum flows and levels, other resource protection tools include consumptive use permitting, water shortage declarations and the reservation of water.

The water supply is vulnerable to the introduction of chemicals from business and residential uses. In order to provide protection to the water supply, Broward County established zones of influence around each wellfield. The Broward County Environmental Protection Department began the Wellfield Protection Program in 1990. This program regulates activities in Wellfield protection areas including the storage, handling, use, and production of regulated substances at hazardous material facilities. Zones are delineated by the theoretical time it takes for contaminants to travel from the point they enter the ground water to the wellfield. Broward County has three delineated protective zones; Zone 1, Zone 2, and Zone 3. Restrictions are highest in Zone 1. These protected areas act as safety buffers against accidental contaminant releases wherein known contaminants can be reduced before they reach the public supply well. Zone 1 provides a ten day buffer around the wellfield; Zone 2 provides a thirty day buffer and Zone 3 provides a 210 day buffer. Map LU-8 identifies the wellfield protection zones in the City of Hollywood.

The Biscayne Aquifer, the Surficial Aquifer System and surface water are dependent upon rainfall for recharge. The average annual rainfall in the LEC Planning Area is about 53 inches. Annually, 75 percent of this occurs during the wet season months. In addition to seasonal variation, rainfall varies significantly from year to year with historic annual amounts ranging from 37 inches to 106 inches in the planning area. The amount of rainfall also varies regionally within the LEC Planning Area. Rainfall also varies greatly, with rainfall amounts generally decreasing from east to west.

MAP LU-8 WELLFIELD PROTECTION AREAS

City of Hollywood Comprehensive Plan

Wellfield Protection Zones

Map LU-8

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Hollywood City Boundary

Zones

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Printed August 01, 2007

Data Source: Broward County Department of Environmental Protection, 2001

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Miles

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Soils

The general distribution of soils shown in Map LU-9 is based on the soil survey of Broward County conducted by the U.S. Department of Agriculture. Table IV lists the soils identified in the soil survey for the City.

TABLE IV

SOILS WITHIN THE CITY

MAP LU-9 SOILS

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City of Hollywood Comprehensive Plan

Soils

Map LU-9

Hollywood Soils

Printed August 16, 2007

Data Source: US Department of Agriculture, 1990

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The Department of Agriculture describes these soils as follows:

Arents consists of nearly level or gently sloping soils made up of heterogeneous overburden material that has been removed from other areas of other soils and used primarily for land leveling as fill. This material is mixed sand or fine sand and fragments from the soil from which the Arents were removed. Permeability and available water capacity are variable, but permeability is generally rapid and available water capacity is generally low to very low. The Arent-Urban Land Complex map unit is characterized by approximately 50-70% open areas of Arents with 30-50% urban land coverage. Urban land is considered parking lots, large buildings, streets, sidewalks, and other structures where the soil is covered and can not be readily observed. The Arents, Organic substratum-Urban Land Complex map unit consist of about 50-70% open areas of Arents, organic substratum with a 30-50% urban land coverage.

The Basinger series consists of nearly level, poorly drained soils in broad sloughs and flats. These soils formed in unconsolidated marine sediment. The Basinger Fine Sand map unit consists of deep, poorly drained sandy soil within broad sloughs and flats.

The Beaches map unit is the nearly level to sloping, narrow, sandy strip along the Atlantic Ocean. Seawater regularly overwashes the larger part of the beach at high tide, and this area is barren. Beaches are fine to coarse sand mixed with multicolored shells and shell fragments.

The Canaveral series consists of nearly level and gently sloping, moderately well drained to somewhat poorly drained, soils on the barrier island along the coast. These soils formed in thick deposits of marine sands and shell fragments and are on gentle lower slopes on the western side of the dune ridge. The Canaveral-Urban Land Complex map unit consists of about 50-70% open areas of Canaveral soil with 30-50% urban land coverage.

The Dade series consists of nearly level well-drained soils on slightly elevated flatlands in the southeast part of the County. These soils formed in sandy marine deposits of variable thickness over soft porous limestone. The Dade Fine Sand map unit has well drained sandy soil at depths of 20-40 inches over the limestone. The Dade-Urban Land Complex map unit is comprised of 50-70% open areas of Dade fine sand with 30-50% urban land coverage.

The Duette series consists of nearly level, moderately well-drained, rapidly permeable soils on low ridges and knolls. These formed in deep deposits of marine sand. The Duette-Urban Land Complex map unit consists of 50-70% open areas of Duette soils with a 30-50% urban land cover. The Hallandale series consists of nearly level, poorly drained, sandy soils in broad flats east of the Everglades and west of the Atlantic Ridge. These soils formed in sandy marine sediment over limestone. The Hallandale Fine Sand map unit consists of poorly drained, sandy soil underlain by limestone at a depth of 7-20 inches.

The Immokalee series consists of nearly level, poorly drained soils on broad, low ridges in the eastern part of the County. These formed in unconsolidated marine sediment. The Immokalee Fine Sand map unit consists of a sandy soil that has a layer well coated with organic matter at a depth of 30 inches or more. The Immokalee-Urban Land Complex map unit is about 20-45% open areas of Immokalee fine sand with the remaining area urban land coverage. The Immokalee, Limestone Substratum-Urban Land Complex map unit contains 40-70% urban land cover with most areas of this unit covered by 4-20 inches of gravelly sand fill materials.

The Lauderhill series consists of nearly level, very poorly drained soils in broad flats in the Everglades. These soils formed in hydrophytic plant remains mixed with a small amount of mineral material. The Lauderhill Muck map unit is very poorly drained, organic soils, underlain by limestone at a depth of 20-40 inches.

The Margate series consists of nearly level, poorly drained soils on low terraces between the Everglades and the Atlantic Coast. These soils formed in sandy marine sediment over limestone. The Margate Fine Sand map unit consists of poorly drained, sandy soil that is underlain by limestone at a depth of 20-40 inches but has solution holes as deep as 60 inches.

The Matlacha map units are formed in material produced by dredging, filling, and earthmoving operations. Most of these soils are used for urban development. They consist of somewhat poorly drained, moderately rapid to rapidly permeable soils on filled and disturbed sloughs, flats, and depressions.

The Okeelanta series consists of nearly level, very poorly drained organic soils in narrow to broad drainage-ways and swamps. The Okeelanta Muck map unit consists of very poorly drained organic soil that is underlain by sand at a depth of 16-40 inches.

The Palm Beach series consists of nearly level to sloping, excessively drained soils on long narrow ridges that are generally parallel to the coast. These soils formed in thick deposits of marine sand and shell fragments. The Palm Beach Sand map unit has a profile typical of this soil series with slopes of 0 to 8 percent. The Palm Beach-Urban Land Complex map unit is characterized by open areas of 50–70% Palm Beach soils with 30-50 % urban land coverage.

The Pennsuco series consists of nearly level, poorly and very poorly drained soils on coastal lowlands and in tidal swamps. These soils formed in calcareous, loamy sediment of marine or freshwater origin over porous limestone. The Pennsuco Silt Clay Loam map unit is underlain by limestone at a depth of more than 40 inches and is primarily on coastal lowlands east of the Atlantic Coastal Ridge. The Pennsuco Silt Clay Loam, Tidal map unit is found in tidal swamps from Port Everglades southward.

The Perrine series consists of nearly level, poorly drained soils on coastal lowlands. These soils formed in calcareous, loamy sediments of marine or freshwater origin over limestone, which is at a depth of 20-40 inches. The Perrine Silty Clay Loam map unit has a profile typical of this series and the Perrine Variant Silt Loam map unit has 18-48 inches of calcareous silt loam (marl) over well decomposed organic materials.

The Plantation series consists of nearly level, very poorly drained soils in broad flats along the eastern edge of the Everglades. These soils formed in unconsolidated sandy marine sediment. The Plantation Muck map unit has a muck surface layer over sandy mineral material. The organic surface layer is subject to oxidation, which decreases its amount of organic material each year.

The Pomello series consists of nearly level to gently sloping, moderately well-drained soils on low ridges east of the Everglades. These soils formed in unconsolidated marine sands. The Pomello Fine Sand map unit is sandy soil that has a layer well coated with organic matter at depth of 30–50 inches. It is on low ridges with slopes of 0-5 percent.

The Pompano series consists of nearly level, poorly drained soils in sloughs and broad flats. These soils formed in thick beds of marine sand. The Pompano Fine Sand map unit has a profile typical of this series.

The Sanibel series consists of nearly level, very poorly drained soils in ponds, drainage-ways and low, broad flats. These soils formed in thick beds of sand beneath a thin mantle of organic material. The Sanibel Muck map unit is a deep, very poorly drained soil that has a muck surface layer over sandy mineral material.

The Terra Ceia series consists of nearly level, very poorly drained organic soils in coastal swamps. These soils formed in thick deposits of hydrophytic plant remains. The Terra Ceia Muck, Tidal map unit is very poorly drained, organic soils, in tidal mangrove swamps near the coast. This soil has organic materials more than 51 inches thick and is subject to daily or periodic tidal flooding.

The Udorthents consist of unconsolidated or heterogeneous geologic materials removed in the excavation of canals, lakes and ponds. It is commonly piled along banks. The Udorthents, Shaped map unit consists of a mixture of soil and geologic soil materials that has been shaped and contoured, mainly for golf courses and highway. The Udorthents Marly Substratum-Urban Land Complex map unit is characterized by 50–75% open areas of Udorthents, marly substratum with 25–50% urban land coverage.

The Urban Land map unit consists of areas that are more than 70 percent covered by airports, shopping centers, parking lots, large buildings, streets and sidewalks, and other structures, so that the natural soil is not readily observable.

Commercially Valuable Minerals

The City has no identifiable commercially valuable minerals nor are there any active mining operations.

Topography

The City, located in southern Broward County, is an Atlantic ocean coastal community composed of a barrier island, estuarine lagoon and mainland component. The natural elevations within the City of Hollywood ranges from sea level to 15 feet.

The U.S. Fish and Wildlife Service (FWS) recognizes the City as a part of the Lower East Coast sub-region, which extends approximately 160 km (99 mi) north to south through large coastal portions of Palm Beach, Broward, and Miami-Dade counties. The major topographic feature of this Lower East Coast sub-region is the Atlantic Coastal Ridge. This limestone ridge, consisting of relic dune ridges formed by wind and wave action, parallels and extends the length of the Atlantic Coast.

Three major estuaries and marine systems occur in this sub region: Lake Worth Lagoon in Palm Beach County, Biscayne Bay in Miami-Dade County, and West Lake in the City of Hollywood. The part of the City from approximately Federal Highway west to Hollywood Hills is a part of the Atlantic Coastal Ridge. Prior to the 1900, most of Broward County west of the Atlantic ridge was previously part of the Everglades. The Barrier Island is historically coastal beach strand with dune systems and maritime hammock communities.

The Lower East Coast sub-region is the most highly urbanized area in Florida, containing 30 percent of the State’s residents. Most urbanization occurs along the coastal portion of the sub-region with substantial agriculture present south and west of the Atlantic Coastal Ridge.

Hazard Mitigation

With each new hurricane season, the South Florida region remains vulnerable to the threat of a hurricane strike. The region must be prepared to evacuate highly vulnerable populations on critical routes. There is local public shelter capacity and inland hotel/motels are also available. There are limited route choices to leave the region. Map CM-20 in the Coastal Element identifies the locations of the hurricane shelters nearest to the City of Hollywood. The Broward County Human Services Department provides the special needs community with registration assistance for special needs shelters and transportation services.

Because hurricanes impact large areas, the evacuation data presented in the Coastal Element is the data specific to Broward County from the 2006 South Florida Regional Hurricane Evacuation Traffic Study. This study was prepared by the South Florida Regional Planning Council. The South Florida Region includes Broward, Miami-Dade and Monroe Counties.

During a hurricane evacuation, a significant number of vehicles will have to be moved across the local and regional road network. The quantity of evacuating vehicles will vary depending upon the magnitude of the hurricane, publicity and warnings provided about the storm and particular behavioral response characteristics of the vulnerable population.

Floodplains

The National Flood Insurance Program administered by the Federal Emergency Management Agency (FEMA) has identified the following flood zones within the City of Hollywood:

TABLE V

FEMA FLOOD ZONES

Map LU-10 identifies the flood zones within the City. Land use, as it relates to the discharge of stormwaters and the use of natural drainage, is regulated through the South Florida Water Management District. The Florida Building Code regulates construction as it relates to flood zones.

Coastal High Hazard Area

The “Coastal High Hazard Areas” (also referred to as the high-hazard coastal areas) means the area below the elevation of the category 1 storm surge line as established by a Sea, Lake, and Overland Surges from Hurricanes (SLOSH) computerized storm surge model. Map CM-14 in the Coastal Element identifies the Coastal High Hazard Area (CHHA) within the City. Map CM-15 identifies the hurricane surge zones and evacuation routes.

MAP LU-10 TOPOGRAPHIC CONTOURS & FEMA FLOOD ZONES

City of Hollywood Comprehensive Plan

Topographic Contours & FEMA Flood Zones MAP LU-10

Legend [X] Hollywood City Boundary

Topographic Contours ELEV

[Red Line] 0-5 [Orange Line] 6-10 [Yellow Line] 11-15 [Light Green Line] 16-20 [Dark Green Line] 21-35

Hollywood_FEMA_Zones3 Zone Designation [ ] AE [ ] AH [ ] AO [ ] D [ ] VE [ ] X [ ] X500

Data Source: Federal Emergency Management

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Population and Housing

With an estimated 2006 population of 144,431, the City of Hollywood has achieved build-out. The City is undergoing redevelopment throughout its neighborhoods and around its major roadway corridors. This consists of both small, infill development and large, mixed-use projects to provide spaces for people to live, work and play.

Hollywood has responded to its Housing Element by meeting its fair share of affordable housing and providing strategies for investing in public improvements and programs that have acted as a catalyst for private investment and redevelopment in the City.

With an expected population increase between now and 2025, demand for affordable housing will grow proportionally. The County's unmet demand may rise to over 300,000 households by 2025. The City will rely on public and/or private partnerships to continue to meet future affordable housing needs. Also, with an aging housing stock and infrastructure system, the City will face the challenge of protecting existing neighborhoods and preserving the housing stock. Additionally, the expansion of mixed-use areas such as the Regional Activity Center (RAC) will help to alleviate these demands.

Based on data compiled by the City, as part of the expansion of the RAC designation, it is anticipated there will be construction of 12,100 additional residential units by 2020 within this area (1,486 acres) of the City alone. A review of recent housing developments within the City suggests the construction of 3,867 affordable housing units over the next 10 years is viable to accommodate the current and future demand of affordable housing.

The City of Hollywood's population and housing projections are based on the projections provided by the Planning Services Division of the Broward County Urban Planning and Redevelopment Department. An analysis of these projections indicates that the number of persons per household (PPH) in 2006, is approximately 2.35. This figure is slightly lower than Broward County's figure of 2.53. Table VI provides projections of housing need from 2006 through 2030.

TABLE VI

HOUSING NEED PROJECTIONS 2006-2030

Source: Municipal population, dwelling unit, household forecasts through 2030 prepared by the Broward County Urban Planning and Redevelopment Department, Planning Services Division, 2006

Redevelopment

Downtown District of Hollywood's Community Redevelopment Agency

The Downtown District of Hollywood's Community Redevelopment Agency (CRA) was created in 1979 in order to redevelop Downtown Hollywood as a dynamic place to invest, work, live and play. The CRA Board consists of seven (7) members who also serve as the Mayor and City Commission.

The Downtown District CRA area is bounded by Johnson Street to the north, N. 14th Avenue to the east, Washington Street to the south, and the properties west and adjacent to Dixie Highway. This area offers many highlights including the newly renovated Arts Park at Young Circle, new and modern mixed use developments currently under construction and Hollywood's signature downtown district which includes a diverse mix of boutiques, shops, restaurants, and commercial establishments. The Hollywood Downtown is also in the National Register of Historic Places which adds to its uniqueness and prestige.

The Downtown District CRA has been actively involved with the public in the creation of the downtown master plan and overall redevelopment of the area. The Downtown District CRA Plan was adopted in 1981 and has since then been amended and has evolved to encompass additional sections of downtown and the changing conditions and economies of the area. The guiding principles behind the CRA plan include the creation of a unique sense of place, increase tax based revenues, and the creation of a quality image described as “exciting, fun, progressive, and successful”. The plan also defines urban design principles for the downtown area which center around formal axial geometries reinforced by landscaping, low rise building frames, orientation towards young circle, compatible land uses, pedestrian and traffic circulation and parking, and reduced setbacks. The CRA program aims at creating strategies to assist developers in bridging project financial gaps and making public participation a part of the private redevelopment process.

The CRA’s continuous effort to revitalize downtown has lead to numerous programs and initiatives including the Storefront Improvement Grants (grants property owners up to $25,000 to freshen up their commercial facades), the Property Improvement Program (provides funds for on-site improvements to structures and to eliminate slum and blighting influences within the Hollywood Beach and Downtown Districts), and continued redevelopment of major commercial corridors which include Hollywood Blvd., U.S. Highway 1 and Dixie Highway.

Beach District of Hollywood's Community Redevelopment Agency

The Beach District of Hollywood's Community Redevelopment Agency (CRA) was created in 1997 in order to redevelop Hollywood Beach as a dynamic place to invest, work, live and play. The Hollywood Beach Community Redevelopment consists of 293 acres from Sherman Street south to the south property line of the Westin Diplomat Resort and Spa, and from the Intracoastal Waterway to the Atlantic Ocean.

The Hollywood Beach CRA has ambitious goals and clear objectives which are focused on beautifying and restoring Hollywood Beach to its pedestrian-friendly, 1920s stylized neighborhood roots. Amongst these are:

• Promote redevelopment and eliminate the causes of physical and economic blight;
• Ensure sanitary and safe conditions through infrastructure improvements;
• Improve circulation for pedestrians, bicyclists and motorists;
• Encourage and provide alternate modes of transportation; to increase public parking;
• Enrich the visual and functional quality of the streetscape for all user groups;
• Enhance Hollywood Beach as a tropical destination;
• Preserve and maintain natural resources;
• Upgrade existing public recreation facilities and expand recreation opportunities;
• Re-establish tourism as a vital industry;
• Develop the Johnson Street beach property as the village center of Hollywood Beach;
• Create opportunities and incentives that facilitate redevelopment of private properties.

With these objectives as guiding principle the Beach District CRA has been involved in the creation and implementation of many public projects and programs including Hollywood Beach CRA Master Plan (includes zoning recommendations and District design standards to supplement the City of Hollywood code), the Hollywood Broadwalk (over two-miles long, featuring a thirty-foot wide landmark pedestrian promenade that combines dramatic coastal views of Hollywood Beach with the nostalgic feel of a Main Street thoroughfare), the Hotel Improvement program (use of tax increment funds to induce private investment that results in quality improvements and enhancements to small lodging business), Property Improvement Program (provides funds for on-site improvements to structures and to eliminate slum and blighting influences within the Hollywood Beach and Downtown Districts).

The Hollywood Beach CRA is investing millions in public and aesthetic improvements to the beach, Broadwalk, street ends, and Hollywood Boulevard bridge. New water and sewer lines are being installed throughout the beach and Broadwalk area and trenching is currently underway to move the utility lines underground. Broadwalk improvements, scheduled to be complete in April 2007, include a complete makeover of the 2.5 mile Broadwalk. The existing concrete is being replaced with colorful pavers and a low decorative wall is being added to separate the Broadwalk from the sand. Finishing touches will include old fashioned- style lighting, benches and pocket parks with public art and water features.

MAP LU- 11 COMMUNITY REDEVELOPMENT AREAS

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City of Hollywood Comprehensive Plan

Map LU-11

Community Redevelopment Areas

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• Hollywood City Boundary
• DOWNTOWN CRA
• BEACH CRA
• Hollywood Streets

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SR 7/US 441

The City of Hollywood has signed a Joint Participation Agreement with the City of Miramar, City of West Park, Town of Davie, Seminole Nation, FDOT, SFRPC, and Broward County to address economic redevelopment issues related to the proposed widening of SR 7 to six lanes. Transit supportive land use and urban design policies have been put in to place to encourage transit–oriented development and redevelopment along the corridor. The SR 7 corridor has also been identified as a transportation corridor of regional significance.

III. COMPREHENSIVE PLAN AMENDMENT PROCEDURES

The procedure for comprehensive plan amendments is specified by Chapter 163, s. 163.3184 of the Florida Statutes and Rule 9J-11 of the Florida Administrative Code. These amendments may be either text changes or map changes and may involve changes to the City's Comprehensive Plan, the County's Comprehensive Plan, or both. A summarized step-by-step process is as follows:

City Change City Land Use Application Approx. 1 Month Planning & Zoning Advisory Board Local Planning Agency Hearing Varies City Commission (First Reading) Local Governing Agency Hearing Transmittal to Florida Dept. of Community Affairs and to Broward County (if a County change is required) Approx. 6 months City Commission (Second Reading) Local Governing Agency Hearing Adoption Approx. 1.5 months Recertification of Land Use Element by the Broward County Planning Council Approximate City time: 9 months

County Change Broward County Planning Council (Local Planning Agency) First Hearing *Time varies Approx. 1 Month Broward County Commission (Local Governing Agency) Transmittal Hearing (to DCA) Approx. 4 months Broward County Planning Council (Local Planning Agency) Second Hearing Approx. 1 month Broward County Commission (Local Governing Agency) Adoption Hearing Approximate County time: 9 months

Local Governing Agencies (LGA) can adopt comprehensive plan amendments only twice each year, usually in the Spring and Fall. The City of Hollywood coincides its adoption and DCA submittal dates with Broward County in order to minimize the review time at the State and County level.

IV. IMPLEMENTATION REGULATIONS AND PROCEDURES

The City must include, in its Land Use Element, Implementation Regulations and Procedures consistent with Section IV.D of the Broward County Land Use Plan (BCLUP). The Implementation Regulations and Procedures have been provided as follows:

Development Review Requirements

The City of Hollywood's Land Use Element is prepared pursuant to the Broward County Charter for submittal to the Broward County Planning Council. The City of Hollywood will implement the Broward County Land Use Plan by incorporating and enforcing the appropriate local regulations regarding the development of lands and waters within the jurisdiction of the City of Hollywood. Therefore, no public or private development will be permitted by the City unless it is in compliance with the certified City Land Use Plan and the Broward County Land Use Plan.

The City of Hollywood may grant an application for a development permit consistent with the Broward County Land Use Plan or certified City Land Use Plan when the City has determined that the following requirements are fulfilled via the City's Concurrency Management System:

Transportation, recreational, drainage and flood protection, potable water, solid waste, and sanitary sewer public facilities and services will be available to meet established level of service standards consistent with Chapter 163.3202(g) Florida Statutes and the concurrency management policies included with Goal 8.00.00 of the Broward County Land Use Plan.

In addition to the concurrency management requirements, the City's land development regulations require the following:

A. Local streets and roads will provide safe, adequate access between buildings within the proposed development and the trafficways identified on the Broward County Trafficways Plan prior to occupancy. B. Fire protection service will be adequate to protect people and property in the proposed development. C. Police protection service will be adequate to protect people and property in the proposed development. D. School site and school buildings will be adequate to serve the proposed development. E. Development does not include a structure, or an alteration thereof, that is subject to the notice requirements of Federal Aviation Regulations (FAR) Part 77, Subpart B, unless the Federal Aviation Administration issues, or has issued within the previous ninety days, a written acknowledgement that said structure or alteration would not constitute a hazard to air navigation and does not require increases to minimum obstruction clearance altitudes, or any other operational modifications at any existing airport or heliport or any planned or proposed airport as described in FAR Part 77.21(c)(2).

Platting Requirements

The City of Hollywood will not grant an application for a building permit for the construction of a principal building on a parcel of land unless a plat including the parcel or parcels of land has been approved by the Broward County Commission and recorded in the official records of Broward County subsequent to June 4, 1953. However, this will not apply to an application for a building permit which meets any of the following criteria:

A. Construction of one single family dwelling unit or duplex unit on a lot or parcel which was of record as such in the official records of Broward County as of March 1, 1989; or B. Construction on any multi-family or non-residential lot or parcel which is less than five acres in size and specifically delineated on a plat recorded on or before June 4, 1953.

If the parcel or parcels meet the above criteria, the issuance of a building permit shall also meet all of the following criteria:

A. Compliance with the applicable land development regulations; B. Any land within the lot or parcel which is necessary to comply with the Broward County Trafficways Plan has been conveyed to the public by deed or grant of easement.

All parcels proposed for platting must be in compliance with the City of Hollywood's Land Use Plan and the Broward County Land Use Plan in order to be approved by the Broward County Board of County Commissioners and recorded in the Official Records.

No public or private development may be permitted except in compliance with the certified City Land Use Plan.

V. ANALYSIS AND ISSUES

Vacant Land and Land Needed for the Projected Population

The city currently has a total of 160.31 acres of land which are identified as vacant by Broward County Property Appraiser. Table VII shows the total vacant land by land use category. Of the total number, 33.19 acres are classified for residential use.

TABLE VII

VACANT ACREAGE BY LAND USE

The amount of land needed for the projected population is a function of Person Per Household and the density of vacant and re-developable pieces of land. Per the 2006 County produced demographic data, the average household size in the City of Hollywood is 2.35. Table VIII shows the potential population to be housed in Hollywood based on the land use designation and vacant acreage. The analysis includes the expectation that allowable remaining residential units in the RAC will be built by 2020. The RAC designation allows 16,100 dwelling units of which approximately 4,000 units have already been built as of 2007 per the City of Hollywood Office of Planning.

A careful study of existing zoning and plans for vacant properties, combined with current and projected infill and redevelopment activity indicates that there will be enough land to accommodate the currently projected population through the year 2020.

TABLE VIII

POTENTIAL POPULATION TO BE HOUSED IN FUTURE

Population projections for 2006 puts the City of Hollywood population at 144,431. The addition of 12,151 units would accommodate a population of approximately 28,790. This would meet the housing demand for the city of Hollywood to the year 2020. The current land use scenario indicates that most of this housing demand will be met through the Regional Activity Center (RAC).

Methodology Vacant lands were determined using base data on existing uses from the Broward County Property Appraiser. The data was compared with aerial photography to ensure accuracy. City planning staff compared vacant parcels with committed developments. Parcels with committed developments were not marked as vacant.

MAP LU-11.A VACANT LAND WITH FUTURE LAND USE

⬚ figure

City of Hollywood Comprehensive Plan

Map LU - 11A Vacant Lands with Future Land Use

Legend [H] Hollywood City Boundary Hollywood Vacant Lands

Future Land Use Designations LOW RESIDENTIAL LOW MEDIUM RESIDENTIAL MEDIUM RESIDENTIAL MEDIUM HIGH RESIDENTIAL HIGH RESIDENTIAL COMMUNITY FACILITY INDUSTRIAL OFFICE GENERAL BUSINESS TRANSPORTATION UTILITIES RAC ZONE PARKS AND OPEN SPACE CONSERVATION AREA RIGHTS OF WAY TOC (NO SITE DESIGNATED) TOD (NO SITE DESIGNATED)

Printed October 2, 2007 2

0 0.5 1 Miles

Calvin, Giordano & Associates, Inc. EXCEPTIONAL SOLUTIONS

Produced and maintained by the CGA Geographic Information Systems Services

Future Land Use Categories

The Future Land Use Map (Map LU-13) is a generalization of the desired future development pattern for the City of Hollywood. As most areas of the City are already completely developed, the existing land use and zoning provide much of the basic structure for the future land use plan.

The Future Land Use Map use categories only provide general guidelines and limits. The boundaries of use categories on the Land Use Map are also general and should not be considered to be zoning boundaries. In all cases, the applicable zoning ordinances and zoning map must be consulted in order to determine specific use and development regulations for any parcel. Zoning will, however, conform to the plan.

The following table shows total acreage for each Future Land Use designation.

TABLE IX

FUTURE LAND USE DESIGNATIONS

The following is a description of each of the broad categories of land use shown on the plan map and a listing of the types of uses that may be permitted in each category.

Map LU-12 HOLLYWOOD FUTURE LAND USE

City of Hollywood Comprehensive Plan

Map LU-12

Future Land Use

Legend

• Hollywood City Boundary

Hollywood Future Land Use F.L.U. Designations

• LOW RESIDENTIAL
• LOW MEDIUM RESIDENTIAL
• MEDIUM RESIDENTIAL
• MEDIUM HIGH RESIDENTIAL
• HIGH RESIDENTIAL
• COMMUNITY FACILITY
• INDUSTRIAL
• OFFICE
• GENERAL BUSINESS
• RIGHTS OF WAY
• TRANSPORTATION
• UTILITIES
• RAC ZONE
• PARKS AND OPEN SPACE
• CONSERVATION AREA
• TOD
• TOC (NO SITE DESIGNATED)

Printed September 13, 2007

⬚ figure

2

Calvin, Giordano & Associates, Inc. EXCEPTIONAL SOLUTIONS

GIS Produced and maintained by the CGA Geographic Information Systems Services

Map LU-13 HOLLYWOOD ADJACENT GOVERNMENTAL ENTITIES AND SURROUNDING LAND USES

⬚ figure

City of Hollywood Comprehensive Plan Map LU-13

Future Land Use and Adjacent Future Land Use

Legend

Printed January 30, 2008

2

0 0.5 1 Miles

Calvin, Giordano & Associates, Inc. EXCEPTIONAL SOLUTIONS

Produced and maintained by the CGA Geographic Information Systems ESRI

Permitted Uses in Areas Designated Residential

The following uses are allowed within residential areas to the degree and extent permitted by the applicable zoning regulations.

1. Dwelling units and accessory uses and structures subject to density limitations as expressed by the Future Land Use Map, applicable ordinances, and the following sub-section, "Density."
2. Hotels, motels, and lodgings for transients including recreational vehicle parks subject to density limitations as expressed by the Future Land Use Map, applicable ordinances and the following subsection, "Density." (R.V. parks limited to areas shown at Low-Medium (10) density or higher).
3. Parking lots as specifically limited by Zoning and Land Development Regulations.
4. Parks, golf courses, and other outdoor recreational facilities, and recreational, civic, or cultural buildings ancillary to the primary outdoor recreational use of the site.
5. Community facilities designed to serve the residential area such as schools, day care centers, churches, clinics, nursing homes, rehabilitation centers, governmental administration, police and fire protection facilities, libraries and civic centers, hospitals, cemeteries.
6. Public utilities, including water and wastewater treatment plants, pumping stations, power plant substations and transmission facilities and solid waste disposal and transfer stations.
7. Streets and other transportation corridors.
8. Telecommunication facilities such as broadcasting towers, relay stations and cables.
9. Agriculture.
10. Offices, including banks and savings and loan institutions, medical offices and clinics, services and retail sales of merchandise, subject to the following limitations and provisions:

a) No contiguous area used for retail sales, services, offices, banks, clinics or mix of these uses may exceed ten acres. For the purpose of this provision, contiguous is defined as: attached; located within 500 ft.; or separated only by streets and highways, canals and rivers, or easements. b) No more than a total of 5% of the area designated for residential use within a flexibility zone on the City's Land Use Map may be used for office and/or retail sales of merchandise or services. c) Regardless of constraints in (a) and (b) above, space within residential buildings in areas designated for medium-high or high residential density may be used for service, retail, and office uses as long as no more than 50% of the floor area is used for such uses.

d) Regardless of constraints in (a) and (b) above, space within residential buildings in areas designated medium residential density may be used for offices, as long as no more than 50% of the floor area is used for offices.

11. Special Residential Facilities in the low-medium to high ranges and subject to density requirements.

A maximum of 100 "Bonus" sleeping rooms may be allocated that are permanently dedicated to the Special Residential Facility use without allocating density.

Special Residential Facilities should be defined as follows:

SPECIAL RESIDENTIAL FACILITY, CATEGORY (1) - means a housing facility which is licensed by the State of Florida for no more than eight (8) individuals who require treatment, care, rehabilitation, or education. This facility is usually referred to as a group home. This includes individuals who are elderly, dependent children, physically disabled, developmentally disabled, or individuals not overtly of harm to themselves or others. The facility provides a family living environment including supervision and care necessary to meet the physical, emotional, and social needs of the individuals. It may or may not provide education or training. There may be more than one kitchen within the housing facility. There may be more than one Special Residential Facility Category (1) development on a parcel. A Special Residential Facility Category (1) development shall count as one (1) dwelling unit each.

SPECIAL RESIDENTIAL FACILITY, CATEGORY (2) - means a housing facility which is licensed by the State of Florida for nine (9) to sixteen (16) non-elderly individuals who require treatment, care, rehabilitation, or education. This includes individuals who are dependent children, physically disabled, developmentally disabled, or individuals not overtly of harm to themselves or to others. The facility provides a family living environment including supervision and care necessary to meet the physical, emotional, and social needs of the individuals. It may or may not provide education or training. There may be more than one kitchen within the housing facility. There may be more than one Special Residential Facility Category (2) development on a parcel. A Special Residential Facility Category (2) development shall count as two (2) dwelling units each.

SPECIAL RESIDENTIAL FACILITY, CATEGORY (3) - means

a) Any housing facility licensed by the State of Florida for more than sixteen (16) non-elderly individuals who require treatment, care, rehabilitation, or education. This includes individuals who are dependent children, physically disabled, developmentally disabled, or individuals not overtly of harm to themselves or to others; or

b) Any housing facility licensed by the State of Florida for more than eight (8) unrelated elderly individuals; or c) Governmentally subsidized housing facilities entirely devoted to care of the elderly, dependent children, physically handicapped, developmentally disabled, or individuals not overtly of harm to themselves or to others; or d) Any not-for-profit housing facility for unrelated elderly individuals; or e) Any housing facility which provides a life-care environment. A life-care environment shall include, but is not limited to, creation of a life estate in the facility itself and provision of off-site or on-site medical care; or f) Special Residential Facility Category (3) development shall count as one (1) dwelling unit per every two (2) sleeping rooms regardless of the number of kitchens or baths.

Residential Density

Maximum limits on the density of residential development are set by the Future Land Use Map according to the following schedule:

There are a few areas of the City which have been given an "irregular" designation as they don't fall clearly into one of the above categories. For each of these areas the maximum dwelling units per acre allowable is indicated by the number in a circle inside the dashed line. The color used on these areas is only an approximation and is not controlling.

All references to density in the plan refer to gross density allowable. The gross acreage of any area means the total number of acres in the area, including acreage used or proposed for streets, lakes, waterways, and property to the centerline of any abutting street or road right-of-way. Credit towards density is not given for North and South Lakes nor any canals of the primary drainage system.

Any arrangement of dwelling units on a parcel of land designated for residential use is compatible with the Land Use Plan as long as the maximum number of dwelling units permitted within the parcel is not exceeded. For example, the Land Use Plan does not regulate whether a developer uses 10 acres of land designated for Low (5) Residential

density to build 50 single family homes or whether the same 10 acres are used to build a 50 unit high-rise structure, with the balance of the land maintained as permanent open space. The distribution of units will be determined by zoning and land development regulations.

Hotels, motels, and similar lodgings for transients are not subject to the same density limits as dwelling units designed for year-round occupancy. The number of tourist units permitted in any parcel indicated for residential land use is double the maximum number of dwelling units designated for that parcel. In all other cases, the maximum number of units allowed on a parcel refers to actual dwelling units, regardless of number of bedrooms or bathrooms in any one unit. Specific provisions of zoning ordinances and the City's density ordinance will further limit the amount and type of dwelling units which can actually be constructed on a parcel.

Flexibility and Reserve Units

"Flexibility units" means the difference between the number of dwelling units permitted within a flexibility zone in Broward County's Land Use Plan and the number of units permitted within a flexibility zone in Hollywood's Land Use Plan. Since the certified Hollywood Plan may be more restrictive than the Broward County Land Use Plan, extra dwelling units may be available for rearranging within flexibility zones by amending the City's Land Use Plan Element. The maximum number of dwelling units permitted in the Hollywood Land Use Plan may not (except for "reserve units") exceed the number of dwelling units permitted in the Broward County Land Use Plan.

"Reserve units" mean additional permitted dwelling units equal up to 2% of the total number of units permitted within a flexibility zone by the Broward County Land Use Plan. Allocation of reserve units will not require amendment of the City's land use plan. The number of reserve units assigned to a residential parcel on the City's land use plan may not exceed 100% of the maximum number of dwelling units indicated for the parcel by the City's land use plan map. The local land use plan, the zoning, and the applicable land development regulations shall not permit any density higher than 50 dwelling units per gross acre.

Permitted Uses in Areas Designated Office

The following uses are allowed within Office areas to the degree and extent permitted by the applicable zoning regulations.

1. Administrative, professional, research, and financial offices.
2. Laboratories.
3. Funeral homes.
4. Public and semi-public facilities, institutions, private clubs.
5. Limited retail (including restaurant), service uses, and parking lots which are accessory to the primary office uses.

6. Residential uses are permitted in the same structure as an office use, provided that the residential floor area does not exceed 50% of the total floor area of the building and provided any residential use comes from reserve or flexibility units available in that flexibility zone. No more than 20% of the office in any one flexibility zone may be converted to residential use. Areas designated for office and general business on the Future Land Use Plan may be decreased by up to 20% within a flexibility zone.
7. Special residential facilities categories 2 and 3, as described and defined in permitted use #11 in the Residential land use category, subject to Zoning and Development regulations.

Permitted Uses in Areas Designated General Business

The following uses are allowed within General Business areas to the degree and extent permitted by the applicable zoning regulations.

1. Neighborhood, community, regional and highway retail uses, including shopping centers.

2. Office and business uses.

3. Commercial uses, including wholesale, light fabricating, storage and warehouse uses, parking lots.

4. Hotels, motels and other tourist accommodations subject to the following:

   a) In that portion of the CHHA east of the Intracoastal Waterway and north of Sheridan Street (North Beach Barrier Island), hotels and motels shall not exceed 50 hotel rooms per acre. b) In that portion of the CHHA west of the Intracoastal Waterway, hotels and motels shall not exceed 50 hotel rooms per acre. c) In that portion of the CHHA east of the Intracoastal Waterway between Sheridan Street and Hollywood Boulevard (Central Beach Barrier Island), hotels and motels shall not exceed 50 hotel rooms per acre. Provided however, the City Commission may approve up to an additional 50 rooms per acre (for a maximum of 100 rooms per acre) from the “Hollywood Beach Hotel Room Pool” containing no more than 1000 rooms. d) In that portion of the CHHA east of the Intracoastal Waterway and south of Hollywood Boulevard (South Beach Barrier Island) hotels and motels shall not exceed 150 hotel rooms per acre). Provided however, the City Commission may approve up to an additional 150 rooms per acre (for a maximum of 300 rooms per acre) from the “Hollywood Beach Hotel Room Pool: containing no more than 1000 rooms.

5. Parks, recreation, open space, cemeteries, and commercial recreation uses.

6. Public and semi-public facilities, institutional uses, private clubs.

7. Utilities, transportation, communication facilities, and easements.

8. Non-residential Agricultural uses (permitted until the area is converted to an urban use).

9. Residential uses are permitted in areas designated for general business in the following specific instances:

a) Only in the same structure as a commercial use provided that the residential floor area does not exceed 50% of the total floor area of the building, and the flexibility and reserve units are available. Otherwise, amendment of the City's Land Use Element is required. b) In the Central City Business (CCB) zoning district in the downtown Hollywood Regional Activity Center Area as permitted by Broward County Plan Amendment PCT 90-2. c) In the C-1 zoning district in the Hollywood Beach area as permitted by County Plan Amendment. d) For mixed commercial/residential developments greater than 20 acres in size, mixed commercial/residential structures where the first floor of such structure is totally confined to commercial uses and free standing multi-family residential uses are permitted, provided that residential density does not exceed 40 units per gross acre and the area of the site upon which the free standing residential development and mixed commercial/residential structures are constructed do not exceed 40% of the total gross acreage of the commercially designated parcel, and the flexibility and reserve units are available.

10. Special Residential Facilities categories 2 and 3, as described and defined in permitted use #11 in the Residential land use category, subject to the Zoning and Development regulations.

No more than 20% of the General Business area in any one flexibility zone may be converted to residential use. Areas designated for General Business on the Future Land Use Plan Map may be decreased by 20% within a flexibility zone. On any of these, conversion requires an amendment of the City Land Use Plan.

Permitted Uses in the Area Designated Regional Activity Center

The Regional Activity Center land use designation encourages redevelopment or development of areas that are regionally significant. The major purposes of this designation are to facilitate multi-use and mixed-use development, encourage mass transit, reduce the need for automobile travel, provide incentives for quality development, and give definition to the urban form.

Hollywood's Downtown Regional Activity Center will:

1. Focus on the best mix of office, service, retail, entertainment, residential, community facilities, open space and transportation uses that will promote a lively, livable, and successful regional downtown area;

2. Encourage a pedestrian oriented core;

3. Promote mass transit and other forms of transportation as an alternative to the automobile that will link the downtown with I-95, the airport, the Port, Tri-Rail, Central Beach and the rest of Hollywood Blvd;

4. Encourage historic preservation;

5. Promote creative situating of buildings, transportation routes, and open space to create vistas that will pull the downtown together, link the downtown with the rest of Hollywood Boulevard, let in light, and discourage crime; and

6. Total densities and intensities of development within the Downtown Regional Activity Center shall be as follows:

   • Residential Land Uses 16,100 dwelling units (includes 1,000 units allocated from Flex Zone 87)
   • Commercial Land Uses 3,280,000 square feet
   • Office Land Uses 1,500,000 square feet
   • Community Facilities 390,000 square feet
   • Open Space/ Recreation Uses Approx. 47.44 acres

The Open Space/Recreation Uses listed above shall preserve those open space and recreation land uses existing within the RAC designated area at the time of the effective date of this amendment, including Young Circle park.

The Office and Commercial intensities listed above shall be convertible from Office to Commercial (or vice versa) based on equivalence of traffic impacts (PM peak hour) as calculated by the current edition of the ITE Traffic Generation Manual. Conversions from Office to Commercial (or vice versa) shall be implemented administratively by the City, and shall be reported at least annually to the Broward County Planning Council as part of the City's RAC monitoring obligation. The total number of PM peak hour trips generated (as calculated by the current edition of the ITE Traffic Generation Manual) by the Office and Commercial intensities within the RAC area shall not exceed 8,026 PM peak hour trips.

In order to begin implementation of the requirements of paragraph 7(B) below, the City shall take those steps which may be necessary to permit the assignment of the 1,000 units allocated from Flexibility Zone 87 to the portion of the RAC area located outside the boundaries of the Downtown Community Redevelopment area existing as of the effective date of this amendment.

7. In its implementation of development and redevelopment within the RAC area, the City shall:

A) Direct development and redevelopment proposals, as appropriate, to areas adjacent to major transportation corridors within the RAC area: Hollywood Boulevard, US 1 and Dixie Highway; and

B) Direct development and redevelopment, as appropriate, to areas outside the boundaries of the City's Downtown Community Redevelopment Area (CRA) existing as of the effective date of this amendment. The intent of this provision is to permit an aggregate minimum total of 9,100 dwelling units to be developed outside the boundaries of the CRA -- representing; an approximate 2,000 dwelling units increase above existing built intensity outside of the CRA; and

(C) Within one year of the effective date of this amendment, the City shall adopt land development regulations which shall protect existing residential areas. These land development regulations will require City Commission approval of any development plans or rezoning proposals on lands zoned for residential use as of the effective date of this amendment located inside the RAC area which seek either:

(i) to increase residential density to a level greater than permitted under the applicable property's zoned residential density as of the effective date of this amendment); or

(ii) to introduce a non-residential use onto lands residentially zoned as of the effective date of amendment.

The purpose and intent of these land development regulations shall be to protect established residential neighborhoods within and adjacent to the RAC area. while allowing appropriate redevelopment to take place.

(D) Continue to implement the City's historical preservation regulations to allow for protection of the City's historical/architectural resources pursuant to City regulations; and

(E) Administratively provide for the monitoring of development and redevelopment within the RAC area.

8. Development within the RAC designated area shall conform to those portions of the City's City-Wide Master Plan, as adopted into this Comprehensive Plan. The City shall complete the studies which are intended to yield further design guidelines for the Hollywood Boulevard, US 1 and Dixie Highway corridors within the RAC designated area. Within one year of the effective date of this amendment, the City shall implement the design studies recommendations, as appropriate, through amendments to land development regulations.

Permitted Uses in the Area Designated Employment Center

Employment Center areas are designated in the Future Land Use Map, to encourage non-residential development, compatible with residential and other less intensive land uses, and which would support the tourist-oriented segment of the local economy as areas of high technology and service-based activities.

Uses permitted in areas designated employment center are as follows:

1. Principal Uses: a. light manufacturing b. office uses c. research and assembly d. hotels, motels and similar services e. restaurants and personal services f. community facilities g. communication facilities h. non-residential agricultural uses
2. Accessory Uses (Limited to less than fifty percent (50%) of the site): a. transportation and utilities b. storage c. retail within buildings devoted to principal uses d. recreation and open space uses
3. Commercial and retail business uses may also be permitted as long as the total area of these uses does not consume more than 20 percent of the employment center land designated on the Future Broward County Land Use Plan Map (Series) within a flexibility zone, and as long as the location of these uses does not preclude or adversely affect the future use of surrounding areas for employment center use.

Permitted Uses in Areas Designated Industrial

The following uses are allowed within Industrial areas to the degree and extent permitted by the applicable zoning regulations.

1. Industrial uses.
2. Heavy commercial uses, including wholesaling.
3. Office.
4. Educational, medical, scientific and industrial research facilities, and laboratories.
5. Utilities, transportation and communication facilities and easements.
6. Open space and recreation, commercial recreation, cemeteries, community facilities, as long as the location of these uses does not preclude or adversely affect the future use of surrounding areas for industry.
7. Non-residential agricultural uses permitted until the area is converted to an urban use.

8. The following additional uses are permitted as long as the total area of these uses does not consume more than twenty percent of the industrial land on the City's Future Land Use Plan within a flexibility zone and as long as the location of these uses does not preclude or adversely affect the future use of the surrounding areas for industry:

a) Office, service and retail business uses. b) Hotel, motel and other tourist accommodations.

9. Ancillary business or office uses within buildings devoted primarily to industrial uses.

Permitted Uses in Areas Designated Utilities

The following uses are allowed within Utilities areas to the degree and extent permitted by the applicable zoning regulations.

1. Water and wastewater treatment plants, pumping stations, electrical power plants and substations, solid waste disposal and transfer sites and their customary accessory uses.
2. The following uses as long as their location does not preclude or adversely affect the future use of the surrounding areas for intended utility facilities:

a) Recreation and open space uses. b) Communication facilities. c) Non-residential agricultural uses.

Permitted Uses in Areas Designated Electrical Generating Facilities

Electrical Generation Facilities Uses are designated to ensure the availability of land for electrical power plants and associated ancillary uses is adequate to meet the current and future needs of City of Hollywood’s population. Uses permitted in the areas designated Electrical Generation Facilities are as follows:

1. Electrical power plants - means an electrical generating facility where electricity is produced for the purpose of supplying twenty-five mega watts (MW) or more to utility power systems.

2. Other uses determined to be ancillary to the primary uses described in (1).

The following uses may also be permitted in the areas designated electrical generation facility as long as the location of the uses do not preclude or adversely affect the future use of the surrounding areas for electrical generation facilities:

Permitted Uses in Areas Designated Transportation

The following uses are allowed within areas designated for the Transportation Land Use to the degree and extent permitted by applicable zoning regulations.

1. Airports - airports and related facilities designed primarily to serve the needs of airport users and employees, airport and aircraft operation and maintenance facilities, cargo distribution terminals and transit warehousing.
2. Railroad Facilities - railroads and supporting facilities.
3. Port Everglades - shipping and warehousing, and any other uses which may be permitted by the Port Authority other than residential uses.
4. Trafficway Rights-of-way - collector and arterial streets, highways, freeways and expressways and supporting facilities except for required parking. No principal building, nor any land use which substantially impedes the future construction of a highway are permitted.

Permitted Uses in Areas Designated Community Facilities

The following uses are allowed within Community Facilities areas to the degree and extent permitted by the applicable zoning regulations.

1. Community facilities such as schools and other educational uses, hospitals, governmental administration, police and fire stations, parking lots, libraries, nursing homes, cemeteries, jails, prisons, courts, civic centers and other public buildings and grounds, places of worship, and non-profit charitable organizations.
2. Open Space and Recreation facilities.
3. Special residential facilities categories 2 and 3, as described and defined in permitted use #11 in the Residential land use category, subject to zoning and development regulations.

Permitted Uses in Areas Designated Open Space and Recreation

The following uses are allowed within Open Space and Recreation areas to the degree and extent permitted by the applicable zoning regulations.

1. Active and passive outdoor recreation.
2. Recreational, educational, civic or cultural buildings which are ancillary or accessory to the primary recreational use.
3. Golf courses, (which are intended to remain as permanent open space).
4. Water oriented activities; such as boat docks and boat ramps.
5. Camping ground and facilities.
6. Outdoor cultural, educational and civic structures and uses.
7. Concessions only when accessory to above uses.
8. Any uses allowed in Conservation.
9. Civic and cultural buildings may be permitted if they are ancillary to the primary recreation use of the site.
10. Community facilities and utility uses, up to five acres, provided that the: a. Community facility and/or utility uses are publicly owned and intended to serve a public purpose to promote health, safety and welfare;

For a detailed discussion of the rules regarding Open Space and Recreation, see the "Open Space and Recreation" element.

Permitted Uses in Areas Designated Conservation

Allowed uses in Conservation are:

1. Passive outdoor recreational uses such as wildlife sanctuaries and feeding stations, nature centers and trails, outdoor research stations and walkways, and Greenways as generally defined by the Florida Greenways Commission Report to the Governor, 1994, and/or the Broward Urban River Trails Organization (“BURT”).

2. Uses which do not impair the natural environment or disturb the natural ecosystem of the area and which are not in conflict with any applicable contractual agreement or management policies of the federal, state, regional, county, municipal, or non-profit agency which manages the natural reservation.

COMMERCIAL RECREATION USE

Commercial Recreation areas are designated on the Future Broward County Land Use Plan Map (Series) to accommodate major public and private commercial recreation facilities which offer recreational opportunities to the residents and tourists of Broward County. Although some of these facilities operate as an adjunct to or an integral part of other types of development, most of these facilities were conceived as profit-making enterprises. Commercial recreation ventures in Broward County can be divided into two categories; golf courses and commercial recreation associated with structures and/or indoor facilities.

The permitted uses in areas designated commercial recreation are as follows, as deemed appropriate by the local jurisdiction:

1. Active and passive recreation uses, such as nature centers and trails, picnic areas, playgrounds and athletic fields.

2. Hotels, motels and similar lodging ancillary to the primary commercial recreation use.

3. Outdoor and indoor recreation facilities, such as active recreation complexes, marinas, stadiums, jai-alai frontons, bowling alleys, golf courses, and dog and horse racing facilities.

4. Recreational vehicle sites at a maximum density of ten (10) sites per gross acre if permanent location of recreational vehicles on the site is permitted by the local land development regulations, or twenty (20) sites per gross acre if such location is prohibited by the local land development regulations; subject to the allocation by the local government of available flexibility or redevelopment units.

5. Accessory facilities, including outdoor and indoor recreation facilities, that are determined by the local government to be an integral part of and supportive to the primary recreation facility (excluding residential uses).

Amended September 17, 2025, by Ordinance # O-2025-11

City of Hollywood Comprehensive Plan [Diamond Icon] Land Use Element Page LU-61 January 2008

Transit Oriented Development

Encourage mixed use development in areas served by regional transit stations, such as Tri-Rail stations, major transit hubs, and neighborhood and regional transit stations, through the establishment of a Transit Oriented Development (TOD) land use category within the City of Hollywood Future land Use Element. In order for an area to qualify as a Transit Oriented Development, the following criteria must be met:

Land Use Criteria Residential use is required as a principal component within a Transit Oriented Development. Maximum residential density must be specified for each Transit Oriented Development (TOD), or may vary in the Transit Oriented Development, and must be described in the permitted uses section of the City of Hollywood Future Land Use Element. Residential densities must be specified as both units per gross acre in geographically designated areas and maximum number of permitted units within the designated TOD. When the density of the Transit Oriented Development is specified as units per gross acre the percentage distribution among the mix of uses must also be identified.

At least two non-residential uses must be included in the designated area as a principal use: e.g. retail, office, restaurants, personal services, hotel motel, light industrial (including "live work" buildings), research business, civic, and institutional.

Additional or expanded stand alone automobile oriented uses such as: large surface parking lots, gas stations auto repair car washes; auto dealers; self equipment storage; "big box" warehouse; single-family detached dwelling units; and drive-through facilities are discouraged unless designed in a manner to encourage pedestrian and transit usage.

Minimum and maximum FAR (Floor Area Ratio) for non-residential uses within a TOD must be specified, in the permitted uses section of this Plan and the Broward County Land Use Plan. Minimum non-residential FAR's (Gross) of 2 are encouraged. Non residential intensities may carry within the development and may be specified either as a maximum FAR in geographically designated areas and/or as

an overall maximum square footage by use [i.e. pool of square footage by perimeter use (retail, office etc.)].

Design Guidelines Principles Shall include design features promoting and enhancing pedestrian mobility, including connectivity to regional transit stations, based on the following characteristics:

a. Integrated transit stops with shelter or station (within the TOD area). b. Public plazas, urban open space or green space pocket park uses accessible to the public must be provided as an integrated component within a Transit Oriented Development. c. Wide (5 feet shall be the minimum and should be consistent with ADA requirements) pedestrian and bicycle paths minimizing conflicts with motorized traffic and are adequately landscaped, shaded and provide opportunities for shelter from the elements. d. Buildings should front the street (zero or minimal setbacks are encouraged). e. Vehicle parking strategies encouraging and supporting transit usage (such as parking that does not front the street, shared parking, parking structures, and/or reduced parking ratios). f. Streets (internal and adjacent to the TOD) should be designed to discourage isolation and provide connectivity (such as streets in the grid pattern). g. Proposed Transit Oriented Developments shall include internal pedestrian and transit amenities to serve the residents and employees within the area designated as a Transit Oriented Development (such as seating on benches or planter ledges, shade, light fixtures, trash receptacles, information kiosks, bicycle parking) or other amenities incorporated into adjacent publicly accessible areas and plaza (such as clocks, fountains, sculpture, drinking fountains, banners, flags and food and refreshment vendor areas.)

Review Process Considerations The transportation impact analysis for a proposed Transit Oriented Development designation shall consider the modal shift provided through the provision of transit and the transit-oriented design. A proposed Transit Oriented Development shall demonstrate consistency with the goals, objective and policies and other requirements of the City of Hollywood Comprehensive Plan.

Permitted Uses in Areas Designated Transit Oriented Development The following uses are allowed within Transit Oriented Development (TOD) areas to the degree and extent permitted by the applicable zoning regulations.

1. Residential use; (single family detached dwelling units permitted only if it encourages pedestrian and transit use.)
2. Public plazas, urban open space or green space pocket park uses accessible to the public.

3. Retail, office, restaurants and personal services, hotel motel, light industrial (including "live work" buildings), research business, civic, institutional and transit related facilities.

The TOD Land Use designation encourages redevelopment or development of significant areas served by regional transit stations. The major purposes of this designation are to facilitate multi-use and mixed-use development, encourage mass transit, reduce the need for automobile travel, provide incentives for quality development, and give definition to the urban form. Hollywood's Transit Oriented Development will:

• Focus on the best mix of office, service, retail, entertainment, residential, community facilities, open space and transportation uses promoting a lively, livable, and successful Transit Oriented Development area;
• Encourage a pedestrian oriented core;
• Promote mass transit and other forms of transportation as an alternative to the automobile that will link the downtown with 1-95, the airport, the Port, Tri- Rail, Hollywood Beach with the rest of the City; and
• Promote creative situating of buildings, transportation routes, and open space to create vistas linking the developments together.

Transit Oriented Corridor

Facilitate mixed use development with access to transit stations or stops along existing and planned high performance transit service corridors (such as bus rapid transit or rapid bus) designated in the Broward County Comprehensive Plan Transportation Element, the Broward County Transit Master Plan and Broward County Metropolitan Planning Organization's (MPO) Long Range Transportation Plan, Broward County Transit Development Plan, or local adopted financially feasible transportation or transit plan, through the establishment of a Transit Oriented Corridor (TOC) land use category within the Broward County Land Use Plan. State Road 7, which is an existing transit corridor designated for high performance transit service such as bus rapid transit, or rapid bus by the above referenced plans, is appropriate for this designation. The Transit Oriented Corridor category may also be applicable along other existing and planned high performance transit corridors designed in the Broward County Comprehensive Plan Transportation Element, the Broward County Transit Master Plan and Broward County MPO's Long Range Transportation Plan, Broward County Transit Development Plan, or local adopted financially feasible transportation or transit plan.

Land Use Criteria

Specific geographic land areas must be designated as a Transit Oriented Corridor. This designation may only be applied to areas within approximately 1/4 mile on either side of the mainline transit corridor. The area may extend beyond 1/4 mile around all major intersections, activity nodes and in locations served by existing or funded community shuttle service.

Residential use is required as a principal component within a Transit Oriented Corridor. Maximum residential density must be specified, may vary along the corridor, and must be described in the permitted uses section of the City of Hollywood Land Use Element and Broward County Land Use Plan. Residential densities must be specified as both units per gross acre in geographically designated areas and maximum number of permitted units (e.g. pool of units in the "Regional Activity Center" (RAC) designation). When the density of the area is specified as units per gross acre the percentage distribution among the mix of uses must also be identified.

At least two non-residential uses must be included in the designated area as a principal use: e.g. retail, office, restaurants and personal services, hotel motel, light industrial (including "live work" buildings), research business, civic and institutional.

Minimum and maximum FAR (Floor Area Ratio) or other measurements of intensity for non-residential uses within a TOC must be specified, in the permitted uses section of this Plan and the Broward County Land Use Plan. Minimum non- residential FAR’s (gross) of 2 are encouraged. Non-residential intensities may vary within the development and may be specified either as a maximum FAR in geographically designated areas and/or as an overall maximum square footage by use [e.g. pool of square footage by permitted use (retail, office etc.)].

Additional or expanded stand alone automobile oriented uses such as: large surface parking lots, gas stations auto repair car washes; auto dealers; self equipment storage; "big box" warehouse; single-family detached dwelling units; carwashes; and drive through facilities are discouraged unless designed in a manner to encourage pedestrian and transit usage.

Design Guidelines Principles

Proposed Transit Oriented Corridors shall adequately address the transition to adjacent residential development and promote connectivity to transit stations and stops. Public plazas, urban open space or green space pocket park uses accessible to the public must be provided as an integrated component within a Transit Oriented Corridor. Proposed Transit Oriented Corridors shall include design features promoting and enhancing pedestrian mobility, including connectivity to transit stops and stations, based on the following characteristics:

a. Integrated transit stops with shelter or station (within the TOC area). b. Wide (5 feet shall be the minimum consistent with ADA requirements) pedestrian and bicycle paths that minimize conflicts with motorized traffic and are adequately landscaped, shaded and provide opportunities for shelter from the elements. c. Buildings should front the street (zero or minimal setbacks are encouraged). d. Vehicle parking strategies encouraging and supporting transit usage (such as parking that does not front the street, shared parking, parking structures, and/or reduced parking ratios).

e. Streets (internal and adjacent to the TOC) should be designed to discourage isolation and provide connectivity (such as streets in the grid pattern). f. Proposed Transit Oriented Corridors must include internal pedestrian and transit amenities to serve the residents and employees within the area designated as a Transit Oriented Corridor (such as seating on benches or planter ledges, shade, light fixtures, trash receptacles, information kiosks, bicycle parking) or other amenities incorporated into adjacent publicly accessible areas and plaza (such as clocks, fountains, sculpture, drinking fountains, banners, flags and food and refreshment vendor areas.)

The intent of the required Design Guidelines Principles is to provide guidelines for implementation of the TOC land use category. Developments are encouraged to use some or all of the above design strategies, which accomplish the goals of using design elements to enhance pedestrian and transit mobility. County review of applications seeking TOC land use category designations will only determine whether the City of Hollywood has adopted, through plan policies, a cohesive set of implementation strategies to accomplish the design strategies sought, and will not seek to require a specific design approach or a fixed set of design approaches as a requirement for County approval of the land use designation sought.

Review Process Considerations The transportation impact analysis for a proposed Transit Oriented Corridor designation shall consider the modal shift provided through the provision of transit and the transit oriented design. A proposed Transit Oriented Corridor shall demonstrate consistency with the goals, objective and policies and other requirements of the City of Hollywood Comprehensive Plan.

Permitted Uses in Areas Designated Transit Oriented Corridor The following uses are allowed within Transit Oriented Corridor (TOC) areas to the degree and extent permitted by the applicable zoning regulations.

1. Residential use; (single family detached dwelling units permitted only if it encourages pedestrian and transit use.)
2. Public plazas, urban open space or green space/pocket park uses accessible to the public.
3. Retail, office, restaurants and personal services, hotel/motel, light industrial (including "live work" buildings), research business, civic, institutional and transit related facilities.

The TOC Land Use designation encourages redevelopment or development of significant areas. The major purposes of this designation are to facilitate multi-use and mixed-use development, encourage mass transit, reduce the need for automobile travel, provide incentives for quality development, and give definition to the urban form. Hollywood's Transit Oriented Corridors will:

• Focus on the best mix of office, service, retail, entertainment, residential, community facilities, open space and transportation uses promoting a lively, livable, and successful transit oriented corridor area;
• Encourage a pedestrian oriented core;
• Promote mass transit and other forms of transportation as an alternative to the automobile that will link the downtown with 1-95, the airport, the Port, Tri- Rail, Hollywood Beach with the rest of the City; and
• Promote creative situating of buildings, transportation routes, and open space to create vistas linking the corridors together.

Intensity Standards for Non-residential Land Uses

Per Section 163.3177(6)(a) of Florida Statutes, local governments are required to define in their comprehensive plan standards for the intensity of use of nonresidential land uses.

The City of Hollywood has relied on its zoning and land development regulations to control intensity of nonresidential uses, through limitations on height, lot coverage, number of permitted square feet, landscape and parking requirements. The Florida Department of Community Affairs (DCA) requires local governments to include intensity standards for nonresidential uses in the future land use element.

With the exception of land designated Regional Activity Center (RAC) all non residential uses must provide intensity standards. Lands with the RAC designation are not required to provide intensity standards because under the Broward County Land Use Plan lands with the land use designation have intensity standards given in terms of maximum square footage.

As Broward County had already set a precedent in allowing “flexibility” of allocating residential densities, as long as the overall density of a flex zone was not exceeded, the logical extension for the City of Hollywood is to apply intensity standards to City sub -areas instead of parcels. The logical sub-areas are as determined in the City-Wide Master Plan. (See details map LU-1). This system envisions the evaluation of each proposed land use amendment to determine whether approving the proposed amendment would cause the overall average of the FAR for the particular nonresidential land use or uses for that sub area to be exceeded. If not, the amendment could be deemed compatible from the perspective of intensity. The maximum FAR for nonresidential land uses in each sub area, with certain exceptions explained below, is provided in the following table.

VI. GOALS, OBJECTIVES, AND POLICIES

GOAL:

Promote a distribution of land uses that will enhance and improve the residential, business, resort, and natural communities while allowing land owners to maximize the use of their property.

OBJECTIVE 1:

Coordinate future land uses with available public facilities, soil conditions, topography, natural resources, and endangered species.

Policy 1.1: Obtain a developer agreement to sewer the developable portion of West Lake before allowing construction.

Policy 1.2: Adopt recommendations for easing the parking and circulation problems along Central Beach before permitting expansions of business or residences as per the Beach Redevelopment Plan.

Policy 1.3: Maintain the City Code or Zoning and Development regulations to require that all new and existing unsewered development, where practical and financially feasible, including new residential units, be connected to the sewer system.

Policy 1.4: Maintain the Zoning and Development Regulations to coordinate future development, soil conditions as defined by the U.S. Soil Conservation Service consistent with the criteria and mapping of the Federal Emergency Management Administration, topography, natural resources, environmentally sensitive lands, endangered species, and water wellfields.

Policy 1.5: The City of Hollywood will maintain its Zoning and Development Regulations to ensure that land use categories subdivision regulations, signage regulations and flood ordinances are consistent with the Land Use Element and all other elements of the Hollywood Comprehensive Plan.

Policy 1.6: Maintain the concurrency management system to ensure that facilities and services are provided and maintained according to the adopted level of service standards, concurrent with the impacts of development and is consistent with the adopted Capital Improvements Element.

Policy 1.7 Essential community facilities (schools, hospitals, city buildings) will be exempt from intensity standards.

Policy 1.8 New development shall comply with the intensities outlined in the Comprehensive Plan. The maximum Floor Area Ratio for non-residential land uses in each sub area (as determined in the City-Wide Master Plan are as follows:

OBJECTIVE 1.1 The City shall work with and assist the Broward County Office of Urban Planning and Redevelopment and the Broward County Metropolitan Planning Organization toward increasing transit usage.

Policy 1.1 The City shall work with and assist the Broward County Office of Urban Planning and Redevelopment, Broward County Metropolitan Planning Organization, and the Florida Department of Transportation to implement strategies to increase transit ridership and alleviate travel demand on the FIHS. Among the strategies the City of Hollywood will support are:

• Reduction in bus headway time during peak hours in congested corridors.
• Provision of community and/or neighborhood bus service alternatives to provide linkage to Broward County Mass Transit and Tri-Rail Facilities.
• Provision for transit oriented design improvements (i.e. Bus turn out lanes) along congested corridors.
• Improved pedestrian access to transit facilities by incorporating walkways/sidewalks along congested corridors and in all phases of road planning, design, and construction.
• Participation with Tri-Rail, FDOT, and Broward County in the development of a multi-modal transportation facility at the

Hollywood Boulevard Tri-Rail Station, said facility to include parking, commuter rail, commuter bus, intercity bus, bicycle, pedestrian, and mixed use development.

OBJECTIVE 2:

Promote historic and natural resource preservation.

Policy 2.1: Cooperate with the Hollywood and Broward County Historical Societies to maintain and update the list of registered historical properties, their condition, and available assistance

Policy 2.2: The City will continue to work to preserve some or all of the habitat north of John Williams Park through purchase or developer agreement/deed restriction.

Policy 2.3: Investigate the possibility of adopting a City water protection ordinance that would require uses that generate hazardous waste to locate at an established minimum distance from all surface water.

Policy 2.4: Amend the zoning ordinance in multiple family, commercial, office, and industrial zones to require setbacks to water (along with the existing required setbacks next to streets and alleys), include the addition of berms or landscaping in the setbacks.

Policy 2.5: The location of Dredge Spoil Sites shall continue to be identified in the Port Everglades Master Plan which is incorporated by reference in the Coastal Element.

Policy 2.6: To the extent possible, preserve and maintain historically significant structures located within the City. (City Wide Master Plan (CWMP) Policy CW.5)

Policy 2.7: Continue to update the inventory of historical structures on Hollywood Beach. (CWMP Policy 4.15)

OBJECTIVE 3:

Prohibit any increase in the number of permanent residential dwelling units on the Coastal High Hazard Area above that permitted by the adopted Comprehensive Plan (1998). Coordinate coastal area population densities with the appropriate hurricane evacuation plans.

Policy 3.1: Continue to encourage commercial and seasonal uses along Central Beach and prohibit any increase in the number of permanent residential dwelling units above that permitted by the adopted Comprehensive Plan (1998) through the implementation of the Hollywood Beach

Redevelopment Plan, directed at safer and more efficient use of the scarce beach resources and by revising the Planning and Zoning regulations as needed pursuant to the recommendations of that plan.

Policy 3.2: Prohibit the following uses in the Coastal High Hazard Area: additional or new special residential facilities, nursing homes, hospitals or any other facility that houses persons with special needs that will require extra time to evacuate.

Policy 3.3: Prohibit additional special residential facilities, nursing homes, hospitals or any other facility that house persons with special needs that will take extra time to evacuate.

Policy 3.4: In the event a catastrophic storm destroys a structure beyond 50% of its replacement cost depreciated and/or 50% of its market value, then that structure must conform to the South Florida Building Code standards and the Department of Natural Resources regulations contained therein on the Coastal Building Zone.

Policy 3.5: Review the Zoning and Development Regulations and revise them as necessary using the Beach Redevelopment Plan as a guide to coordinate coastal area population densities with the appropriate hurricane evacuation plans.

Objective 3.1:

Assist, coordinate, and monitor Florida Department of Transportation Plans for the proposed US441/SR7 widening project and, when feasible, implement City Capital Improvement Projects and/or other City efforts necessary to supplement and enhance economic development, land use changes, and infrastructure service improvements in tandem with phased roadway widening improvements.

Policy 3.1.1: Continue to prioritize US 441/SR 7 Corridor for redevelopment opportunities and work with the Florida Department of Transportation and other applicable agencies on design of the highway, and create innovative zoning to implement future plans. (CWMP Policy 1.1).

Policy 3.1.2: Maintain and update the zoning Overlay District for the US 441/SR 7 Corridor. (CWMP Policy 1.2).

Policy 3.1.3: The US 441/SR 7 Corridor Overlay District shall continue to be divided into geographic areas and specific characteristics as follows:

• North Moderate Hybrid Commercial – Intense commercial highway uses.
• Resort/Commercial – Lands Adjacent to Seminole Lands Development and/or redevelopment of lands adjacent to Seminole lands for tourist/resort activities.

• Low Hybrid Commercial - Core Smaller businesses that deal with local neighborhoods.
• Core Commercial Area – Large corporate businesses from car dealerships to big box retail, with emphasis on new mixed use development.
• South Low Hybrid Commercial Area - Smaller businesses that deal with local neighborhoods.

Policy 3.1.4: Promote land assembly along the US 441/SR 7 Corridor to create larger development parcels for economic sustainability to offset the physical and economic loss from Florida Department of Transportation right-of-way acquisition. (CWMP Policies 1.4 and 1.39)

Policy 3.1.5: Provide increased buffering between businesses along the US 441/SR 7 Corridor and adjacent residential areas. (CWMP Policy 1.5)

Policy 3.1.6: Create development nodes at major intersections where opportunity exists for larger parcels to be assembled for redevelopment. (CWMP Policy 1.6)

Policy 3.1.7: Encourage the development of the larger parcels in the SR7 corridor as mixed-use projects. Amend the zoning code to facilitate such mixed-use development. (CWMP Policy 1.7)

Policy 3.1.8: Comprehensively examine land uses/zoning and parcel redevelopment potential for properties surrounding the Seminole Lands. (CWMP Policy 1.8)

Policy 3.1.9: Prepare and maintain the US 441/SR 7 Corridor Design Guidelines that, at minimum, would address the following components:

• Design standards regarding sign regulations, façade treatment and adequate buffers.
• Land use and zoning alternatives.
• Coordination with business owners along the US 441/SR 7 Corridor to receive their input regarding the corridor.
• A market study to determine the success of economic development strategies along the US 441/SR 7 Corridor.
• A fiscal impact study that examines the implications of Florida Department of Transportation plans along the US 441/SR 7 Corridor and on the City’s tax base.
• Coordination with adjacent government plans and studies. (CWMP Policy 1.12)

Policy 3.1.10: Maintain strong administrative policies and standards regarding non-conforming land uses and variances that would have an adverse effect on the future design and economic growth of the US 441/SR 7 Corridor. Policy 3.1.11: Through improved communication and periodic meetings, improve intergovernmental coordination and cooperation among the

Seminole Tribal Council, Metropolitan Planning Organization, SFRPC, US 441/SR 7 Collaborative, Broward County, State and City regarding the Seminole Lands projects. (CWMP Policy 1.14)

Objective 3.2:

Assist, coordinate and monitor adjacent municipalities’ land development efforts along major thoroughfare corridors and, when feasible, implement plans, Capital Improvement Projects and other programs to supplement and enhance economic development, land use changes, streetscape design, and infrastructure service improvements along these corridors.

Policy 3.2.1: When feasible, provide landscape/pedestrian improvements in the Washington Park area on Plunkett Street to spur redevelopment and to buffer industrial and residential areas. (CWMP Policy 1.10)

Policy 3.2.2: Establish incentives for property owners to improve perimeter landscaping in the industrial area. (CWMP Policy 1.11)

Policy 3.2.3: Continue to implement Joseph Young’s vision for Hollywood Boulevard as a “grand landscaped gateway” to the Beach. (CWMP Policy 2.1)

Policy 3.2.4: Improve the roadway landscape with incorporation of concepts such as pedestrian/greenway features on Hollywood Boulevard from the Intracoastal Waterway to 17th Avenue. (CWMP Policy 2.2)

Policy 3.2.5: In conjunction with Florida Department of Transportation improvement plans for the corridor, create an overlay district to promote uses and standards that reflect the changed character of US 1 from a primary north/south corridor to a more localized neighborhood traffic way. (CWMP Policy 2.4, 2.5)

Policy 3.2.6: Inventory and prioritize redevelopment parcels along US 1 and target parcels that provide potential for immediate success. (CWMP Policy 2.6)

Policy 3.2.7: Utilizing traffic calming techniques and other appropriate measures, limit access to side streets east and west of US 1 where traffic studies indicate a positive effect would result. (CWMP Policy 2.7)

Policy 3.2.8: Create a zoning overlay district along the Dixie Highway corridor to promote economic redevelopment, attract new commercial and light industrial/service uses to the Dixie Highway corridor that provide adequate buffering to residential neighborhoods, and include a master landscape/streetscape plan as a component of the overlay district. (CWMP Policy 3.2, 3.3, and 3.5)

Policy 3.2.9: Encourage combining lots into larger parcels along the proposed Federal Highway overlay district. (CWMP Policy 3.4)

Policy 3.2.10: Develop building and streetscape design criteria, with the input of professionals and community leaders, to promote quality design for the different sectors of Hollywood Beach, provided such development is compatible with existing FLUM categories. (CWMP Policy 4.10)

Policy 3.2.11: Upgrade commercial development along Stirling Road and Sheridan Street by revising zoning regulations to accommodate mixed-use developments, which are consistent with the Land Use Plan. (CWMP Policy 6.1)

Policy 3.2.12: Enhance the Hollywood Boulevard corridor with Presidential Circle as the focal point. (CWMP Policy 6.3)

Policy 3.2.13: Create a greenway effect along Hollywood Boulevard, orienting development towards the pedestrian environment. (CWMP Policy 6.5)

Policy 3.2.14: Comprehensively analyze zoning and land use patterns on the south side of Johnson Street at I-95 to determine appropriateness of existing uses and resolve land use incompatibilities. (CWMP Policy 6.6)

Policy 3.2.15: Prepare design plans along Johnson Street to enhance the streetscape with emphasis on the pedestrian environment. (CWMP Policy 6.7)

Policy 3.2.16: Identify parcels on Stirling Road with inappropriate land uses or are inappropriately sized or shaped and provide incentives for improvement or relocation of the uses. (CWMP Policy 7.2)

Policy 3.2.17: Oppose any de-annexation of lands from the City of Hollywood. (CWMP Policy 7.4)

Policy 3.2.18: Define options and develop recommendations for redevelopment, non- conformity, etc. along major transportation corridors, i.e.: Dixie Highway, US 1, Stirling Road, Griffin Road, Pembroke Road, US 441/SR 7 and Hollywood Boulevard. (CWMP Policy CW.6)

Policy 3.2.19: Revise zoning code to incorporate new overlay district recommendations as outlined in the City-Wide Master Plan. (CWMP Policy CW.11)

OBJECTIVE 4:

Promote improved architectural and streetscape design standards, code enforcement, economic development, neighborhood planning, and public information dissemination to maintain and enhance neighborhoods, businesses, and tourist areas.

Policy 4.1: Change the land use along Pembroke Rd. between I-95 and the Seaboard Coastline Railroad tracks from General Business to Industrial.

Policy 4.2: Change the land use just west of I-95 and south of Taft Street from Industrial to General Business.

Policy 4.3: Change the office and General Business categories on the block between Presidential Circle and Venture Corporate Center to Community Facilities and Office, respectively.

Policy 4.4: Change land uses at southern end of West Lake Park as follows: from Utilities to Open Space and Recreation and from Open Space and Recreation to Low Residential (0-5 dwelling units per acre).

Policy 4.5: Maintain the City of Hollywood Zoning Map and Zoning and Development Regulations that provide for compatibility of adjacent land uses by rezoning or strengthening buffering requirements between land uses.

Policy 4.6: Maintain the Zoning and Development Regulations that improve requirements for drainage and stormwater management consistent with the criteria of the South Florida Water Management District, on site open space, and on site traffic flow.

Policy 4.7: Evaluate nonconforming and grandfathered properties through proper procedures such as to include, but not be limited to: future land use map amendments and official zoning map amendments. (CWMP Policy CW.8)

Policy 4.8: Ensure that future neighborhood plans are consistent with the City- Wide Master Plan in addition to the City’s Comprehensive Plan. (CWMP Policy CW.13)

Policy 4.9: Place a priority on protecting, preserving and enhancing residential neighborhoods while incorporating the unique characteristics of redevelopment areas. (CWMP Policy CW.15 and CW.19)

Policy 4.10: Improve visual qualities when undertaking new construction and building rehabilitation and place utility lines underground, when feasible. (CWMP Policy CW.16)

Policy 4.11: Review zoning district standards as they relate to buffering and uses between single-family residential and more intense uses along the traffic way corridors, to create adequate separations and to allow a deepening, where possible, of the commercial or industrial zone. (CWMP Policy CW.20)

Policy 4.12: Where inadequacies exist, revise land development regulations to provide increased buffers between single-family areas and commercial uses. (CWMP Policy 2.21)

Policy 4.13: Encourage mixed-use overlay districts, expanding uses and increasing

heights, as well as, more intense office, commercial and mixed-use. (CWMP Policy 3.9)

Policy 4.14: Create a pedestrian oriented corridor along Hollywood Boulevard as part of the zoning overlay regulations. (CWMP Policy 3.10)

Policy 4.15: As part of the future overlay district, create development standards to protect residential areas surrounding Hollywood Boulevard. (CWMP Policy 3.11)

Policy 4.16: Protect property values and insure the health, safety and welfare of Hollywood residents in conjunction with any expansion plans for the Fort Lauderdale/Hollywood International Airport. (CWMP Policy 5.4)

OBJECTIVE 5:

Encourage appropriate infill redevelopment in blighted areas throughout the City and economic development in blighted business and tourist areas by promoting improved architectural and streetscape design standards, code enforcement, economic development, neighborhood planning, and public information dissemination.

Policy 5.1: Change the Low Medium Residential to Low Residential in Washington Park.

Policy 5.2: Change the General Business Land use Category to Medium High Residential for the Hollywood Airport Hotel Plat Parcel.

Policy 5.3: Review the Davie Road Extension corridor to determine the intensity and types of uses appropriate for this area now that University Drive is a major commercial arterial road.

Policy 5.4: Continue redevelopment of Central Beach.

Policy 5.5: Continue redeveloping the downtown.

Policy 5.6: Simplify the Zoning and Development Regulations.

Policy 5.7: Develop a permit process handout by 2008.

Policy 5.8: Amend the Zoning and Development Regulations to include a provision for using extra units as bonus units to encourage developers to provide affordable housing.

Policy 5.9: Maintain the Zoning and Development Regulations regarding non-conforming uses and amend these regulations to reduce the impact of these uses on surrounding areas and to require maximum consistency with the Zoning and Development Regulations.

Policy 5.10: Continue landscape improvement grants or low interest loans as

incentives to encourage upgrading of properties. (CWMP Policy 3.7)

Policy 5.11: Implement a neighborhood strategy plan for Liberia that contains the following major points:

• Program to remove non-conforming uses.
• Increase code enforcement efforts.
• Evaluate drainage programs for comprehensive solution.
• Prepare a traffic circulation study which should include parking.
• Provide pedestrian friendly streets.
• Make necessary changes to make land use and zoning consistent.
• Promote commercial development on Sheridan Street between 22nd and 24th Avenues.
• Provide incentives for single-family development and revitalization.
• Improve the image of the neighborhood.
• Increase street lighting in Liberia neighborhood. (CWMP Policy 3.13)

Policy 5.12: Implement a neighborhood strategy plan for North Central that contains the following major points:

• Make recommendations on incompatible land uses and buffers.
• Implement traffic calming measures to address cut-through traffic.
• Increase code enforcement efforts.
• Improve neighborhood infrastructure: lighting, drainage sidewalks, landscaping.
• Improve the image of the neighborhood.
• Work with the residents to provide consensus on issues and goals.
• Implement beautification program for Johnson and Taft Streets.
• Improve the neighborhood parks. (CWMP Policy 3.14)

Policy 5.13: Implement the Neighborhood Strategy Plan for Highland Gardens/Parkside (formerly South Central) that contains the following major points:

• Develop strategies to facilitate and promote business development and ownership.
• Create incentives for new and existing businesses to improve or open establishments.
• Maintain affordable housing opportunities.
• Develop strategies for strengthening community pride, culture and spirit. (CWMP Policy 3.15)

OBJECTIVE 6:

Encourage multi-use areas and mixed uses concentrations of density near existing or planned major employment centers and major transportation routes in order to promote energy conservation and mass transit, preserve air quality, reduce the cost of services, encourage affordable housing, and promote economic development.

Policy 6.1: Use Planning areas or "super flexibility zones" as boundaries within which land uses and extra units can be rearranged in order to foster concentrations of density around employment centers and major transportation routes.

Policy 6.2: Maintain the Zoning and Development Regulations that allow more residential business mixed uses in business areas to promote affordable housing.

Policy 6.3: Maintain the Zoning and Development Regulations that implement standards for different intensities of land use and residential densities as stated in the Future Land Use Categories of the Land Use Element.

Policy 6.4: Maintain those regulations that promote increased pedestrian access between neighborhoods and commercial uses. (CWMP Policy CW.14)

Policy 6.5: Encourage the creation of zoning mixed-use and/or special-use districts to address areas of special concern. (CWMP Policy CW.17)

Policy 6.6: Create and expand, where appropriate, commercial and industrial zones to increase tax revenues. (CWMP Policy CW.21)

Policy 6.7 The City shall consider inclusion of work-live units in developments with more than 75 residential dwelling units.

OBJECTIVE 7:

Achieve consistency with the Broward County Land Use Plan by adopting the following goals, objectives, and policies into the City's Land Use Element, by reference, from other elements of the City's Comprehensive Plan. See Exhibit A at the end of the Land Use Element.

Policy 7.1: Future industrial land uses shall be located, to the maximum extent possible, with access to major transportation facilities including highways, airports, railroads, and seaports.

Policy 7.2: Continue to provide and maintain a complete range of recreational facilities and services as well as open space sites to fulfill the recreational needs of residents and visitors of all ages by the adequate and efficient

provision of both facilities and programs through the coordination of both private and public development and the utilization of private and public resources.

Policy 7.3: Continue to require the provision of recreation and open space sufficient to meet established level of service requirement through the development review process by the enforcement of land dedication or impact fee requirements set out in the platting regulations.

Policy 7.4: Maintain the level of service for the City's park and open space standard of 3 acres per 1000 population to assess adequacy of service.

Policy 7.5: Implement a park and recreation program that will conform to local needs.

Policy 7.6: Facilitate accessibility of recreational facilities and services to all City residents.

Policy 7.7: Adequate public access to public beaches will continue to be provided and upgraded in the City of Hollywood in accordance with recommendations set forth by the Beach Redevelopment Plan.

Policy 7.8: Include in the Central Beach Plan a series of alternatives to improve public access to the beach area. These alternatives will include multi- modal transportation solutions.

Policy 7.9: Implement the chosen alternative in the Central Beach Plan to improve public access to the beach area.

Policy 7.10: The City will provide buses and/or vans equipped and staffed to handle frail seniors and the developmentally impaired to transport to and from recreational programs and facilities.

Policy 7.11: Coordinate the City and County transportation resources for frail seniors and the physically and mentally impaired.

Policy 7.12: Coordinate the transportation to and from recreational facilities in the central part of the City.

Policy 7.13: Coordinate with Broward County and other agencies to improve access to park and recreational facilities which are not in the jurisdiction of the City of Hollywood.

Policy 7.14: Continue to provide enough potable water for a year-round water supply without mining the aquifer and encouraging more saltwater intrusion.

Policy 7.15: Coordinate with the SFWMD on any measures they take to decrease the possibility of further salt-water intrusion through their canals.

Policy 7.16: Cooperate with the SFWMD in enforcing their emergency water conservation measures during droughts.

Policy 7.17: Amend the City's land development regulations to protect and conserve the natural function of the City's natural areas, native vegetative communities, and wildlife habitats.

Policy 7.18: The City will continue to enforce the Broward County regulations on "Local Areas of Particular Concern", which protect environmentally sensitive lands, and will adopt local regulations which address lands not covered by the Broward County regulations.

Policy 7.19: Coordinate with Broward County to prevent improper development in and around cones of influence in Hollywood.

Policy 7.20: Continue to address the protection of the functions of natural groundwater recharge areas and natural drainage features.

Policy 7.21: The City will adopt the minimum design criteria for water management as its level of service per in the Drainage sub-element of the Utilities element.

Policy 7.22: The City will continue to adhere to its ongoing annual maintenance program for drainage systems, and will establish priorities for correcting existing deficiencies through its drainage complaint system. Priorities for future facility needs will be based on the City's adopted level of service standards and will be enforced through its concurrency management system.

Policy 7.23: The City will protect the functions of the natural drainage features by regulating land use to ensure that uses permitted are compatible with adjacent drainage features.

Policy 7.24: To ensure through coordination with the South Florida Water Management District (SFWMD), the Broward County Water Resources Management Division (WRMD), and the Broward County Environmental Protection Department in the development review process to ensure that new development is required to provide adequate drainage measures to service itself and to neutralize any deficiencies which would be created by such new development.

Policy 7.25: Maintain the existing land development regulations requiring new development to provide adequate drainage measures to service itself and to neutralize any deficiencies created by proposed projects.

Policy 7.26: To continue to address the protection of natural groundwater recharge areas and natural drainage features.

Policy 7.27: The City will prohibit the use of land uses which conflict with the functions of the natural drainage and natural groundwater aquifer recharge areas, and will not permit development in those areas shown as conservation areas.

Policy 7.28: Reduce the waste stream by 23% as required by State Law.

Policy 7.29: Continue the recycling program for the collection of metals, glass, paper, and brush.

Policy 7.30: Create a 5-year schedule of capital improvements which will be coordinated with land use decisions, and which will ensure that the adopted level of service standards will be maintained through the correction of deficiencies and the provision of capital facilities to meet the needs of future growth.

Policy 7.31: Proposed capital improvement projects shall be evaluated and ranked in order of priority according to the following guidelines:

a) Whether the project is needed to protect public health and safety, to fulfill the City's legal commitment to provide facilities and services, or to preserve or achieve full use of existing facilities.

b) Whether the project increases efficiency of use of existing facilities, prevents or reduces future improvement cost, provides service to developed areas lacking full service, or promotes infill development.

c) The City Manager shall coordinate the evaluating and ranking in order of priority projections proposed for inclusion in the Schedule of Improvements based on demand anticipated for future growth, facility life expectancy, elimination of blight, correction of existing deficiencies in service.

d) Whether the project implements the policies of this Comprehensive Plan.

Policy 7.32: In order to assess adequacy of service for sanitary sewer, solid waste, drainage, potable water, roads, and recreation, the City will adopt the levels of service outlined and set forth in the goals, objectives, and policies of the Transportation, Utilities, and Open Space and Recreation elements of the Comprehensive Plan.

Policy 7.33: Proposed plan amendments and requests for new development or redevelopment shall be evaluated according to the following guidelines as to whether the proposed action would:

a) Be consistent with the Utilities Element and Coastal Management Element and not contribute to a condition of public hazard. b) Be consistent with the Transportation Element; Utilities Element and Recreation and Open Space Element and not exacerbate any existing condition of public facility capacity deficits. c) Generate public facility demands that may be accommodated by planned capacity increases. d) Conform with future land uses as shown on the Future Land Use Map service areas as described in the Utilities Element. e) Accommodate public facility demands based upon level of service (LOS) standards by provision of facilities by the developer or by the City consistent with this element. f) Be consistent with state agencies' and water management districts' facilities plans.

Policy 7.34: Coordinate the City of Hollywood's Comprehensive Plan with plans of Broward County, adjacent municipalities, the Broward County School Board, and other appropriate governmental agencies.

Policy 7.35: Preserve, protect, conserve, and enhance estuarine and marine environment quality, coastal wetlands, marine resources, beaches and dunes, coastal barriers and wildlife habitats.

Policy 7.36: Develop a program for rebuilding and revegetating dunes along Central and South Beach.

Policy 7.37: Review and amend the Zoning and Development Regulations to limit specific and cumulative impacts of development on coastal natural resources.

Policy 7.38: Prioritize shoreline land uses based on water use and tourism.

Policy 7.39: Review and amend the Zoning and Development Regulations and the Zoning Map as needed to give priority for using shoreline properties for land uses that are water dependent, public in nature and promote tourism.

Policy 7.40: Through its membership on the Broward County MPO, the City will encourage and support all reasonable initiatives to improve state and county roads located in Hollywood, including those projects scheduled in the Transportation Improvement Program.

Policy 7.41: Coordinate traffic circulation with future land use designations as specified by the City's Land Use Plan by reviewing traffic impacts during the development review process and by coordinating with County and State Governments.

Policy 7.42: Maintain the Zoning and Development Regulations that provide for the review of site plans by the City's traffic engineer to ensure that:

a) The local transportation network will have the capacity to serve the proposed development at an acceptable level of service. b) The proposed development provides for safe and adequate ingress and egress between local streets. c) Subdivision access including private roads align wherever possible with existing roads to form crossover (right angle) intersections. d) Adequate internal circulation and turning radii for emergency and other design vehicles is provided, and that on-site circulation for motorized traffic is coordinated with parking facilities, landscape features, and non-motorized and pedestrian circulation systems. e) Regional transportation network impacts will be reviewed by Broward County. f) Trip generation figures are requested if necessary. g) Adequate parking is provided on site with minimal impact to local streets.

Policy 7.43: In its review of development proposals, the City will require that adequate right-of-way (as delineated in the Broward County Trafficways Plan) is preserved to accommodate planned transportation projects.

Policy 7.44: The City will in its transportation planning, coordinate with the plans and programs of the Broward County MPO, Broward County Transit, and FDOT's 5-year Work Plan.

Policy 7.45: The City shall utilize the "Generalized Daily Level of Service Maximum Volumes for Florida's Urban/urbanized (5,000+) Areas" highway capacity methodology, to determine the capacities and levels of service on the regional roadway network.

Policy 7.46: To protect existing and future rights-of-way from encroachment by permanent buildings.

Policy 7.47: The City will enforce the Broward County Trafficways Plan through its development review process by not allowing the encroachment of permanent buildings in existing and future rights-of-way.

Policy 7.48: The City will, through its development review process, require an easement for or dedication of needed right-of-way prior to the approval of building permits.

Policy 7.49: Where feasible, the City shall obtain dedication of public beach access easements in development projects which require site plan review.

OBJECTIVE 8:

Fulfill the requirements of and achieve consistency with the Broward County Land Use Plan by adopting the following new City policies. See EXHIBIT B at the end of the Land Use Element.

Policy 8.1: Maintain the Zoning and Development Regulations that ensure that the City's population is adequately serviced by sufficient amounts of commercial with varying intensities or service areas and to ensure that the potential adverse impacts of commercial land uses on adjacent residential areas are mitigated.

Policy 8.2: In order to ensure that sufficient amounts of industrial land are available to meet the City's future needs, those lands designated for industrial development on the City's Future Land Use Plan Map shall not be utilized for non-industrial purposes, except where in conformance with the Industrial Permitted Uses subsection of the City's Land Use Element.

Policy 8.3: Maintain the Zoning and Development Regulations that ensure the adequate provision of public services and facilities for tourist and seasonal populations.

Policy 8.4: Maintain the Zoning and Development Regulations that address the potentially adverse impacts of industry.

Policy 8.5: Development permits granted by the City shall be consistent with the Development Review Requirements subsection of the Implementation Regulations and Procedures section of the City's Land Use Element.

Policy 8.6: Land development regulations that require platting by the Implementation Regulations and Procedures of the City's Land Use Element, shall be enforced by the City.

Policy 8.7: Review and amend the Code of Ordinances or the Zoning and Development Regulations to require lakes, where feasible, to be constructed with vegetated shallow water habitats in order to promote both natural lake functions and the health, safety, welfare, and recreation of City residents.

Policy 8.8: Review and amend the Code of Ordinances or the Zoning and Development Regulations as necessary to include floodplain protection provisions consistent with the criteria and mapping of the Federal Emergency Management Administration.

Policy 8.9: The City shall coordinate historic resource protection activities with applicable state and federal laws.

Policy 8.10: The City shall consider the individual and cumulative impacts of land use plan amendments on historic resources and on the existing and planned transportation facilities.

Policy 8.11: The City will complete the State local comprehensive plan amendment review process as specified in Chapter 163, Florida Statutes and Florida Administrative Code Rule 9J-11 prior to the recertification of the City's Land Use Element by the Broward County Planning Council.

Policy 8.12: The compatibility of existing and future land uses shall be a primary consideration in the review and approval of amendments to the Broward County and City land use plans.

Policy 8.13: Review and amend the Zoning and Development Regulations as necessary to promote compatible land uses for areas surrounding existing and proposed airports/heliports consistent with the Port, Aviation, and Related Facilities Element of the Comprehensive Plan.

Policy 8.14: Review and amend the Zoning and Development Regulations as necessary to ensure that development orders for land uses or structures that are incompatible with airport/heliport uses are not issued within areas surrounding existing or committed airports/heliports pursuant to the Development Review Requirements subsection of the Implementation Requirements section of the Land Use Element.

Policy 8.15: The recommendations of the adopted Part 150 Study Technical Reports shall be taken under consideration during land use decisions affecting airports/heliports and their adjacent areas.

OBJECTIVE 9:

To achieve consistency with the Broward County Land Use Plan by copying the appropriate goals, objectives, and policies from other elements of the City's Comprehensive Plan, amending, and adopting them into the City's Land Use Element. See EXHIBIT C at the end of the Land Use Element.

Policy 9.1: The City shall to the maximum extent possible, protect Federal Aviation Administration approved and locally adopted aircraft air corridors from obstruction via zoning and other applicable land use controls.

Policy 9.2: Review ordinances, procedures, and proposed future land use changes to ensure that the restrictions dictated by Broward County's Wellfield Protection Ordinance are being met and enforced.

Policy 9.3: Amend the City's land development regulations to help protect the City's existing and proposed parks, natural areas, native vegetative communities, and wildlife habitats from destructive development activity other than a park or open space use.

Policy 9.4: Where it is determined that an activity will adversely affect the survival of an endangered, threatened, or commercially exploited species of wildlife, that activity will be restricted by appropriate changes in land use, zoning, and/or other land development regulations.

Policy 9.5: Develop a list of plant and animal species in the City that are listed as endangered, threatened, and commercially exploited by the Federal Government and the State of Florida, and utilize this list to promote public awareness.

OBJECTIVE 10:

The City of Hollywood shall encourage the centralization of commercial, governmental, retail, residential, and cultural activities within the Downtown Central Business District and Beach Community Redevelopment Agency (CRA) area in order to promote the use of existing infrastructure and to accommodate growth in an orderly, efficient, and environmentally acceptable manner.

Policy 10.1: The City of Hollywood shall maintain a Community Redevelopment Agency to coordinate, attract, and provide technical support to the business community. Pursuant to Objective 10, The CRA shall consider and investigate the following measures:

a) Apply for state or federal funding to provide downtown transportation service to reduce automobile emissions and automobile congestion while providing alternative transportation within the Central Business District.

b) Investigate and consider the acquisition and development potential of CRA-owned land in the context of private development or a public/private partnership.

c) Provide CRA funding and investment in public infrastructure intended to encourage and promote private investment in the Downtown Central Business District.

d) Provide an average of three to five low interest business loans per year, or, depending on availability, provide other financial incentives to stimulate business development and investment in the Downtown Central Business District and Beach CRA area.

e) Encourage, promote, and provide technical support for cultural and recreational events intended to help establish and identify the Central Business District as a Cultural Regional Activity Center and a Tourist Destination. f) Provide CRA funding to fix existing deficiencies in public infrastructure and accommodate development consistent with the Future Land Use Map in the Beach CRA.

Policy 10.2: The City shall maintain its design review guidelines and a historic preservation district to encourage the architectural preservation and enhancement of the Central Business District and Beach CRA areas.

Policy 10.3: Encourage development of office space in the Downtown and other desired locations in the surrounding area. (CWMP Policy 2.9)

Policy 10.4: Designate and create an Urban Village District within the Downtown CRA boundaries. (CWMP Policy 2.13)

Policy 10.5: Encourage expansion of businesses and public improvements that are “family oriented” and targeted to local residents and workers. (CWMP Policy 2.14)

Policy 10.6: Implement the following aspects of the Urban Land Institute (ULI) Study for Downtown Hollywood, Florida (1998):

• Young Circle redevelopment.
• Revised traffic circulation plan.
• Creating a village center concept.
• Improved pedestrian connections around Young Circle. (CWMP Policy 2.15)

Policy 10.7: Provide a mix of businesses and events that will attract area residents to the Downtown. (CWMP Policy 2.16)

Policy 10.8: As part of the consideration of Hollywood Boulevard and US1 overlay zoning district analysis, investigate designating the area southeast of Young Circle as a Cultural Arts and Education district, including public spaces. (CWMP Policy 2.17)

Policy 10.9: Encourage businesses in the Central Business District (Downtown) to extend their business hours. (CWMP Policy 2.20)

Policy 10.10: Require mixed-uses on the perimeter of new parking structures with pedestrian orientation and architectural features, where appropriate. (CWMP Policy 4.6)

Policy 10.11: Develop administrative policies and streamline the permitting process to implement redevelopment and private development projects that further the overall goal of enhancing Hollywood Beach. (CWMP Policy 4.8)

Policy 10.12: Maintain the Beach zoning regulations, to achieve the goals and objectives of the Beach Community Redevelopment Plans while protecting the neighborhood and the quality of life for the residents. (CWMP Policy 4.11)

Policy 10.13: Maintain the sign standards for properties facing the Broadwalk to create harmonious design criteria. (CWMP Policy 4.12)

Policy 10.14: Continue to address trash dumpster issues with property owners, businesses and providers. (CWMP Policy 4.13)

OBJECTIVE 11:

The City shall participate with the Broward County Planning Technical Committee (BCPTC), the Broward County Metropolitan Planning Organization, the Broward County Department of Urban Planning and Redevelopment, the South Florida Regional Planning Council, the Florida Department of Transportation and other Broward Cities in the cooperative preparation of a County-Wide Transportation Element. Based on the data and analysis developed in the County-Wide Transportation Element, the City shall prepare and transmit a City Transportation Element to the Florida Department of Community Affairs.

Policy 11.1: City of Hollywood staff shall work with the above referenced governmental agencies toward the investigation of alternative land use scenarios intended to support public transit corridors and facilities, including but not limited to, mass transit, fixed rail, and multi-modal facilities.

Policy 11.2: The City of Hollywood shall incorporate as much of the County-Wide Transportation Element into the City Transportation Element as is appropriate for the City. This may include the adoption of county-wide goals, objectives, and policies that have local applications to the City of Hollywood.

Policy 11.2 is specifically adopted to acknowledge:

a) the “consistency” requirement of the Broward County Land Use Plan, b) the requirements of the Broward County Charter as it relates to transportation planning, c) the City of Hollywood’s limited jurisdiction over arterial and collector trafficways, mass transit, and fixed rail, and, d) the importance of conducting transportation planning in a coordinated regional and county-wide context.

OBJECTIVE 12:

The City of Hollywood shall cooperate with the School Board on the selection of sites for new schools, redevelopment and or expansion of existing school sites and encourage the collocation of libraries, community centers, and park and recreational facilities to the extent possible.

Policy 12.1: School Board and City of Hollywood staff will coordinate site selection for any new school or the redevelopment/expansion of an existing school to identify potential issues concerning redevelopment of the site.

Policy 12.2: Encourage the collocation of public facilities such as libraries, community centers and park and recreational facilities to the extent practical and financially feasible.

Collocation of public schools with community facilities shall be considered when:

a) New or replacement schools are funded in the School Board's Capital Budget and are adjacent to other public facilities; b) New City facilities are funded in the City's Capital Improvement Plan and can be located adjacent to public schools; and/or c) Joint use projects are created and implemented.

Policy 12.3: When expanding or selecting new sites for schools. Sites should meet the following criteria to the extent possible.

a) Locate school sites away from industrial uses, major arterial roadways, railroads, airports, and other uses to avoid noise, odors, dust, traffic impacts, and hazards. b) Provide buffers to shield impacts on schools from incompatible uses such as industrial uses, major arterial roadways, railroads, airports, and other similar land uses. c) Ensure that the proposed site for a new school shall be of sufficient size so that buildings and ancillary facilities and future expansions can be located away from flood plains, flood prone areas, wetlands and other environmentally sensitive areas, coastal high hazard areas, and will not interfere with historic or archaeological resources. d) Public utilities are readily available to the site or can be accommodated on site. e) Access to the site should be from a collector road (minor collector or local road for elementary schools) and avoid the need for slow down zones. f) Ingress and egress should not create detrimental impacts on roads adjacent to the site. g) Approaches to the site should be safe for pedestrians, bicycles,

cars, and buses. h) A mass transit or bus stop should be located near the site.

Policy 12.4: The City of Hollywood shall incorporate provisions in the Zoning and Land Development Regulations which require new development, located adjacent to public schools or future public school sites, to incorporate features such as walls, solid hedges or increased setbacks to ensure compatibility with the school.

Policy 12.5: The City of Hollywood will coordinate with the School Board of Broward County, Florida on proposed comprehensive plan amendments that may affect projection of school age children, existing schools and school facilities and/or public school siting.

Policy 12.6: The City of Hollywood will coordinate population projections and other demographic, socioeconomic data with the School Board.

Objective 13:

The City of Hollywood shall prioritize infrastructure service improvements to supplement and enhance economic development and redevelopment, and streetscape and aesthetic design.

Policy 13.1: Pursue redevelopment of the City Hall complex. (CWMP Policy CW.26)

Policy 13.2: Incorporate Crime Prevention through Environmental Design (CPTED) principles into the design and construction of new public facilities and areas. When financially feasible, retrofit existing facilities and areas in order to incorporate CPTED principles. (CWMP Policy CW.33)

Policy 13.3: Maintain Beach entrance features at major Intracoastal Waterway crossings. (CWMP Policy 4.21)

Policy 13.4: Provide appropriate directional signs to the Beach on major roads. (CWMP Policy 4.22)

Policy 13.5: Improve the Broadwalk with decorative lighting, street furniture and upgraded walkway, consistent with Beach CRA plans. (CWMP Policy 4.23)

Policy 13.6: Continue programs for street end plaza/vista improvements consistent with Beach CRA plans. (CWMP Policy 4.25)

Policy 13.7: Where possible, utilize methods of retaining sand at the edge of the Broadwalk, e.g., low walls, pavers or other materials. (CWMP Policy 4.26)

Policy 13.8: Identify underutilized Beach areas and provide public parking to promote greater use of the Beach. (CWMP Policy 4.27)

TRANSPORTATION ELEMENT

⬚ figure

Prepared by

the Office of Planning and

Calvin, Giordano & Associates, Inc.

City of Hollywood

Hollywood, Florida

Revised:

February 2000 February 2004 July 2006 EAR-Based Amendment January 2008

An Analysis of Transportation Issues In the City of Hollywood Pursuant to the Local Government Comprehensive Planning Act

TRANSPORTATION

TABLE OF CONTENTS

I. INTRODUCTION ....................................................................................................................... 1

II. EXISTING TRANSPORTATION SYSTEM ................................................................................. 1

A. The Transportation System................................................................................................ 2

B. Transportation Level of Service (LOS) Standards ........................................................... 42

C. Concurrency Management System ................................................................................... 52

D. Data and Analysis for Transit Oriented Concurrency....................................................... 52

E. Transportation and Population Characteristics ................................................................. 53

F. Environmental Issues ....................................................................................................... 55

III. ANALYSIS REQUIREMENTS ................................................................................................. 56

A. Land Use and Transportation System Interactions ........................................................... 56

B. Existing Transportation System Level of Service & System Needs ........ 70

C. Projected Transportation System Levels of Service & System Needs.... 70

D. Maintaining the Adopted Level of Service Standards ...................................................... 85

E. Consistency between the Future Land Use Element and
   Transportation System with other Plans........................................................................... 93

F. Promoting and Supporting Public Transit in Designated Public
   Transportation Corridors.................................................................................................... 97

IV. GOALS, OBJECTIVES, AND POLICIES ................................................................................. 100

City of Hollywood Transportation Element T-i January 2008

LIST OF TABLES

1: Federal Functional Classification System....................................................................... 5

2: Florida Intrastate Highway System of the Strategic Intermodel System ........... 7

3: Number of Vehicular Crashes and Percent Change in Broward County and Florida ......................................................................................................................... 10

4: Number of Vehicular Fatalities and Percent Change in Broward County and Florida ......................................................................................................................... 10

5: Intersection in the City of Hollywood on Top Ten Broward County Intersections with the Highest Numbers of Crashes in 2004 ....................................... 11

6: Hurricane Evacuation Routes and Other Pertinent Information........................... 12

7: Bridges Critical to Hurricane Evacuation .................................................................. 12

8: City of Hollywood Public Transit Transfer Stations.................................................. 13

9: Public Transit Regional Transit Centers ..................................................................... 13

10: City of Hollywood Neighborhood Transit Centers.................................................. 13

11: Bus Stop Inventory in the City of Hollywood............................................................ 14

12: Bus Level of Service – Based on Headway.............................................................. 16

13: Fixed Public Transit Routes Exceeding the Load Factor One in City of Hollywood .............................................................................................................. 17

14: SFRTA/Tri-Rail Feeder Bus Service .......................................................................... 18

15: Premium Transit Corridors .......................................................................................... 20

16: Port Everglades Facilities............................................................................................ 25

17: Port Everglades Internal Roadway Characteristics ................................................. 26

18: Existing Runways at Fort Lauderdale-Hollywood International Airport ............. 29

19: Existing Terminal Complex at Fort Lauderdale-Hollywood International Airport.......................................................................................................... 30

20: General Aviation Facilities (not located at airports), Broward County ............... 31

City of Hollywood [ICON] Transportation Element T-ii January 2008

21: SFRC Passenger Terminal and Parking Data...................................................... 33 22: Growth in Boarding’s......................................................................................... 36 23: Intermodel Facilities of State Significance......................................................... 38 24a: Statewide Minimum Level of Service Standards .............................................. 45 24b: Generalized Peak Hour Volumes, LOS “D” Urban Principal Arterials (Limited Access)................................................................................................... 46 25: Generalized Two-Way Peak Hour Volumes – Level of Service “D”................... 47 26: 2005 Peak Hour Directional Level of Service – Failing Links ........................... 48 27: 2030 Peak Hour Directional Level of Service – Failing Links ........................... 49 28a: 2030 Cost Feasible Highway Projects.............................................................. 50 28b: TIP 5-Year Funded Projects List – FY 06/07 – 10/11 ...................................... 51 29: Vehicles Available for Occupied Housing Units (2004) ...................................... 54 30: Broward County Population Characteristics ....................................................... 55 31: Estimated Public Transit Modal Split 2000 – 2005, and 2030 ......................... 55 32: Broward County Air Quality Index (AQI) for Ozone Over the Preceeding Three-Year Period (2001 – 2003) ....................................................................... 56 33: Broward County and Hollywood Population Changes from 1980 – 2006.......... 57 34: Internal/External Trip Rate by Purposes ............................................................ 58 35: Internal/External Vehicle Trips ............................................................................ 59 36: Hurricane Evacuation Clearance Times Storm Categories 1 and 2 ................. 65 37: Hurricane Evacuation Clearance Times Storm Categories 3, 4 & 5.................. 66 38: Broward County’s Roadway Segments Operating Below the Level of Service Standard “D” 2030 Conditions .................................................. 71 39: Number of Percent of Broward County’s Overcapacity Roadway Segments .... 71 40: Broward County Bikeways Network Level of Coverage ..................................... 73 41: Broward County Sidewalk System Needs, 1992................................................. 74 42: Peak Hour Traffic and Volume to Capacity Ratio for FIHS/SIS Segments within the City of Hollywood ................................................................................. 92 43: Year 2030 Cost Feasible Transportation Plan.................................................... 95

City of Hollywood [GEM] Transportation Element T-iii January 2008

APPENDICES

1: Appendix A – Peak Directional LOS Tables 2: Appendix B – Transportation Element Map Series

LIST OF MAPS

M-1: Existing Roadway System M-2: Existing Roadway Functional Classification M-3: Existing Roadway Number of Lanes Map M-4: Existing Peak Hour Roadway Level of Service M-5: Existing Significant Parking Facilities M-6: Existing Transit Facilities M-6A: Transit Concurrency Districts M-6B: Existing Transit Generators and Attractors M-7: Existing Bicycle Suitability M-8: Existing Railways and Port Facilities M-9: Existing Hurricane Evacuation Routes M-10: Existing Signalized Intersections M-11: Future Roadway System M-12: Future Roadway Number of Lanes M-13: Future Peak Hour Roadway Level of Service M-14: Future Significant Parking Facilities M-15: Future Transit Facilities M-16: Future Transit Generators and Attractors M-17: Future Railways and Port Facilities M-18: Future Hurricane Evacuation Routes

I. INTRODUCTION

In 1993, the Florida Legislature amended Chapter 163 F.S. to require each local government within the urbanized area of a Metropolitan Planning Organization (MPO) to prepare a Transportation Element which would replace the Traffic Circulation Element, Mass Transit Element, and Ports, Aviation and Related Facilities Element. The purpose of the Transportation Element is to plan for a multi-modal transportation system that places more emphasis on public transportation systems.

The Comprehensive Plan Evaluation and Appraisal Report (EAR) is the principal process for updating comprehensive plans to ensure that the plan adequately describes current conditions, includes new future conditions maps, appropriate objectives and is consistent with all current statute and rule requirements. The EAR process for the City of Hollywood was undertaken in 2005.

The consolidated Transportation Element reflects a shift in state policy to a multi-modal transportation planning system. The new Transportation Element requires that intergovernmental coordination and municipalities must include data from the Broward County Transportation Element to successfully meet all state requirements.

The Transportation Element must be a complete comprehensive plan element including relevant data, analysis, maps and goals, objectives and policies. Florida State regulations specifically list the minimum requirements of the element. Minimum requirements include but are not limited to: 1) analysis of the existing and projected levels of service and system needs; 2) a demonstration of the integration and coordination among various modes of transportation; and 3) an analysis of the City of Hollywood’s compatibility with regional and state transportation plans.

II. EXISTING TRANSPORTATION SYSTEM

Rule 9J-5.019(2), Florida Administrative Code (FAC), requires the Transportation Element be based upon the following data as described herein:

1. General location of the transportation system features;
2. Existing functional classification and maintenance responsibilities;
3. Transit trip generators and attractors;
4. Designated transportation facilities for hurricane evacuation;
5. The existing peak hour, peak direction of level of service for roads, public transit facilities, and corridors or routes; and
6. Capacity of significant parking facilities and duration of limitations.

The City of Hollywood hereby incorporates the Broward County, Florida, Comprehensive Plan Volume 4 Support Documents, (June 1997) to satisfy the requirements of Rule 9J-5.005(2)(g). References to this document are noted as Broward County Transportation Element within the text below.

A. The transportation system. The transportation system encompasses the following networks: roadways, public transit, bikeways, pedestrianways, waterways, airports, railways, recreational traffic, and intermodal facilities.

1. Roadway network. The roadway network includes the following features: roadway segments, signalization, roadway amenities and significant parking facilities that contribute to the City of Hollywood’s mobility goals. This subsection also presents safety-related roadway network data.

   a. Segments. A roadway segment or link is a portion of a roadway defined for the purpose of traffic analysis. The segment origination and termination points are typically signalized intersections or the point where the number of lanes on a roadway changes. Segments can be classified by lanes and functions.

   Number of lanes. Rule 9J-5.019(2)9, FAC, requires the number of through lanes for each roadway be identified on an existing transportation map or map series. Map M-3 shows the existing 2005 Roadway Network Map with number of lanes consistent with the rule requirement.

   b. Intersections and interchanges. An intersection is defined as the general area where two or more roadways join or cross at grade, including the roadway and roadside facilities for traffic movements within the intersection. An intersection is an important part of the roadway network because its design influences the efficiency, safety, speed, cost of operation, and capacity of roadways. No data is presently available on the number and characteristics of Broward County’s intersections.

   Interchanges are designed to permit traffic to move freely from one road to another without crossing another line of traffic. Generally, four types of interchanges are used in Broward County’s intrastate system: Partial Cloverleaf (PC), Diamond (D), Mixed Directional (MD), and All Directional (AD).

   c. Bridges, overpasses and tunnels. A bridge is a structure, including supports, erected over a depression or an obstruction, such as water, a highway, or railway, which has a track or

passageway for carrying traffic or other moving loads. The bridges, culverts, pedestrian and railroad overpasses and tunnels in Broward County total 601. Among these, 347 are regularly inspected and maintained by the FDOT, 108 are County maintained, and 146 are municipally maintained.

d. Right-of-way. Right-of-way often is the major cost for many transportation improvement projects. Therefore, the acquisition of the needed land should be planned far in advance of the scheduled construction time. The Broward County Trafficways Plan, administered by the Broward County Planning Council, is a roadway right-of-way preservation plan. To accommodate the impacts of new development, right-of-way is dedicated by developing parcels to provide for an adequate regional roadway network. A dedication for at least half of the roadway width that the Trafficways Plan calls for is normally required at the platting stage.

Currently there are four main classifications designated in the Trafficways Plan: limited access/controlled; arterial; collector; and one-way pair. The right-of-way width for the limited access and controlled freeways is 325 feet; for arterial roadways, it varies from 100 to 200 feet; for collector roads, it ranges from 70 to 94 feet; and for one-way pairs, the range is from 42 to 54 feet.

Where right-of-way cannot be dedicated as a condition of development order approval, right-of-way is acquired through condemnation. Broward County’s Capital Improvements Element, does not include right-of-way acquisition as a separate line item; instead, the cost is included as part of the total construction project. The Transportation Improvement Program (TIP), however, does include a separate line item for right-of-way acquisition. The widening of SR 7 is a major project requiring right-of-way acquisition. Broward County Transportation Element and its implementing policies address right-of-way protection and preservation.

e. Signalization. Signalization is an important part of the roadway system. It controls the flow of traffic, therefore, it affects the traffic volume passing through a particular intersection. For isolated (that is, non-system or uncoordinated) operation, the signal type indicates the degree to which a traffic signal’s cycle length, phase plan, and phase times are preset or actuated. There are currently two types of signals in use: Actuated signals and Semi-actuated signals. Intersections that have actuated

signals will have vehicle detectors for all approaches. Each phase is subject to a minimum and maximum green time and some phases may be “skipped” if no vehicle demand is detected. Intersections installed with semi-actuated signals only have detectors located on the minor street. The signal is set such that the green is always on the major street unless a vehicle is detected on the minor street. The pre-timed signal has preset sequence of phases in repetitive order. Each phase has a fixed green time and change interval that is repeated in each cycle. The Broward County Traffic Engineering Division is responsible for installing and maintaining all signal systems in the County. Presently, there are 1,200 actuated signals (including pedestrian signals), of which approximately 950 are under computerized coordinated control. The City of Hollywood’s signalized intersections are maintained by the Broward County Traffic Engineering Division. The City of Hollywood’s signalized intersections are identified on Map M-10.

The purpose of traffic signal computerization is to optimize signal operation, thereby, providing a more efficient transportation system. Coordination of traffic signals through computerization has been recognized as one of most effective ways to improve the traffic flows. Through its Capital Improvement Program, Capital Improvement Element and Transportation Element Policy, which addresses energy-efficiency, Broward County will continue the systematic installation and maintenance of a fully computerized signal system countywide.

f. Signage. Signing and markings are features of traffic control and operation that must be considered in the geometric layout of each facility. Florida Department of Transportation (FDOT), Broward County, and the municipalities create and maintain signage on their functionally assigned roadways.

g. Amenities. Landscaping is the primary highway amenity. Landscape design of completed highways serves functional, as well as aesthetic purposes. Plants can serve functions of glare reduction, acoustical control, erosion control, and traffic control, if they are well chosen and judiciously placed. Plants also can create and define spaces, by complementing and improving the attractiveness of certain land forms, while masking undesirable views. Landscape design can influence speed through control of roadway focal points.

h. Significant parking facilities and durational limits. Significant public parking facilities to achieve mobility goals in Hollywood are located at the Sheridan Street Tri-Rail passenger rail station and Mid-Port. These are illustrated on Map M-5. The City of Hollywood’s major private parking facility is located at Oakwood Plaza. Other significant private parking facilities include the Hollywood Mall, the Hollywood Super Mall, and the Sheridan Plaza.

i. Functional classification, roadway mileage, and maintenance responsibilities. The functional classification of a roadway refers to the Federal Highway Administration (FHWA) approved designation that divides roadways into a hierarchy of types ranging from arterials to locals. This hierarchy based on traffic mobility and land access. Rule 9J-5.019(2)(a)8, FAC, requires the existing functional classification and maintenance responsibility for all roads to be shown on the existing transportation map series. A road located within the urban area as defined by the census is classified as urban, while those outside the urban area are classified as rural. The City of Hollywood utilizes the Federal Functional Classification system to categorize the character of service of its roadways. Table T-1 identifies the Broward County Functional Classification for Hollywood’s roadways.

The City of Hollywood’s roadway network totals 421 centerline paved miles and 61 unpaved, all of which fall under the urban classification. The City of Hollywood’s existing roadway network’s functional classification is identified on Map M-2.

Table T-1 Federal Functional Classification System

Source: Highway Functional Classification Concepts, Criteria and Procedures, Federal Highway Administration

The maintenance responsibility of the County roadway system is shared by federal, state, county, and municipal governments. In general, Broward County is responsible for the maintenance

of all county roads and the State is responsible for maintaining principal arterial roads. The municipal governments are responsible for city collectors.

The designation of federal functional classification is made following the publication of the the decennial U.S. Census or whenever required by federal regulation. When evaluating the function of a road, the U.S. Department of Transportation (USDOT) considers a road’s trip purposes in relation to the total public roadway network. A road is classified based upon its most significant trip purpose; however, a road may serve more than one significant trip purpose. The federal functional classification system recognizes twelve (12) significant trip purposes.

1. Arterial roadways are classified as either principal or minor. A roadway serving only one of the arterial road purposes is classified as a minor arterial, while one serving more than a single purpose is classified as a principal arterial road. All limited access highways and roads which connect urbanized areas are considered to serve several trip purposes, and thus are classified as principal arterial roads.

2. Collector roads are classified as either major or minor. A minor collector road’s significant purpose is providing access to diffuse land use areas; all other rural collector roads are classified as major. The Federal Highway Administration has developed a federal functional classification for Broward County’s roadways.

j. Florida Intrastate Highway System. Section 334.03, FS, defines the Florida Intrastate Highway System (FIHS) as a system of limited access and controlled access facilities on the State Highway System, which have the capacity to provide high- speed and high-volume traffic movements in an efficient and safe manner.

k. Florida Strategic Intermodal System During the 2003 Florida legislative session, the Florida Department of Transportation (FDOT) and its partners recommended, and the Legislature and Governor adopted in Sections 339.61-64, Florida Statutes, criteria for designating:

• The SIS, which includes those facilities that play a critical role in moving people and goods to and from other nations and states, as well as among economic regions within Florida; and

• The Emerging SIS, which includes facilities that are of statewide or interregional significance, but do not currently meet the SIS thresholds.

State legislation enacted in 2004 has created a Strategic Intermodal System (SIS) that is a regional network of transportation facilities including the FIHS roadway component. The corridors and hubs, linked by connectors, which comprise the SIS are critical to the movement of people and goods in Florida and, in turn, the state's economic competitiveness. To further emphasize the importance of designated SIS roadways, the Statewide Minimum Level of Service (LOS) Standards in Chapter 14-94, Florida Administrative Code (FAC) were amended in May 2006 to specifically address SIS facilities. Local governments are required to adopt these standards in accordance with Florida Statute 163.3180(10). The Department uses its LOS standards in reviewing local government comprehensive plans and assessing impacts from developments of regional impacts (DRIs) and other developments affecting SIS facilities (Rule 14-94.001, F.A.C.). Table T-2 lists those Broward County roadways on the Strategic Intermodal System which is inclusive of the Florida Intrastate Highway System (FIHS), within or near the City of Hollywood.

Table T-2

Florida Intrastate Highway System (FIHS)

of the Strategic Intermodal System (SIS)

Source: Appendix 3-A, Broward County Federal Functional Classification, Florida DOT, District 4, 2005.

Designation as part of the SIS establishes a transportation facility as being of statewide or interregional significance. However, SIS designation by itself does not guarantee future funding for improvements to a particular facility. The SIS

represents an extension of this strategy to other modes of transportation, focusing on the function of each element of the system:

1. Statewide or interregional significance. The SIS includes the facilities and services that play a critical role in moving people and goods to and from other states and nations, as well as among economic regions within Florida. SIS facilities and services are those most critical to Florida’s transportation system and economy; generally, they support the major flows of interregional, interstate and international trips. Emerging SIS facilities generally serve fast growing economic regions and Rural Areas of Critical Economic Concern. The state will play the lead role in planning and managing the SIS, working with the partners who own, operate, use or otherwise are affected by these systems

2. Regional significance. Facilities and services of regional (intercity/intercounty) significance connect rural, transitioning and urban areas within multi-county regions. They also provide connections between regional economic centers and the SIS. Planning and management of these systems will be led by regional partnerships that augment existing metropolitan planning organization (MPO) and local government planning activities and reflect regional priorities.

3. Local significance. Facilities and services of local significance primarily serve local (intracity/intracounty) trips. Planning and management of local systems will be led by MPOs, counties or cities through existing planning processes.

<u>SIS Connectors</u> (Designation Criteria for Intermodal Connectors) Section 339.62, Florida Statutes, stipulates that the SIS also consist of existing or planned intermodal connectors that connect hubs and corridors. These intermodal connectors may include appropriate components of the State Highway System, county road system, city street system, inland waterways and local public transit systems. Policies and criteria for designating SIS and Emerging SIS intermodal connectors were developed by FDOT in collaboration with its partners and the public and consistent with the intent of the Legislature and the Steering Committee. The guiding policies for designating connectors are as follows:

• The purpose of SIS connectors is to connect SIS hubs to the nearest or most appropriate SIS corridor;
• The purpose of Emerging SIS connectors is to connect Emerging SIS hubs to the nearest or most appropriate SIS or Emerging SIS corridor; and
• The function of the SIS and Emerging SIS connectors is to provide safe, secure, efficient, reliable, and direct access between hubs and corridors.

The Hollywood Amtrak/Tri-Rail station is the only SIS connector located within the City of Hollywood.

I. Safety. A safe roadway network enhances the protection of life and property. Safety aspects include crash indicators, access management standards, and hurricane evacuation.

1. Crash indicators. The City of Hollywood along with the Broward County Sheriff’s Office and the Florida Highway Patrol collect vehicular crash, fatality and injury data. This data is then forwarded to the Florida Department of Highway and Motor Vehicle Safety (FDHMVS) for processing. Table T-3 illustrates the number of vehicular crashes and the percent change in crashes from the previous year for the years 2000 to 2004 in Broward County as compared to the State of Florida. During that period, vehicle crashes decreased by 1 percent annually. The Broward County Transportation Element calls for maintaining 1.9 percent annual increase or less in vehicle crashes through implementation of a number of different programs, activities and actions.

Table T-3 Number of Vehicular Crashes and Percent Change in Broward County and Florida: (2000-2004)

T-4 illustrates the number of vehicular fatalities and the percent change in crashes from the previous year for the years 2000 to 2004 in Broward County as compared to Florida.

Table T-4 Number of Vehicular Fatalities and Percent Change in Broward County and Florida (2000-2004)

City of Hollywood Transportation Element T-10 January 2008

The Broward County Public Works Department no longer collects vehicular crash, fatality and injury data. The Broward County Sheriff, the State Highway Patrol, and municipal police departments do collect such data and such data is forwarded to the Florida Department of Highway Safety and Motor Vehicles (FDHSMV) for processing.

Table T-5 depicts intersections in City of Hollywood on the list of the top ten Broward County intersections with the highest numbers of crashes in 2004. This intersection has a confidence level of 99.99, which indicates that abnormally high crash rates occurred at this intersection.

Table T-5

Intersections in the City of Hollywood on Top Ten Broward County Intersections

With the Highest Numbers of Crashes in 2004

Note:

Source: Crash Analysis Reporting System (CARS) Florida Department of Transportation, 2005.

2. Access management. Broward County continues maintaining land development regulations that control the connection of access points of driveways and roads to roadways.

3. Hurricane evacuation. Another roadway safety concern is the evacuation of the Coastal High Hazard Area, generally defined as the areas east of Intracoastal Waterway, prior to an on-coming hurricane. The designated roadway facilities critical to the evacuation of the coastal population prior to an impending natural disaster are shown on Map M-9.

Table T-6 shows the four (4) east-west evacuation routes leading from and into the City of Hollywood’s Coastal High Hazard Area. Since all bridges crossing the Intracoastal Waterway are moveable bascule bridges, their heights are critical for the timing in the event of evacuation, and are identified on Table T-7.

Table T-6

Hurricane Evacuation Routes and Other Pertinent Information

Source: Broward County Transportation Planning Department, 2006/Florida Division of Environmental Management

Table T-7

Bridges Critical to Hurricane Evacuation

Source: Broward County Transportation Planning Department, 2006

1. Future Traffic Circulation and Significant Parking Facilities. The five goals of the 2030 Long Range Transportation Plan are multi-modalism, economic development, safety, preservation, and environmental sensitivity. These goals were used as a basis for selecting those projects that most closely met with community values and desires. Maps M-28a and 28b reflect projects that are programmed in the five year TIP and the Year 2030 cost-feasible roadway projects.

2. Public transit network. The public transit network provides transport to the public. It includes public transit facilities, public transit services, major public transit trip generators and attractors and high capacity corridors. Map M-6 shows the City of Hollywood Existing Public Transit. Map M-8 shows the Existing Railway and Intermodal Facilities Network, including public transit routes, railways, terminals and transfer stations located within or which serve the City of Hollywood.

City of Hollywood Transportation Element T-12 January 2008

a. Public transit facilities. Public transit facilities include bus terminals (Major Transit Hub), transfer stations, rights-of-way, motorized vehicles (buses and vans), transit bus stops, bus bays, transit infrastructure, and other related facilities.

Transfer stations. A transfer station is a fixed location where passengers interchange from one route or vehicle to another. Table T-8 identifies the City of Hollywood’s 2 transfer stations with their connecting routes.

Table T-8

City of Hollywood Public Transit Transfer Stations

Source: Broward County Transit Guide, Broward County Mass Transit Division, (2006).

There are five (5) Regional Transit Centers located in Broward County. None of the five are located within the City of Hollywood, however one is located at the Fort Lauderdale-Hollywood, shown on map M-8 and listed in Table T-9.

Table T-9

Public Transit Regional Transit Centers (5)

Source: Broward County Transit Guide, Broward County Mass Transit Division, (2006).

There are five (5) Neighborhood Transit Centers located within Broward County. Table T-10 shows a Neighborhood Transit Center in the planning stage which will be located near Dixie Highway at Polk Street within the City of Hollywood.

Table T-10

City of Hollywood Neighborhood Transit Centers (5)

Source: Broward County Mass Transit Division, (2006).

City of Hollywood Transportation Element T-13 January 2008

Rights-of-way and exclusive public transit corridors. The City of Hollywood does not have a regulation in its Land Development Code to acquire additional right-of-way along major arterial roadways during the roadway widening process, for bus pullout bays, also called bus bays. However, the City of Hollywood may request individual projects for development/redevelopment to have these facilities placed on their property(ies) during the design review process. In addition, the City of Hollywood will continue to work with Broward County during the widening process.

Bus pullout bays are specialized bus stop auxiliary lanes, independent of the through traffic travel lane. The bus bays are designed to minimize traffic obstruction and maximize passenger safety. As of January 2006 approximately 456 bus pull-out bays have been constructed. The Broward County Land Development Code Minimum Engineering Standards, and FDOT Transit Facilities Guidelines specify that a standard bus bay shall be 12 feet in width and 196 feet in length. Exclusive public transit corridors are roadway or railway corridors exclusively designated by the FDOT or a local government for public transit, which are physically separated from general use corridors and to which access is highly restricted. The South Florida Rail Corridor, previously known as the CSX Transportation railway corridor, is the only exclusive public transportation corridor in Broward County.

Public transit bus stops. The City of Hollywood supports the County’s efforts to reduce the number of non-accessible stops. The City of Hollywood, where applicable, will coordinate with BCT to provide pedestrian and bicycle access to the stops. The City of Hollywood Real Estate Office shall also coordinate with BCT to provide surplus rights of way as future bus stops. The City of Hollywood will also request BCT to develop a cooperative relationship whereby the urban design objectives for certain corridors and/or districts, e.g., Community Redevelopment Area are incorporated into the bus stops.

The City of Hollywood has 657 stops, 53 shelters, 374 benches and 77 bus bays. Table T-11 identifies bus stops within the City of Hollywood.

Table T-11 Bus Stop Inventory in the City of Hollywood

Source: Broward County Mass Transit Division, (2005)

Public transit infrastructure. On November 2, 2004, the City of Hollywood signed a 15-year bus shelter agreement with Street

Furnishing Advertising Group, Inc. to provide 55 shelters within the City per year.

b. Public transit services. Public transit services are passenger services provided by public, private or non-profit entities. They include the following surface transit modes: fixed route bus service, limited route bus service, feeder bus service, demand responsive service, paratransit, community bus service, intercounty service, and other services. Map M-6 shows the existing fixed public transit routes that serve the City of Hollywood.

Eleven (11) fixed bus routes provided by Broward County Transit transverse roadways within the City of Hollywood, as listed:

• Route 1: Runs from Aventura Mall to Broward Central Terminal via US 1/Federal Highway.
• Route 3: Runs from Century Village to Sheridan Street and US 1/Federal Highway via Taft Street.
• Route 4: Runs from Aventura Mall to Fort Lauderdale Airport Tri-Rail Station via SR A1A/Ocean Drive.
• Route 5: Runs from Century Village to Hallandale Beach Boulevard & N.E 14 Avenue via Pembroke Road.
• Route 6: Runs from County Line Road and Dixie Highway to Broward Central Terminal.
• Route 7: Runs from Pines Boulevard & US 27 to Young Circle via Pines Boulevard and Hollywood Boulevard.
• Route 9: Runs from Young Circle to Broward Central Terminal.
• Route 12: Runs from West Regional Terminal to North Beach Park.
• Route 15: Runs from County Line Rd and SW 52 Avenue to Fort Lauderdale Hollywood Airport Tri-Rail Station.
• Route 17: Runs from Washington Street and US 441/SR 7 to Sheridan Street Tri-Rail Park & Ride.
• Route 18: Runs from Golden Glades Park & Ride to Sandlefoot Cove Boulevard And US 441/SR 7 via US 441/SR 7.

Level of Service. A level of service analysis based on headways and hours operation is shown in table T-12. As shown, five (5) of the eleven bus routes within the City of Hollywood operate below a level of service “D”.

Table T-12 Bus Level of Service – Based on Headway

Fixed-route bus service. The Broward County Mass Transit Division operates Broward County Transit (BCT), a fixed-route bus system servicing nearly all of Broward County’s developable area. It provides service on a repetitive, fixed-schedule basis. Each fixed-route trip serves the same origins and designations. Currently, BCT operates 40 transit routes. Connections also are made to Miami-Dade County and

Palm Beach County and Tri-Rail Commuter Rail service (7 stations). Fixed-route transit service is provided seven days a week, although at reduced levels on Sundays and certain holidays. Routes operate from as early as 4:45 a.m. until 12:25 p.m. on weekdays and Saturday, and from 6:45 a.m. to 10:15 p.m. on Sundays.

The transit service coverage area is identified on Map M-6. The City of Hollywood is linked to Miami-Dade County through Route 1 that traverses Federal Highway. Fixed-route bus service to the Sheridan Street and Hollywood Boulevard Tri-Rail terminals is currently provided by Routes 12 and 7, respectively.

Transit route load factor is a capacity performance measure used in the Congestion Management System (CMS). A bus route with a load factor of one (1) is operating at capacity, meaning all seats are occupied. Table T-13 shows there are 24 out of the 40 transit routes which exceed the load factor of one (1) during peak hours.

Table T-13

Fixed Public Transit Routes Exceeding the Load Factor One in City of Hollywood

Source: Broward County Congestion Management System: Performance Evaluation and Monitoring, Broward County Transportation Planning Division, (2004)

The busiest BCT route with the highest number of boarding’s is Route 18, which travels on SR 7, which transverses the City of Hollywood. This route operates between Sandlefoot Cove Plaza in Boca Raton, Palm Beach County on the north, to a southern terminus at the Golden Glades Transit Hub in Miami-Dade County, with 15 minute headways during peak hours. The average daily ridership is more than 13,000 each weekday. Route 18 requires the use of 17 buses during peak hours.

Limited bus services. Limited bus services, which has faster operating speeds and serves a limited number of origins and destinations, provides a level of service comparable to the automobile, due to less stop along arterials. BCT instituted a limited stop service on SR 7 (US 441) called the “441 Breeze” in 2007. It has over 1,800 passengers boarding’s per weekday.

SFRTA/Tri-Rail Feeder bus services. Feeder bus service routes are defined as local transit service that picks up and delivers passengers to a rail transit terminal, express bus stop, transfer point, or terminal. The City of Hollywood will coordinate with the Broward County Mass Transit Division to develop feeder bus services for the Sheridan Street and Hollywood Boulevard Tri-Rail stations. The development of the Hollywood Boulevard Intermodal Station will be coordinated with this service to ensure feeder bus service is provided at the station. The Tri-Rail Double Track Corridor Improvement Program includes expansion of the Feeder Bus Service. Feeder bus services are currently provided to SFRTA/Tri-Rail stations in the City of Hollywood under a private contract and are identified in Table T-14.

Table T-14 SFRTA/Tri-Rail Feeder Bus Service

Source: Train Schedule and System Information, South Florida Regional Transportation Authority (SFRTA) 2006.

Demand responsive service. Broward County funds and administers the Transportation Options Program (TOPS), which provides door-to-door service, upon request, to residents who are disabled, transportation or economically disadvantaged, for several specific trip purposes. The program, introduced by Broward County Transit’s Paratransit Service in December 1996, gives consumers a choice of transportation service providers.

Presently, four (4) transportation entities provide demand responsive service: American Automobile Association (AAA); Area Agency on Aging in Pembroke Pines and Deerfield Beach; Handi-Van; and Village Car Service.

Community Bus services. Several municipalities provide community transit routes. The City of Hollywood currently does not offer municipal service routes.

c. Major public transit trip generators and attractors. Major public transit generators and attractors are concentrated areas of

intense land use or activity which produce or attract a significant number of local trip ends. Public transit generators are typified by residential land uses. Public transit attractors include commercial, industrial, office, commercial recreation, educational, institutional, and transportation land uses. Ideally, public transit should connect major transit generators to major transit attractors. The Year 2000 Major Public Transit Generators and Attractors major public transit generator and attractor TAZs are displayed in Map M-6b along with the location of the Local and Regional Activity Centers.

Broward County defines a major public transit generator as one of the top 5% (40) Traffic Analysis Zones (TAZs) with the highest population density. A major public transit attractor is one of the top 5% (40) TAZs with the highest employment density The major public transit generator and attractor TAZs for the City of Hollywood are displayed in Transportation Element Map M-15a, which reflects Year 2030 Major Public Transit Generators and Attractors.

d. High capacity transit corridors. Providing high-capacity transportation will ensure economic vitality as well as minimize the impact on the environment. Articulated buses and express transit service alternatives are critical to improving transit options. Other options include continuing to explore the feasibility of fixed guideway and high-performance systems such as Bus Rapid Transit. The premium transit corridors are shown in Table T-14. Several corridors within the City of Hollywood are enhanced on the Future Public Transit, shown on Map M-15. Map M-17 shows the Future Railway & Intermodal Facilities map for the City of Hollywood. The following table identifies future high-capacity premium transit enhancements along the following corridors:

e. Safety. Public transit safety addresses such issues as the safety certification process, transit fatalities and injuries, security surveillance at terminals and on buses, and hurricane evacuation.

Table T-15 Premium Transit Corridors Source: Broward County, Mass Transit Division, (2005).

Safety certification. BCT is in full compliance with the safety requirements mandated by the System Safety Program Plan (SSPP).

Hurricane evacuation. BCT continues to provide bus service to the Coastal High Hazard Area.

In the event of a hurricane, BCT buses are called upon to assist in the evacuation of residents who are unable to make other arrangements for transportation to designated shelters. Transportation for residents with Special Needs will be coordinated through Broward County’s Elderly Services Office and BCT’s Paratransit (TOPS). Hollywood residents located east of US-1 are included in Plan A or Plan B evacuation areas and are eligible for these services. However, there are no designated shelters located in the City of Hollywood.

3. Bicycle network. The bicycle network includes bicycle facilities and services designed to enable and encourage the use of bicycles for recreational and utilitarian purposes. Recreational trips include travel for leisure, enjoyment, or pleasure and utilitarian trips include travel for work or errands. The City of Hollywood coordinates with Broward County on these efforts.

   a. Bicycle facilities. Bicycle facilities include bikeways, bicycle parking racks and lockers, bicycle transport racks, shower facilities, and the velodrome.

   Bikeways. A bikeway is any road, path or way which is open to bicycle travel and from which motor vehicles are excluded. Bikeways may be located within a roadway right-of-way, but are usually within an independent right-of-way. Bikeways are further defined as bike paths (off road), bicycle lanes, and wide curb lanes (on-road). The locations of bikeways in the City of Hollywood are displayed on Map M-7.

City of Hollywood Transportation Element T-20 January 2008

The City of Hollywood Bicycle Suitability Map M-7 displays bikeways and designates traffic interaction ratings, but does not designate routes. It was determined the suitability map is more advantageous than a route map because the user may choose a course of travel based upon ability and confidence.

4. Pedestrian Network. The pedestrian network consists of facilities including significant pedestrianways, sidewalks, crosswalks, walkways, access facilities, and amenities.

The City of Hollywood’s Broadwalk is considered to be a locally significant pedestrianway. The Hollywood Broadwalk stretches approximately 2.25 miles from Jasmine Terrace to Lee Street. Pedestrians and in-line skaters use the Broadwalk. Bicycles are restricted to a designated lane. The City of Hollywood will coordinate with Broward County through the Greenways Plan to ensure the development of a safe and interconnected pedestrianways network.

Broward County indicates several future pedestrian friendly enhancement projects in the City of Hollywood within the Broward County 2030 Cost Feasible Pedestrian Plan.

Sidewalks. The City of Hollywood embarked upon a short term and long term sidewalk program. The short term was known as Safety First!. These programs were integrated into the City of Hollywood's Capital Improvement Plan.

The City of Hollywood coordinates with the Broward County Transportation Planning Division. They are involved in the development of the short-term and long-term Pedestrian Facilities Plans and performs other functions. The 2006 Broward County Sidewalk Conditions and Transit Infrastructure Inventory is an ongoing program to assemble a countywide GIS database to identify deficiencies in the transportation network for these modes. Improvements will be consistent with the Multimodal Long Range Transportation Plan, and the County Commission’s initiative to enhance livability, particularly through improved facilities to support alternative transportation.

5. Waterway Network. Prior to 1896, when the Florida East Coast Railway was constructed through Broward County, Broward County was accessible primarily through its navigable waterways. Until 1928, when Port Everglades was created by opening Lake Mabel to the Atlantic Ocean, there was no dependable anchorage for large ships. Today, Port Everglades is accessible by the world's largest ships, while Broward County's other navigable waterways allow navigation by commercial and recreational boats.

Waterway facilities include those Broward County water bodies navigable from the Atlantic Ocean, and water-dependent transportation facilities, such as ports, marinas and boat ramps. Waterway services are those that serve navigation, such as passenger and freight services.

a. Navigable water features. The Broward County Waterway Chart (1996) shows Broward County’s navigable water bodies are the Atlantic Ocean, the Intracoastal Waterway, the New River and its tributaries, the Dania Cut-off Canal, the Middle River and its tributaries, and the Pompano Canal. These canals and others were dredged to drain land for development, but also serve as transport waterways for pleasure craft, water taxies, and other vessels. For purposes of this subsection, water features are divided into two (2) categories: the Intracoastal Waterway and Other Navigable Waters.

Intracoastal Waterway. The Atlantic Intracoastal Waterway (ICW) is Broward County’s primary navigable water body, extending from the Palm Beach County line to the Miami-Dade County line, a distance of approximately 24.5 miles. The ICW has an average depth of 10 feet at mean low water (MLW).

The U.S. Army Corps of Engineers (COE) has jurisdiction over the ICW. The COE regulates the setback of structures, such as piers and docks, along the ICW. The current regulations prevent the construction, reconstruction and substantial rehabilitation of structures which extend farther than 100 feet from the bank of the main channel. The regulations provide for an exemption from this requirement where the ICW is too narrow to meet the 100 foot criteria. In those cases, the exemption allows a dock to reach 25 feet from the bank of the ICW.

For that portion of the ICW within the Port Jurisdictional Area (PJA), the Port Everglades Department has an agreement with the COE to maintain a 42 feet project depth and an average width of 125 feet. The average change in depth attributable to the tidal shift is three (3) feet.

b. Water-dependent transportation facilities. Water-dependent transportation facilities are those that can only be carried out on, in, or adjacent to water areas because the facility requires access to the water body for waterborne transportation including seaports, marinas, and marine recreational facilities.

Seaports. Broward County has two (2) seaports: Port Everglades and Port Dania. Port Everglades is Florida’s leading international cruise ship port, has Florida’s largest operating Foreign Trade Zone, has the nation’s second largest petroleum tank farm, the nation’s third largest bulk cement port, is very active in container cargo traffic, and is reportedly one of the nation’s busiest coffee ports.

Port Everglades is Broward County’s major water dependent transportation facility. It is the deepest Atlantic seaport south of Norfolk, Virginia. Project water depths in the channel range from 45 feet MLW at the east end near the ocean to 42 feet MLW at the west end. Water depths at the berths vary from 31 feet to 42 feet MLW. The mean tidal range at the entrance is 2.5 feet with a spring tidal range of 3.0 feet. The depth allows the Port to accommodate all ships except for the “Nimitz” Class aircraft carriers.

Port Everglades also has one of the shortest, straightest entrance channels along the East Coast. The distance from the ocean entrance channel to the Port’s main turning basin is approximately 1.2 nautical miles, which allows ships to dock within one hour from the sea ocean buoy. The entrance channel is 500 feet at its seaward end narrowing to 450 feet wide at the west end.

Port Everglades’ jurisdiction encompasses a total of 2,190 acres (887 hectares) which includes 1,742 acres of upland and 448 acres of submerged land. Upland acreage falls within the following municipalities:

• 1,242 acres or 71.3% of Port Everglades is located within the City of Hollywood.
• 232 acres or 13.3% is located within the City of Fort Lauderdale.
• 234 acres or 13.4% is located within the City of Dania.
• 34 acres or 2% is located within unincorporated Broward County.

Port Everglades is divided into three (3) areas: Northport, Midport, and Southport. This section presents only a summary of the port facilities. A more detailed description of Port Everglades and its facilities is included in the Coastal Management Element’s Deepwater Port Component (CME/DPC).

The CME/DPC’s Existing Railway & Intermodal Facilities Map Series depicts all transportation facilities located within the PJA, including the location of all piers and berths, buildings, passenger and cargo terminals, roadways, and other related facilities. Table T-16 summarizes the extent of the Port facilities.

Port Everglades’ rail connections facilitate the intermodal transfer of freight. The Existing Public Transit, Railway & Intermodal Facilities Map Series shows the location of the Port’s rail facilities. The internal Port Everglades Railroad system is owned by the Port, but operated by the Florida East Coast (FEC) Railroad. Rail service accesses Port Everglades along Eller Drive and then branches to several spurs just west of SE 14th Street. Cargo rail service is provided to Slips 1, 2 and 3, along Eller Drive, and along Spangler Boulevard.

Uncongested internal roadways facilitates the intermodal transfer of freight and passengers. The Existing Railway & Intermodal Facilities Map Series identifies the internal roadways and ingress and egress points to Port Everglades: Eller Drive, Spangler Boulevard and Eisenhower Boulevard.

Table T-17 identifies the internal road characteristics. The LOS C is consistent throughout the Port. This element provides for the Port Everglades Department to continue to maintain and improve the access and internal roadways network within the Port Jurisdictional Area. The City of Hollywood will request the Port Everglades Department to review any development or redevelopment proposals that are filed with the City of Hollywood to ensure that this is accomplished.

Table T-16

Port Everglades Facilities

Source: Port Everglades Master Plan, Port Everglades Department.

Table T-17 Port Everglades Internal Roadway Characteristics

Notes: Capacities and Levels of Service are based upon Florida’s Level of Service Standards and Guidelines Manual for Planning. 2LU ‘ 2 lane undivided. 4LD ‘ 4 lane divided.

Eller Drive serves as the eastern terminus of I-595 and is presently a 4-lane roadway which narrows to a 2-lane roadway between McIntosh Road and SE 19th Avenue. Eller Drive has become a major access point to the Port for commercial traffic since the completion of the Southport Container Facility and I-595. Access to the petroleum storage areas is provided by Eller Drive at SE 14th Avenue.

Spangler Drive provides access to the PJA from the SIS/FIHS, via US 1 to I-595 and SR 84 to I-95, and serves the Port's petroleum storage terminals, the Broward County Convention Center, the Northport passenger terminals, and the Midport cargo terminals.

Eisenhower Boulevard, at 17th Street Causeway, is the primary entranceway to Northport and provides access to the Broward County Convention Center, Northport Festival Marketplace, the 2,500-car Northport Parking Garage, and the proposed 500-bed Convention Center Hotel.

The City of Hollywood’s jurisdiction primarily covers Midport and Southport.

c. Water-related transportation services. Water related transportation services are provided by private businesses operating through Port Everglades, including containerized cargo, petroleum, bulk cargo (cement, gypsum, and scrap metal), neobulk cargo (lumber, steel, and secondary fiber), and passenger cruises. Port Everglades' containerized cargo tonnage has increased 25.7 percent over the past 10 years. With 5 million tons of containerized cargo in Fiscal Year 2005, Port Everglades is the 12th busiest container port in the nation,

according to the Port Import Export Reporting Service (PIERS) published by Commonwealth Business Media Inc. Port Everglades is the port of choice for more than 30 shipping lines thanks to its commitment to convenient, cost-effective transport and safe storage of containerized cargo. Port Everglades is ideal for moving products such as fruit, vegetables, automobiles and apparel to and from Central America, the Caribbean, South America and even the Far East.

At the end of 2005, containerized cargo throughput had increased by 18 percent. More than 2,235 vessels are moving nearly 25 million tons of cargo including containerized cargo, break bulk, dry bulk and petroleum products through Port Everglades. As the 12th busiest container port in the country, Port Everglades offers a full range of facilities and services for the cargo shipping industry.

The Port is rapidly expanding to meet the changing needs of its clients. For example, Port Everglades has nearly completed a multi-million dollar capital improvement program, adding a permanent container X-ray screening area and expanding container yards in Southport. In addition, the Port has slated 97 acres for future development of containers/trailers, warehousing and an Intermodal Container Transfer Facility. The Port's current facilities and planned expansions focus on transferring and storing all that waterborne commerce as smoothly and efficiently as possible.

Current Cargo facilities include:

• 324 acres of open yard storage space in Midport and Southport
• 200 petroleum storage tanks
• 300,000 square feet/27,800 square meters of transit warehouse space
• 1.6 million cubic feet of refrigerated storage
• 400 reefer outlets

Public bus service to the PJA is provided by Broward County Transit (BCT) via Bus Route 40 along the SE 17th Street Causeway, with a stop located at the intersection of SE 17th Street and Eisenhower Boulevard. Port Everglades can, therefore, be accessed through transfers from anywhere the BCT bus routes operate. However, BCT does not presently operate bus routes within the PJA. Casa del Marino Seafarer's House, a private charitable agency located within the PJA, provides free shuttle service for ship employees. The City shall examine future transit connections to and from the Port.

d. Safety. Pleasure boating is growing in popularity every year. The U.S. Coast Guard estimated the total number of recreational boats in 1961 at 5.85 million. This number has grown to a current estimate of more than 20 million pleasure boats.

As more and more boats continue to cruise Broward County’s
navigable waterways for recreation and commerce, safe boating
becomes increasingly important to prevent crashes, injury and death.
The U.S. Coast Guard national statistics show that there are
approximately 7,000 boating crashes reported each year, which results
in over 700 fatalities and over $20 million in property damage. Florida
currently leads the nation in boating crashes, injuries and fatalities.
Some of the major causes of boat accidents include drunk driving,
excessive speeds, and congested waterways.

The Florida Marine Patrol and the Florida Game and Fresh Water Fish
Commission are empowered to make sure that the operators of the
motorized vessels currently registered in Florida obey all the laws that
keep the waterways safe.

The safety of Broward County’s waterways and Port Everglades is
addressed in their policies. The broad based Policy addresses
waterway safety by limiting boat speeds, maintaining County-owned
boat ramps, assessing the manatee protection plan, and implementing
the flotilla plan in the event of a hurricane. Port Everglades safety is
addressed through such actions as channel dredging, adequate
roadways, coordinating Port improvements with the Airport and with
municipal issued development permits and orders, and protecting the
Port from incompatible land uses.

During a hurricane, the proper movement and storage of boats is vital.
A “flotilla” plan has been established and implemented for such an
occasion. The policy calls for the Broward County Emergency
Management Division to continue to implement this plan.

The City of Hollywood coordinates with the Port Everglades
Department on the issuance of building permits and development
orders on Port improvements within the City of Hollywood limits of the
Port Everglades Development District. This ensures that safety
concerns are adequately addressed.

6. Airports and related facilities and services. Airports are an integral part of the County’s multi-modal transportation network. They provide access to local, state, national and international markets, and generate economic activity. Civil aviation activities can be subdivided into passenger air carrier, air cargo, and general aviation facilities. Broward County has advised that this

portion of the element will be finalized when FLL and Port Everglades Master Plans are completed. Phase 1 of the FLL Master Plan was completed in January 2006 and Phase 2 is currently being done.

a. Airports and related facilities. Broward County owns, operates, and has jurisdiction over the Fort Lauderdale-Hollywood International Airport (FLL). FLL is located to the west of Port Everglades adjacent to the City of Hollywood’s northern limits.

Fort Lauderdale-Hollywood International Airport. FLL is a regional facility that serves international and domestic air carriers, and attracts passengers from Broward, north Miami-Dade and south/central Palm Beach counties. Broward County owns and operates the airport. It occupies a site of 1,718 acres in the southeastern part of the county, located south of I-595, some two miles west of the coastline. The airport’s land is primarily in unincorporated Broward County. The airport is accessible by roadway (from I-95 and I-595, Griffin Road and US Route 1), by Tri-Rail and by a Broward County BCT bus route.

Airfield. The FLL airfield consists of three active runways and supporting taxiways and taxilanes, described in Table T-18. The primary air carrier runway, cross wind runway and supporting taxiways are designed to accommodate air carrier aircraft, whereas the south runway is a utility runway, designed for use by General Aviation and Commuter aircraft.

Source: Broward County Aviation Department, 2006.

Terminals and gates. The existing terminal complex includes four (4) terminal building units, with six (6) concourses, divided into enplaning and deplaning levels. The terminals provide facilities to accommodate passengers and their baggage, including ticket counters, passenger waiting areas, baggage claim, baggage handling, concessions, customs and immigration, as well as airline operations space. Table T-19 shows floor space by square foot and gates in each terminal.

Table T-19 Existing Terminal Complex at Fort Lauderdale-Hollywood International Airport

Source: Broward County Aviation Department, 2006.

In addition, commuter aircraft parking positions are located on the ramp east of Terminal 3. A 190,000 square foot hardstand, east of Concourse F, was completed in 1998 to provide temporary capacity for five aircraft parking positions, until new terminal facilities are completed.

Parking. A parking garage complex provides 12,000 spaces connected to the terminal buildings. Additional spaces are provided in grade level parking. Free shuttle bus services connect these lots to the terminals. Valet parking service is also available.

Circulation. The Terminal Complex encompasses separated one-way ramps leading to and from US1 and ramps from I-595. Entrance and exit provisions include two-lane routes designed to accommodate both northbound and southbound traffic. The inbound and outbound ramps are four lanes wide and are connected to a three-lane roadway serving the entire terminal area. This terminal access road leads to individual terminal curb-fronts and public parking facilities. In addition, Perimeter Road, a two-lane private road, circles the airport to provide traffic circulation for airport tenants outside of the terminal areas.

Air Cargo. Existing facilities for air cargo activities cover 33.5 acres including buildings for air freight operations and warehousing. The two existing air cargo buildings, which total 27,750 square feet, are being replaced with a new 35,000 square foot structure.

Airport Support. The operation of the airport is dependent on a number of services that can be classified as airport/airline support services; these include: navigation facilities, airfield maintenance areas, fuel farm, flight kitchens, employee parking rental car services, airfield rescue and fire fighting station, hangars and maintenance facilities. At FLL, some 94.5 acres are devoted to airport/airline support uses.

City of Hollywood ⬥ Transportation Element T-30 January 2008

Other General Aviation facilities. Table T-20 displays other general aviation facilities located within the City of Hollywood, which may including heliports, helistops, and private airfields.

Table T-20 General Aviation Facilities (not located at airports), Broward County

Source: Florida Department of Transportation records, 2006.

b. Airport services. These include passenger air carrier services, air cargo services, and general aviation services.

Passenger Air Carrier Services. FLL is considered an origin/destination airport and is classified as a medium hub airport by the Federal Aviation Administration (FAA). Origin/destination passengers are those who begin or end their air trips at FLL, rather than taking round trip flights. In 2005, over 22 million air passengers arrived at and departed from the FLL. In 2005, FLL was ranked 24th among North American airports, based on the number of passengers. Currently, twenty scheduled airlines, four commuter airlines and nine charter operators provide service at FLL. Non-stop passenger service is provided to Europe, Canada, Bahamas, and Caribbean destinations, as well as over 30 municipalities in the U.S.

FLL has experienced significant growth in recent years as shown by increases in aircraft operations and passenger enplanements.

c. Safety. A runway protection zone (RPZ, formerly called clear zone) is any area located at the end of a runway to enhance the protection of adjacent land uses. Broward County has acquired the majority of the land within the six RPZs at FLL, as well as land in the approach and transition zones for Runway 27L. Much of this land was previously in private ownership and had been developed for residential and commercial uses that were not compatible with airport operations.

Broward County Aviation Department conducts regular surveys for obstructions that affect the airspace in the approach surfaces at FLL, as defined by Federal Aviation Regulations (FAR) Part 77. The Department is active in trimming and removing potential vegetation obstructions. Fixed objects, such as buildings, light poles, and cellular towers are marked with obstruction lights as required by the FAA.

Broward County also has adopted an Airport Zoning Ordinance that provides for protection of airspace in unincorporated Broward County. Tall structures, such as cellular towers, buildings and cranes can penetrate the airspace surrounding an airport and affect the operations of the airport. This Ordinance enables the County to control tall structure construction in unincorporated areas that would impact aviation capacity around County-owned airports. Chapter 333 Florida Statutes governs airspace in municipalities where no airport zoning ordinance has been adopted. The policies incorporated herein addresses programs that will maintain and improve safety at FLL.

7. Railway network. The railway network facilities consist of railway lines, signals, and terminals. Railway network services are provided for freight and passenger movement. These facilities and services are discussed below.

a. Facilities. Map M-8 illustrates that Broward County has two (2) north-south railway corridors that extend into Miami-Dade and Palm Beach counties. The Florida East Coast (FEC) Railroad Company railway, which was constructed by Henry M. Flagler, began operations in Broward County in 1896. Currently, the FEC is used to transport freight, but not passengers. Throughout Broward County, the FEC railway corridor generally runs parallel to and east of Dixie Highway. The railway right-of-way corridor is approximately 100 feet wide throughout its length and is single-tracked. A 1.5 mile spur line serves Port Everglades and runs from the FEC north of Fort Lauderdale-Hollywood International Airport to the Port.

The signal system and main dispatching center is located in Saint Augustine. All 349 miles of main line is under centralized traffic control. On the main line there are 25 passing sidings, 16 hotbox detectors and five (5) remote-control drawbridges, which have sirens and scoreboardlike countdown displays to warn pleasure boaters when a bridge will close. An example of a bridge with such a device is the bridge over the New River, just west of Andrews Avenue. The south end of the FEC operates out of Hialeah Yard, in Miami-Dade County. The Fort Lauderdale yard originates or terminates or both, four (4) scheduled trains on an average day.

The FEC Railroad Company operates a trailer-on-flat-car (TOFC) and container-on-flat-car (COFC) rail facility, which is located at SW 33rd Street, west of Andrews Avenue.

Port Everglades is served by an internal railroad network which is owned by the Port and maintained by the FEC Railroad Company. Rail service accesses Port Everglades along Eller Drive and then branches to several spurs just west of SE 14th Street. Cargo rail service is provided to Slips 1, 2 and 3, along Eller Drive, and along Spangler Boulevard.

The State of Florida, through the FDOT, owns the South Florida Rail Corridor (SFRC), an 81 mile former CSX Transportation (CSXT) railway between Mangonia Park and Hialeah. Located parallel to and west of I-95, the SFRC right-of-way is approximately 100 feet wide throughout the County and is predominately single tracked. The SFRC is used to transport passengers and freight. Table T-21 shows the SFRC passenger terminals. A second track has been constructed from Pompano Beach at milepost (MP) 1003.53 to Broward Boulevard at milepost (MP) 1012.15 and construction continues to extend this second track throughout Broward County. SFRC maintenance and operations are accomplished through a contractual arrangement between CSXT and the FDOT. Broward County supports the double-tracking of the rail corridor through the policies incorporated herein, which addresses a convenient railway network.

Table T-21

SFRC Passenger Terminal and Parking Data

Source: Transit Development Plan, Update, Tri-County Commuter Rail Authority, 2005.

b. <u>Services.</u> The FEC Railroad Company, as its name implies, operates along Florida’s east coast, with its main line running from Jacksonville to Miami. The carrier’s 442 route miles are completely within the State and is the second largest railroad in Florida.

<u>FEC Railway.</u> The FEC railway presently carries only freight. Major commodities handled include nonmetallic minerals (primarily crushed stone and phosphate rock) and various commodities moved in containers and trailers. The FEC railway connects to the SFRC railway in Pompano Beach. Between 20 and 25 daily trains are operated on weekdays, mostly at night. On weekends, approximately 10 daylight trains are operated.

The City of Hollywood has agreed preliminarily to study the re-use of the FEC corridor, which runs along Dixie Highway/21st St., for passenger operations to spur redevelopment on adjacent properties. This study is being conducted under the auspices of the Florida Transit Feasibility Organization-East (FTFO-E). FTFO-E is a non-profit organization of South Florida transportation and urban planning professionals and researchers. The group is focused upon the potential for pubic transportation and redevelopment east of I-95.

South Florida Rail Corridor. The SFRC is served by four (4) entities: CSXT, Amtrak, Tri-Rail, and First American Railways, Inc. As many as 12 freight and 36 passenger trains (commuter and intercity) operate within the SFRC daily.

CSXT is a combination of the former Seaboard System and Chessie System. The CSXT operates approximately 19,000 route miles and serves 20 states, the District of Columbia and one Canadian province. As Florida’s largest railroad, it operates 1,752 route miles in Florida, covering virtually the entire State. In addition to the 1,621 miles it owns, it also operates over the SFRC and over the Georgia and Florida Railroad. Major Florida commodities handled are nonmetallic minerals (primarily crushed stone and phosphate rock), chemicals and allied products (primarily chemically treated phosphate rock), and coal.

Amtrak, which began operations in 1971, continues to provide conventional intercity rail passenger service from the Hollywood Boulevard station. Presently, four (4) distinct services are provided. Three (3) conventional Amtrak trains are operated daily in either direction between Florida and the Northeast (Silver Meteor, Silver Star, and Silver Palm). Additionally, a fourth conventional passenger train (Sunset Limited) operates on a tri-weekly basis between Sanford, Florida and Los Angeles, California.

In 1986, the Tri-County Commuter Rail Organization (Tri-Rail) was created by interlocal agreement to implement a commuter rail traversing Palm Beach, Broward, and Miami-Dade Counties. Originally, it was conceived as a temporary way to reduce traffic congestion along the I-95 corridor during the I-95 construction period. In 1989, the Florida Legislature created the Tri-County Commuter Rail Authority (TCRA) to provide railway service along the corridor. The TCRA Board is comprised of three (3) elected officials and four (4) citizen appointees from the three counties, one citizen appointee of the Governor, and an FDOT District Secretary.

On July 1, 2003, legislation passed by the Florida Senate and House of Representatives and signed by Governor Jeb Bush, transformed the Tri-County Commuter Rail Authority (Tri-Rail) into the South Florida Regional Transportation Authority (SFRTA.) The new Authority was created with a vision to provide greater mobility in South Florida, thereby improving the economic viability and quality of life of the community, region and state. The SFRTA's mission is to coordinate, develop and implement a viable regional transportation system in South Florida that endeavors to meet the desires and needs for the movement of people, goods and services. SFRTA operates a seventy-two (72) mile commuter rail system (Tri-Rail), as well as the shuttle bus system.

The SFRTA covers three Counties, Palm Beach, Broward and Miami-Dade, along the southeastern coast of Florida. The system consists of eighteen (18) stations between Mangonia Park north of West Palm Beach to Miami International airport in the south. There are two Tri-Rail stations located in the City of Hollywood at Sheridan Street and Hollywood Boulevard. The rail right-of-way lies immediately adjacent to I-95, in the City of Hollywood. The line, which was originally single track with extensive sidings, was recently double tracked under a Full Funding Grant Agreement (FFGA) from the Federal Transit Administration (FTA). The Double Track Corridor Improvement Program called for reconstruction along 72 miles of the South Florida Rail Corridor and a second mainline track parallel to the existing track. The program was subdivided into five segments.

SFRTA's service is provided by a fleet of 12 diesel-electric locomotives, 11 bi-level cab cars and 15 bi-level coaches. The standard train operates in a push-pull configuration, with a diesel locomotive on the south end, two coach cars and a cab car. Locomotive controls are located in the cab car allowing the locomotive to push the train in the northward direction. The average running speed is 39 miles per hour and station spacing ranges from 1.2 to 7.6 miles. The trains operate on a weekday clock-face schedule, meaning that trains arrive at a station at the same time each hour and some 20 and 30 minutes service between the hourly times. With the completion of the New River Bridge, Tri-Rail currently operates 50 trains on weekdays and 16 trains on weekends and holidays. Additional trains are occasionally provided for special events.

Operation of the trains and maintenance of the trains are accomplished by the SFRTA through a contracted services arrangement. Under the Operating and Management Agreement – Phase A between CSXT and FDOT, CSXT provides maintenance of the track, bridges, buildings, signal system and dispatches all trains using the line, including CSXT’s own freight trains and long distance Amtrak trains. Contracts with private vendors cover train station maintenance and security services. Ticket sales are provided by SFRTA employees as ticket agents and ticket vending machines which are maintained by SFRTA. SFRTA provides marketing, advertising and customer information services. The SFRTA’s administrative office is located at 800 N.W. 33rd Street, Suite 100, Pompano Beach, FL 33064.

Despite the construction on the SFRTA tracks, ridership has grown by over 25% in Broward County during the last five years. Table T-22 shows the five-year increase in boarding’s.

Table T-22 Growth in Boarding’s

Source: South Florida Regional Transportation Authority Transit Development Plan, FY 2006-2010, Table 1, South Florida Regional Transportation Authority, (2006).

c. Safety. Several high-profile rail-related incidences have brought rail safety to the forefront of public attention. The National Safety Council indicates rail passenger travel remains the safest means of surface transportation as evidenced by an accident-death rate of 0.04/100,000,000 passenger miles (33 times safer than travel by the automobile). Rail safety is primarily at issue when a roadway has an at-grade crossing with a railway. Strategies used to mitigate at-grade crossing incidences include enhancing crossing warning devices, closing unnecessary crossings, requiring all new crossings to be grade separated, and public education efforts.

The Federal Railroad Administration (FRA) has undertaken several national initiatives with the goal of reducing at-grade crossing crashes and fatalities by 50 percent by the year 2000. One of these initiatives is to reduce the number of at-grade crossings by 25 percent nationwide through grade separation or crossing closure.

Existing at-grade crossings are unavoidable in the densely populated SFRC because of the urban setting and prohibitive costs of grade separation. FDOT plans to provide maximum crossing protection in the corridor using four-quadrant gate systems or median separators. These two treatment types are designed to prevent vehicles from going around the crossing gates and intruding in the crossing area. The possibility of auto-train collisions should be drastically reduced with these precautions, thus allowing for increased train speeds through the corridor while reducing risk to passengers.

The implementation of a radio system to link event recorders at each signalized grade crossing and track control point with the CSXT Control Center in Jacksonville has been added to the Six-Year Plan. These links will facilitate a quicker response time for signal repairs in the event of a malfunction, which will enhance the critical operating capacity of the entire system, increase driver confidence in existing signal systems, and help to maximize the safety potential of the signal systems currently employed along the entire SFRC.

To address future crossings, FDOT now requires that all new SFRC crossings be grade separated. Outside of the SFRC, FDOT supports the federal initiative to reduce the number of at-grade crossings by opposing new crossings through the Florida Administrative Rule process. Further, FDOT, through its active participation in public awareness programs, strives to educate the motoring public of the dangers associated with rail-highway crossings.

FDOT also has initiated a Rail-Highway Crossing Corridor Safety Improvement Program to enhance crossing warning devices and to close unnecessary crossings on key rail corridors. Statewide, 230 crossings were targeted for improved warning devices and 68 crossings were identified for closure.

Broward County has little jurisdiction over railroad operations. However, policies support FDOT's implementation of various safety related programs, such as the expedited implementation of the enhanced crossing warning device program, the closure of unnecessary at-grade crossings, the requirement that new crossings be grade separated, and public education and awareness programs.

8. Intermodal terminals and access and connections to intermodal facilities. An intermodal facility is a facility designed to relate to two or more modes of transportation using single or closely related transportation facility and service. The FDOT's Corridor Management Procedure defines a intermodal facility as the provision of connections between different transportation modes, such as adequate highways to ports or bus feeder services to rail transit, individual modes working together to provide the user with the best choices of services. For purposes of the Transportation Element, intermodal facilities are categorized as either freight facilities or passenger facilities.

a. Facilities. Intermodal facilities includes intermodal facilities of state significance, terminals, connections, high-occupancy vehicle (HOV) lanes, and park-and-ride facilities.

Intermodal facilities of State significance. The FDOT has established an Intermodal System of Statewide Significance. Intermodal Facilities of Statewide Significance are eligible for the annual Florida Intermodal Program Development Program - Discretionary Funding in accordance with Section 341.053, Florida Statutes. Table T-23 identifies the intermodal facilities of state significance in Broward County by type and primary mode.

Table T-23 Intermodal Facilities of State Significance

Source: Broward County Planning Services Division, 2006.

Terminals. Freight intermodal terminals include TOFC (trailer on flat car) and COFC (container on flat car) facilities, bulk facilities, and team track facilities. Passenger intermodal facilities include the Tri-Rail and Amtrak terminals.

The Sheridan Street Terminal is the City of Hollywood’s only intermodal passenger terminal. It is served both by feeder bus service and fixed route bus service. The Sheridan Street passenger terminal is served by Route 12, which connects the West Regional Bus Terminal in the City of Plantation to Westlake Park, a regional County park located in the City of Hollywood. The primary traveled roadways on Route 12 are Sheridan Street, Davie Road extension, and University Drive.

The FEC Railroad Company operates a TOFC/COFC intermodal rail facility, which is located approximately 1.5 miles west of the Port Jurisdictional Area. This intermodal rail terminal facilitates the transfer of cargo containers and trailers between the rail network and the road (i.e., trailers hitched to truck) and waterway networks (i.e., container cargo and trailers are transferred by tractors between the FEC and Port Everglades’ cargo ships).

Another form of intermodal terminal used by the railroads is the bulk transfer facility. These facilities permit the transfer of bulk materials between railcars and trucks for those businesses which do not have direct rail service. There are 15 bulk transfer facilities located throughout Florida. Broward County's bulk transfer facility is located in the industrial area just south of the Broward Boulevard Tri-Rail station.

Intermodal passenger terminals in the City of Hollywood include two (2) of the seven (7) Tri-Rail stations. These are the Fort Lauderdale Airport and Sheridan Street Terminals.

The Fort Lauderdale Airport and Sheridan Street passenger terminals are served both by feeder bus service and fixed route bus service. The Fort Lauderdale Airport passenger terminal is served by Route 1, which travels along Federal Highway (US 1) and connects the Aventura Mall in Miami-Dade County to the Broward Central Bus Terminal.

Of the seven (7) Tri-Rail passenger terminals, only the Hollywood Boulevard terminal, located in the City of Hollywood, does not qualify as an intermodal facility. This is because neither feeder nor fixed bus routes directly service the passenger terminal; instead, service is provided through a bus stop on Hollywood Boulevard.

Connections. Connections refer to the access or link between transportation nodes, such as between an airport and a seaport. It is the efficiency and effectiveness of this linkage that determines the quality of intermodal transportation. The ease of interconnections between modes can have a significant impact upon the economy of a company, industry, state, region, and nation. The benefits of intermodal connections include lowered transportation costs, increased economic productivity and efficiency, reduced congestion, increased return from private and public infrastructure investments, improved mobility, and reduced energy consumption. Intermodal connections can include facilities, such as roadways, railways and waterways, or services, such as bus and taxi services. These facilities and services can be further classified as freight or passenger. This section addresses both connection facilities and connection services.

1. Connections facilities. This subsection focuses on the connections to and from the County's major transportation hubs, that is, Port Everglades and Fort Lauderdale- Hollywood International Airport. The connections addressed include the roadway, railway, and waterway network.

Port Everglades has four connections to the roadway network. The primary connection is I-595, which terminates at the PJA and connects with Eller Drive, a local 2-lane internal roadway.

The intersections of Spangler Drive at US 1 and Eisenhower Boulevard at the SE 17th Street Causeway provide additional connections to the roadway network. The final connection is via an exit along the northbound lane of US1, just south of the US1/I-595 interchange. These roadways provide Port Everglades with intermodal connections for both freight and passengers.

Port Everglades is connected to the railway network through a 1.5 mile FEC Railroad Company spur line that runs from the Port and along the north side of the Fort Lauderdale-Hollywood International Airport to Parsec's TOFC and COFC intermodal rail facility. This spur line, however, provides connection only for freight.

Port Everglades’s connection to the waterway is through the ocean entrance channel. The distance from the ocean entrance of the channel to the main turning basin is approximately 1.2 nautical miles, which allows ships to dock within a one hour travel time from the ocean.

Port Everglades’s freight terminals are available at Northport, Midport, and Southport. The Northport freight terminal serves break bulk cargo. Midport contains the Port’s liquid bulk (petroleum), dry bulk (cement), break bulk, and container terminals. The Midport container terminal is served by two container cranes: a Kon Oy gantry crane with a rated capacity of 30 long tons, and a Paceco gantry crane with a 50 ton capacity. Southport is Port Everglades primary container terminal. It is served by three (3) Samsung post-Panamax, 40-long ton, low-profile shuttle boom cranes and three (3) berth Ro/Ro terminals. Berth 33A serves both Ro/Ro and Lo/Lo cargo.

Port Everglades’s passenger terminals are available at Northport and Midport. The Northport passenger terminal serves two daily cruise lines, Discovery and Seascape, and one multi-day cruise line, Princess. Midport provides cruise ship terminals for weekly cruise lines.

The Fort Lauderdale-Hollywood International Airport has four connections to the roadway network. Those connections are discussed under airports and related facilities and services.

The Fort Lauderdale-Hollywood International Airport has no connection facilities to the waterways or Port Everglades. A Major Investment Study (MIS) funded by FDOT is currently underway to develop alternatives for an intermodal passenger connection between the Fort Lauderdale-Hollywood

International Airport and Port Everglades. Five major alternatives are being considered: 1) Transportation system management, including universal bag handling; 2) Roadway improvement including egress and ingress modifications between Eller Drive and US 1; 3) Terminal improvements both at the Airport and Port Everglades; 4) Busway operating as a shuttle service; and 5) Automated people mover.

2. Connection services. Port Everglades’ connection service includes tractors that transfer cargo containers and trailers from the Port to Parsec’s TOFC/COFC intermodal freight facility.

The Fort Lauderdale-Hollywood International Airport is connected to the Tri-Rail Airport passenger terminal through a shuttle service and to Port Everglades through private buses provided by cruise lines to transport cruise passengers between the Airport and Port Everglades.

3. High occupancy vehicle (HOV) facilities. HOV facilities are designated for exclusive use by specified HOV vehicles (minimum 2 passengers per vehicle) and all other vehicles are expressly prohibited. The purposes of HOV lanes are to make the most of person-moving capabilities along a corridor and to provide sufficient capacity to meet future transportation demands. One way this can be accomplished is by increasing the occupancy of the vehicles traveling on the corridor. Preferential treatment for high occupancy vehicles (HOVs) is intended to encourage the driving public to change from low to high occupancy vehicles. These high occupancy vehicles include buses, vanpools, carpools, and special vehicles for the handicapped. Multimodal interchange facilities, such as park-and-ride or ride-sharing lots, will also facilitate this mode shift.

The City of Hollywood’s HOV lanes extend approximately from the Pembroke Road Interchange to Stirling Road on I-95. Presently, the restricted hours for the HOV lanes are from 7:00 a.m. to 9:00 a.m. and from 4:00 p.m. to 6:00 p.m., Monday thru Friday.

4. Park-and-ride lots. As its name implies, a park-and-ride facility provides parking spaces for motorists in the middle of their journey. The motorists ride public transportation or carpool to work from the park-and-ride facility. Park-and-ride facilities have been built to encourage carpooling and the use of express bus service.

The park-and-ride lot located at Sheridan Street and I-95 has a capacity of 794 spaces. It has been used mostly by Tri-Rail

riders rather than by the originally conceived users, the carpoolers.

5. Intermodal services. Intermodal services include passenger and cargo services.

6. Safety. A safety issue has been raised with the use of HOV facilities. Many single-occupancy drivers are illegally using the HOV lanes during the rush or peak hours. When a law enforcement officer is spotted, the illegal HOV user begins to merge into a non-HOV lane, and on occasion, causes an accident. No data is available, however, on the extent of this problem. The City of Hollywood will coordinate with Broward County on this issue. Currently FDOT is developing the I-95 “Hot Lanes Project”

B. Transportation level of service (LOS) standards. The City of Hollywood utilizes the Broward County Transit Oriented Concurrency for state and county funded facilities and the Concurrency Management System (CMS) implemented by the Broward County Development Management Division for city maintained roadways. The City of Hollywood will follow by reference Broward County’s Transit Oriented Concurrency. Broward County has ten concurrency Districts. According to the County a Transit Oriented Concurrency District shall be a compact geographic area within an existing network of roads where multiple, viable alternative travel paths or modes available for common trips. An area wide level of service standard shall be established for each such District, for the purpose of issuing development orders and permits, based on the quality of transit services.

The following subsection will also explain LOS standards identified in Chapter 14-94 F.A.C. for SIS, FIHS and TRIP funded facilities.

The City of Hollywood falls within three Concurrency Districts the Majority of which falls within the Southeast District. A small portion falls within the South Central District and the Airport/Port is its own district. Map M-6A shows the district boundaries.

Port/Airport District - This District, comprised of Port Everglades and the Ft. Lauderdale /Hollywood International Airport, was separated out from adjacent areas due to (1) the distinctive land uses inside the District; (2) the high degree of public property within the District; and (3) the likely unique nature of transportation measures to be implemented within the District. It was felt that properties outside of this District should not be assessed for transit improvements which would primarily benefit the Port and/or Airport. Transit-related strategies being studied in this District include: express and/or

premium bus service; shuttle service from Tri-Rail; off-site parking with shuttle service for employees (already existing at the Airport); and direct service between the Port and Airport for cargo and/or passengers.

Southeast District - The boundary of this District is the Atlantic Ocean to the east, the County line to the south, the Turnpike to the west, and I-595 and the Airport/Seaport to the north. The western boundary was the subject of some debate, because it splits small portions of several municipalities away from the balance (Miramar, Hollywood and Davie). It was maintained, however, due to several factors: (1) the Turnpike serves as a physical barrier, influencing both land use and travel patterns; (2) the MPO has designated State Road 7 as a future major transit corridor connecting to Miami-Dade County, and therefore State Road 7 should not be a boundary; and there is no other reasonable boundary that would avoid splitting several municipalities.

The major transportation corridor within this District is Interstate 95 and the adjacent Tri-Rail line. Heavily used transit corridors include U.S. 1 and State Road 7. Although transit coverage in the District is 78%, half of the mainline routes have headways exceeding thirty minutes. The District has a low level of community bus service, compared to other areas of the County. Among planners in the District, priorities for transit enhancement included increased coverage, increased frequency, improving the quality of bus stops, and decreasing the travel time on buses.

South Central District - The boundary of this District is the Turnpike to the east; the County line to the south; and I-595 to the north. On the west the boundary was drawn based on the desires of the affected municipalities, as to which areas would participate in Transit Oriented Concurrency and which areas would remain with Standard Concurrency. The western boundary of the South Central District runs on Nob Hill Road, from I-595 to Griffin Road; goes west on Griffin Road to Flamingo Road; runs south on Flamingo Road to Sheridan Street; goes west on Sheridan Street to I-75, then runs south on I-75 to the County line. North of Sheridan Street, this boundary generally separates areas of medium density and low density. South of Sheridan Street, it generally separates areas fully developed from areas still under development.

There is not one dominant transportation corridor within this District. Many of the bus routes nearly average 35 passengers per hour. Of the nine mainline routes that currently serve the District, only three have a weekday service frequency of 30 minutes or better. Therefore, the coverage area of 63%, including several community bus routes, may be misleading.

Planned roadway improvements and other services and programs such as, transportation system management (TSM), transportation demand management (TDM) strategies, and incentives to use public transit (such as parking policies and provision of intermodal transfers), accomplish mobility within and through each concurrency management area.

For the purpose of issuing development orders and permits within Broward County transit oriented concurrency districts, the transportation LOS standards were developed to achieve and maintain the following goals by FY 2009:

<u>Port/Airport District</u>

• Establish at least one additional community bus route.

<u>South Central District</u>

• Achieve headways of 30 minutes or less on 60% of routes.
• Establish at least one neighborhood transit center.
• Establish at least one additional community bus route.
• Expand coverage area to 48 percent.

1. For facilities within the Florida Intrastate Highway System (FIHS), the LOS standard shall be as established by FDOT under Rule 14.94003.

The LOS standards described below by incorporating these by reference into the Transportation Element Objectives and Policies.

1. Local 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.

   a. <u>Florida Intrastate Highway System/SIS and Trip Funded Facilities.</u> Rule 9J-5.0055(2)(c), FAC, requires local governments to adopt the LOS standards established by the Florida Department of Transportation by rule 14.94003 for facilities on the Florida Intrastate Highway System (FIHS).

Pursuant to Rule 14-94.003 for Statewide Minimum Level of Service Standards, (1) The Statewide Minimum LOS Standards are as follows:

Table T-24a

Statewide Minimum Level of Service Standards

Level of service standards inside of parentheses apply to general use lanes only when exclusive through lanes exist.

1. For rural two-lane facilities, the standard is C.
2. Means the Department must be consulted as provided by Section 163.3180(5), (7), or (15), Florida Statutes, regarding level of service standards set on SIS or TRIP facilities impacted by TCMAs, MMTDs, or TCEAs respectively.
3. Means the level of service standards for non TRIP facilities may be set by local governments in accordance with Rule 9J-5.0055, F.A.C.
4. It is recognized that certain roadways (i.e., constrained roadways) will not be expanded by the addition of through lanes for physical, environmental, or policy reasons. In such instances, a variance to the level of service may be sought pursuant to Section 120.542, Florida Statutes. NOTE: Level of service letter designations are defined in the Department’s 2002 Quality/Level of Service Handbook.

(2) Specific assumptions and restrictions that apply to these minimum LOS standards are: (a) The minimum LOS standards represent the lowest acceptable operating conditions in the peak hour. (b) Definitions and measurement criteria used for the minimum LOS standards can be found in the Transportation Research Board’s Highway Capacity Manual Special Report 2000. (c) When calculating or evaluating level of service pursuant to this rule, all calculations and evaluations shall be based on the methodology contained in Transportation Research Board’s Highway Capacity Manual Special Report 2000, the Department’s 2002 Quality/Level of Service Handbook, or a methodology determined by the Department to be of comparable reliability. Any methodology superseded by the Highway Capacity Manual 2000, such as a methodology based on the 1997 Highway Capacity Manual or Circular 212, shall not be used. (3) Minimum LOS Standards for SIS Connectors and TRIP Funded Facilities are: (a) Minimum LOS Standards for SIS Highways.

1. Limited access SIS highways shall adhere to the limited access FIHS LOS standards.
2. Controlled access SIS highways shall adhere to the controlled access FIHS LOS standards.
3. These standards shall apply regardless whether the facility is FIHS, SHS, or under other jurisdiction. (b) Minimum LOS Standards for SIS Connectors. The minimum LOS standard for SIS connectors shall be LOS D. (c) Minimum LOS Standards for Regionally Significant Roadways Funded by the TRIP.
4. Regionally significant roadways utilizing TRIP funding shall adhere to the Other State Roads Standards in Chapter 14-94, F.A.C.
5. These LOS standards apply to the TRIP funded portions of the roadway facilities extending to their logical termini for LOS analysis.

Specific Authority 163.3180(10), 334.044(2) FS. Law Implemented 163.3180(10), 163.3184(4), 334.03, 334.044(10)(a), (12), (19), 339.155(2), 339.2819, 339.61-.64 FS. History–New 4-14-92, Amended 5-8-06.

Table T-24b provides the generalized two-way peak hour volumes for FIHS roadways. It is based on statewide minimum level of service standards for urbanized areas with population over 500,000.

Table T-24b Generalized Peak Hour Volumes Urban Principal Arterials (Limited Access)

Source: 2002 Quality/Level of Service Manual, State of Florida Department of Transportation, 2002.

b. Other non-local and non-municipal roadways. Rule 9J-5.0055(2)(c), FAC, requires local governments to adopt adequate LOS standards for local roads. The City of Hollywood utilizes the generalized two-way peak hour volumes for Florida’s Urbanized Areas at the LOS “D” standard adopted by Broward County in the 1997 Comprehensive Plan, Volume 4. as shown in Table T-25. 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 Hollywood will continue to use the LOS “D” standard as the roadway concurrency standard. The two-way peak hour LOS “D” standard volumes are calculated by multiplying the AADT volumes by the statewide average of 0.093. This average is also the Planning Analysis Hour Factor or K factor (K$_{100}$). According to the FDOT Level of Service Manual, it is “the 100th highest demand volume hour of the year for a roadway section” or “the ratio of the 100th highest volume hour of the year to the annual average daily traffic.” Broward County is using the two-way peak hour volumes instead of the directional peak hour volumes because the FDOT also uses two-way peak hour volumes.

Table T-25 Generalized Two-Way Peak Hour Volumes – Level of Service “D”

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

2. Public transit LOS standard. Unlike the roadway LOS standard, which measures vehicles, the public transit LOS standard measures accessibility to public transit. Accessibility is addressed through the concept of functional area coverage, which is defined as a 2 mile corridor surrounding a bus route, 3 mile in each direction. Under the 1989 Mass Transit Element, functional area coverage was measured on a daily basis. Consistent with state law, which requires use of the peak-hour, the public transit LOS standard is 70 percent functional area coverage for residences and employment. Policy 3.4.2 addresses transportation land use coordination - concurrency for public transit.

3. Level of Service Analysis. Several roadways identified in the Broward County Roadway and Capacity Analysis for 2005 and 2030 have identified several existing failing and projected failing segments, located in Appendix A. Tables T-26 and T-27 identify failing links for 2005 and 2030.

Table T-26 2005 Peak Hour Directional Level of Service – Failing Links

City of Hollywood [Diamond Logo] Transportation Element T-48 January 2008

Table T-27 2030 Peak Hour Directional Level of Service – Failing Links

City of Hollywood Transportation Element T-49 January 2008

Many projects are forecasted along some of the existing failing links in Broward County's 2030 Cost Feasible Highway Plan and/or the Broward County MPO Transportation Improvement Program (TIP) for FY 06/07-10/11 with capacity improvement projects, as shown in Table T-28a and T-28b.

Table T-28a

2030 Cost Feasible Highway Projects

Source: Broward County 2030 Long Range Transportation Plan Update, March 2005

Table T-28b

TIP 5-Year Funded Projects List – FY 06/07 – 10/11

Source: Broward County MP Transportation Improvement Program, FY06/07-10/11

C. Concurrency Management System. The Concurrency Management System (CMS) is implemented by the Development Management Division. The CMS provides a development order or permit shall be issued when a local roadway exceeds its adopted LOS standard.

D. Data and Analysis for Transit Oriented Concurrency.

Conditions to Satisfy Concurrency Requirements. All development permits in the City of Hollywood must satisfy Broward County Transportation requirements.

Transit Concurrency Assessment. The Transit Concurrency Assessment is 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 Transit Development Plan 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.

The assessment amount for each District is to be calculated using the following formula:

Assessment: Project Trip x Trip Length x District TDP Cost ÷ 1.31 ÷ 2. Generation Factor District TDP Trips

Waivers. The Broward County Commission may adopt land development regulations which provide for a waiver of the Transit Concurrency Assessment for affordable housing projects, and for applications by a government agency for the construction of public buildings which will directly serve the health and/or safety needs of the public, provided that all such waived Assessments are paid from a designated source.

Any local government may adopt land development regulations which provide for a waiver of the Transit 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 municipality, or by a source designated by the municipality.

Assessment Revenues. The revenues from the Transit Concurrency Assessments shall be used solely to fund the enhancements within the Transit Development Program 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 TDP.

Data & Analysis:

A. Roadway Level of Service

Data from the Broward County TRIPS model was obtained in September, 2002 regarding the volume-to-capacity ratio of all roadway segments in the model network. The data consisted of year 2000 p.m. peak hour traffic volumes (from counts), and peak hour capacities based on level of service D.

The resulting volume/capacity (v/c) data showed that a number of roadway segments in the City of Hollywood have an existing v/c exceeding 1.5, but except for one expressway segment and one ramp segment, these are all two lane roadways. These segments included portions of the following roads: Eisenhower Boulevard (in Port Everglades) and Johnson Street.

Looking at roadway segments within the City of Hollywood exceeding a v/c ratio of 1.3, and having more than two lanes, excluding expressways, resulted in the following short list:

• U.S. 1, south of Griffin Road

Using the same criteria, but with a v/c ratio of 1.25, resulted in no additional segments in the City of Hollywood. However, U.S. 1, north of Dania Beach Boulevard which is adjacent to the south side of the airport did show up.

Finally, reducing the v/c criteria to 1.20, resulted in the following additional segments:

• Hollywood Boulevard, east of I-95

E. Transportation and Population Characteristics. Rule 9J-5.019, FAC, requires the following:

1. Auto availability and vehicle occupancy rates. The 2000 U.S. Census identified automobile availability by tabulating the number of households with zero, one, two, and three or more vehicles. Table T-29 shows auto availability for Broward County and Florida. The U.S. Bureau of the Census, 2004 American

Community Survey, Table B25044, shows Broward County has an automobile availability rate of 1.6 automobiles per household. The Broward County’s Florida Standard Urban Transportation Model Structure (FSUTMS), Travel Forecast Estimate also reports that in 2000, the Broward County average daily vehicle occupancy rate is 1.35 persons per vehicle.

Table T-29

Vehicles Available for Occupied Housing Units (2004)

Source: U.S. Bureau of the Census, 2004 American Community Survey, Table B25044.

2. Transportation disadvantaged. Transportation disadvantaged persons are individuals who because of physical or mental disability, income status, or age are unable to transport themselves to or purchase transportation and are, therefore dependent upon others to obtain access to health care, employment, education, shopping, social activities, or other life-sustaining activities. This segment of the population includes persons age 65 or older, persons aged 14 or younger, and the seasonal population. Table T-30 presents the extent of such populations in Broward County.

Table T-30

Broward County Population Characteristics

Sources: 2004 (1) American Community Survey, Table B01001; (2) Planning Services Division; (3) 2004 American Community Survey, Table B19391.

3. Modal split. Modal split is the proportion of total person trips that use each of various specified modes of transportation. Table T-31 shows public transit modal split has increased from 1.2 percent in 2000 to 1.64 percent in 2005, an increase of 0.026 annually. Projecting the annual increase to the year 2030 would result in a 3.14 public transit modal split.

Table T-31

Estimated Public Transit Modal Split

2000 - 2005, and 2030

Source: Broward County Transportation Planning Division, Planning Services Division, and Mass Transit Division

The U.S. Bureau of the Census, 2004 American Community Survey, reports that trips to work by bicycle constitute only 0.5 percent (4,369 of 810,697) of the home-based work trips made in Broward County daily.

The City of Hollywood will encourage a greater modal split between automobile travel versus public transit, bicycle/pedestrian, etc. This will be accomplished by incorporating design standards and incentives in the Land Development Code to encourage developers to provide facilities that support these modes, e.g., bicycle locker, showers, improved transit shelters, etc.

F. Environmental Issues. The Florida Department of Environmental Protection (FDEP), Air Resource Management Division, Air Quality Index for years 2001-2003 show the number of maximum daily 8-hour ozone values within the designated air quality index category. The Air Quality Index reports daily air quality associated with health effects that might be of concern. It takes all the monitored pollutants and relates them to a single scale value to communicate air quality. The 2001-2003 air quality monitoring report indicates the Fort Lauderdale area had 1,074 “Good” days and 18 “Moderate”.

Table T-32 Broward County Air Quality Index (AQI) for Ozone Over the Preceding Three-Year Period (2001 - 2003)

The U.S. Environmental Protection Agency (EPA) previously designated Broward County as a moderate ozone non-attainment area. As of June 2005, the State of Florida was designated in by the National Air Quality Standards (NAAQS).

III. ANALYSIS REQUIREMENTS

Rule 9J-5.019(3), F.A.C. provides the Transportation Element (TE) be based upon the following analysis: land use and transportation system interaction; existing and projected transportation system level of service and system needs, including existing and projected intermodal needs; maintaining the adopted transportation level of service standards; consistency between the future land use and transportation elements, and consistency with other transportation plans; and promotion and support of public transportation system in designated public transportation corridors.

A. Land use and transportation system interactions. This section is intended to implement various Rule 9J-5, FAC, analysis requirements. Subsection 1 addresses growth trends and travel patterns associated with the transportation system (i.e., the roadway and public transit networks) and is intended to fulfill the requirements of 9J-5.019(3)(d), FAC. Subsection 2 focuses on the adequacy of the transportation system for evacuation consistent with the requirements of Rule 9J-5.019(3)(c), FAC. Subsection 3 looks at the availability of the transportation system to serve existing land uses as required by Rule 9J-5.019(3)(b), FAC. Subsection 4 addresses land use compatibility around airports consistent with Rule 9J-5.019(3)(d), FAC.

1. Growth trends and travel patterns. No single force has had a greater impact on the pattern of land development in American cities in this century than roadways (See, The Transportation/Land Use Connection, Moore and Thorsnes, 1994). Better roadways decreased the cost (both time and money) of transportation within and between urban areas.

City of Hollywood Transportation Element T-56 January 2008

Broward County’s historic growth and development are primarily linked to the construction of the Atlantic Intracoastal Waterway and Flagler’s railroad. These improvements allowed the movement of freight and passengers to and from Broward County. The subsequent construction of US 1 and then I-95 through Broward County provided it with roadway access and the construction of Fort Lauderdale International Airport provided access by air. These transportation facilities are all located within 4 miles of the coast.

The construction of the Central and South Florida Project, which provided drainage for much of Broward County’s western developable area, made it available for development. This area remained relatively undeveloped until three (3) transportation facilities were constructed in the early 1980's and 1990's: the Sawgrass Expressway, I-595 and I-75. The Sawgrass Expressway, which generally borders the Water Conservation Area levee, provided access to the westernmost portions of the municipalities of Parkland, Coral Springs, Tamarac and Sunrise. I-595, the major east-west expressway in south-central Broward County, provided ready access to the municipalities of Plantation and Davie. I-75, the westernmost expressway in southwest Broward County, provided easy access to the municipalities of Weston, Davie, Southwest Ranches, Pembroke Pines, and Miramar. Table T-33 documents the change in population for the selected municipalities from 1990 to 2004.

Table T-33

Broward County and Hollywood

Population Changes from 1980-2006

Sources: U.S. Bureau of the Census, South Florida Regional Planning Council, “A Regional Profile,” 1993.

Travel patterns can be documented through origin-destination studies. In December 1996, the Broward Travel Characteristics Study was completed for the FDOT. Table T-34 shows internal/external trip rates by purposes of home-based work (HBW), home-based shopping (HBS), home based-social recreation (HBR), home-based other (HBO), and non-home based (NHB).

Table T-34 Internal/External Trip Rate by Purposes

Source: Broward Travel Characteristics Study: Final Report, Table 11, Walter H. Keller, Inc. (Dec. 1996).

City of Hollywood 💎 Transportation Element T-58 January 2008

Table T-35 Internal/External Vehicle Trips

Source: Broward Travel Characteristics Study: Final Report, Table 12, Walter H. Keller, Inc. (Dec. 1996).

2. Availability of transportation facilities and services to serve existing land use. Availability, as used here, refers to the extent to which the transportation system provides access to serve existing land uses. Access to serve existing land uses requires an extensive network of connections. Roadways, public transit, bikeways, and pedestrianways are transportation modes that require an extensive network of connections in order to serve existing uses. Some transportation modes, such as waterways, railways and the recreational traffic network, have limited connections and do not serve the primary function of serving or providing access to existing land uses. Still other transportation modes, such as airports and related facilities and intermodal facilities, are in essence transportation hubs serving regions. Consequently, this section addresses availability of the roadway, public transit, bikeways, and pedestrianways networks to serve existing land use.

a. Roadway network. Availability of the roadway network to service existing land uses is primarily a function of the existing local roadway system. New development is assured access by the City of Hollywood Land Development Code which requires that development have adequate access to roadways.

Collector and arterial roadways, as a secondary or tertiary function, oftentimes provide access to existing land uses. This occurred prior to the implementation of access management standards. The City of Hollywood is now coordinating with the Florida Department of Transportation to ensure access management standards are incorporated into the Land Development Code for

state roadways. Where feasible, similar access management standards will be applied to the local roadway system.

b. Public transit network. Availability of public transit to service existing land uses is based on the functional area coverage of the existing fixed-route bus network. Functional area coverage is defined as a ½ mile corridor surrounding a bus route, ¼ mile in each direction. The ¼ mile radius is based upon studies showing a person would walk up to ¼ mile to access the public transit network. As stated earlier, Broward County employs functional area coverage as the public transit LOS standard. The City of Hollywood has 72.1% of its total land area of 20.4 out of 28.82 acres) within the ¼ mile fixed route transit buffer.

The Americans with Disabilities Act (ADA) requires that BCT, as an operator of a fixed-route bus system, offer complementary service to persons with disabilities who are unable to use the fixed-route system. A complementary paratransit service should operate at the level of service comparable to what is provided to persons without disabilities who use the fixed-route system. Since 1996, Broward County Transit has been in full compliance with the six (6) service criteria established by the ADA. BCT continues to meet or exceed service requirements mandated in the ADA legislation. Efforts to coordinate service delivery with Miami-Dade and Palm Beach Counties are ongoing in order to meet growing demand of inter-county trips.

c. Bikeways network. Availability of the bikeways network to serve existing land uses can be defined by the functional area coverage for utilitarian bicycle trips, which can be categorized as a two (2) mile radius from the point of trip origination. The two (2) mile radius was derived from a special tabulation of the 1990 Nationwide Personal Transportation Survey which found that 72 percent of the work trips by bicycle are two (2) miles or less; the comparable figure for shopping trips is 87 percent.

The availability of the bikeways network to serve existing land uses is limited. When the utilitarian bicycle functional area coverage is merged with public transit functional

area coverage, the availability of bicycles to serve existing land uses increases substantially. This link between the bicycle and public transit is possible because BCT and Tri-Rail provide bicycle storage racks on their vehicles.

Lack of appropriate bicycle facilities at terminals, however, has limited the connection between the bicycle and public transit. Placing bicycle lockers at Tri-Rail stations and BCT transfer points would increase security for parked bicycles, but requires administration over the locker rentals. Providing this service would eliminate two (2) major disincentives to riding a bicycle to a transit location: lack of parking and bicycle theft.

In addition to increasing security, when marked and located properly, bicycle lockers would increase the area serviced by a transit stop. Bicycle lockers at Tri-Rail stations would enable patrons, not serviced by the feeder buses, to store a bicycle for use after disembarking. Locating bicycle lockers at selected transit transfer stations or points, park-and-ride lots, and Tri-Rail stations could increase public transit’s appeal to patrons who may otherwise not use transit. By providing for the bicyclist, as well as the pedestrian, the geographic market service area for transit is enlarged.

The City of Hollywood will coordinate with BCT to provide bicycle lockers and other amenities at the Sheridan Street and Hollywood Tri-Rail Stations. The provision of bicycle lockers and showers will be incorporated into the design of the Hollywood Boulevard Intermodal Station.

While bicycle commuters reduce traffic congestion by a small number, one segment of the bicycling population, which significantly contributes to the reduction of the number of vehicles on the road daily, are children. For the majority of students, bicycling and walking are the only available type of independent transportation. Removing the barriers to bicycling for this segment of the cycling population has the potential for reducing peak hour traffic. If the children, riding bicycles to school, had to be driven additional cars would be added to the roadway network during peak morning traffic.

City of Hollywood Transportation Element T-61 January 2008

The two most commonly cited reasons by school administrators for why students are taking motor vehicles to school are bicycle theft and hazardous walking conditions. These are correctable through facility or site improvements. The removal of hazardous walking conditions will decrease traffic by encouraging walking and bicycling to school.

d. Pedestrianways. Availability of pedestrianways to service existing land uses is primarily a function of the functional area coverage of the existing pedestrianway. As noted in the public transit availability discussion, the distance a person would be willing to walk is approximately ¼ mile. Since this distance is so small, the pedestrianway network should be geared toward improving access to the public transit network and improving connections within compact mixed-use areas, such as downtowns and regional activity centers.

The City of Hollywood Community Redevelopment Agency will ensure pedestrian connections to Downtown Hollywood through the implementation of the 1998 Urban Land Institute (ULI) Study’s recommendations in the City of Hollywood’s Capital Improvement Program. Most of the pedestrian components of the ULI Study include improving the access to Young Circle Park which is located in the middle of Young Circle at US 1 (Federal Highway) and Hollywood Boulevard. Due to the high volume of traffic and the amount of lanes a pedestrian must cross to get to the park, it is both dangerous to access and therefore underutilized. ULI calls for building a median in the middle of the existing four lanes on US1 so pedestrians would only cross two lanes at a time. Young Circle Park has been redesigned and paved crossings at crossing designated areas have been installed to further encourage pedestrian use of the park.

Other pedestrian issues for downtown redevelopment include pavers on the perimeter streets and continuing the paved pattern where necessary.

3. Adequacy of transportation system for evacuation. The existing and projected transportation systems are adequate to evacuate (Category 1-2 hurricane) the coastal population of approximately 91,315 persons in Broward County prior to an impending natural disaster, such as a hurricane. The Coastal

Management Element’s Natural Disaster Component addresses evacuation under Category three (3), four (4), and five (5) hurricanes. Three critical evacuation factors include the adequacy of evacuation routes, transportation and hazard route constraints, and evacuation time. Policy incorporated herein address evacuation of the Coastal High Hazard Areas.

a. Evacuation routes. State Road A1A, the main north-south roadway that extends throughout City of Hollywood’s coastal area, is connected to 3 east-west roadways, which serve as the evacuation routes in the event of a hurricane. S.R. A1A/Ocean Drive is a four-lane roadway between Hallandale Beach Boulevard and Sheridan Street. It narrows to two lanes between Sheridan Street and Dania Beach Boulevard. S.R. A1A’s existing level of service ranges between C and D, south of Dania Beach Boulevard to the Broward/Miami-Dade County line. Due to the right-of-way width on those sections, the construction of additional lanes is not possible; however, the TIP programs signal timing improvements, which should help improve traffic flow.

Since each route has a draw bridge at the Intracoastal, the conflict between the boat traffic and vehicle traffic is unavoidable. Evacuation routes and bridges critical to hurricane evacuation are identified on Map M-9.

For the estimated 91,315 persons in Broward County needed to be evacuated from the Coastal High Hazard Areas, this could be accomplished 21 hours before the landfall of a hurricane. All bridges across the ICWW are four-lane bridges within the City of Hollywood. The total hourly number of vehicles in Broward County which can be evacuated from the Coastal High Hazard Areas is approximately 17,700 cars.

b. Transportation and hazard constraints on routes. Transportation constraints include the number of lanes and the availability of bridges to evacuate the population. Hazard constraints include debris and sand, flooding, and falling objects, such as utility poles causing road blockages, which restrict vehicular movement from the evacuation areas. To address these constraints, municipal, county, and state law enforcement officers have been assigned to direct traffic at the major coastal intersections and to identify and remove hazards.

c. Evacuation Time. Clearance time is the time required to clear all vehicles from the roadway system during an evacuation. The area requiring evacuation during a Category 1 and Category 2 storm is identified in the Coastal Management Element’s Natural Disaster Component Support Document.

The area requiring evacuation during a Storm Category 3, through 5 are identified in the Coastal Management Element’s Natural Disaster Component Support Document.

To determine whether the evacuation time is adequate to evacuate the coastal population prior to a natural disaster, one must compare the clearance time and the mobilization time against the evacuation order time. The mobilization is the time required by evacuees to secure their homes and prepare to leave and by government and quasi-government to muster their resources and implement evacuation operations. The evacuation order time is the time in hours, by which the evacuation order must be given in order to allow all evacuees to reach their destination. The evacuation order time is given by the County Mayor 21 to 26 hours prior to the forecasted landfall of the storm event, depending upon the category of the storm threatening Broward County. Thus, the roadway network will be adequate to evacuate the coastal population if the clearance time and mobilization time are less than 21 hours.

The Broward County Comprehensive Emergency Operations Plan provides for a mobilization time of four (4) hours. Clearance times for a Category 1 and 2 storm ranges from 2 hours 37 minutes, at Hillsboro Boulevard, to 8 hours and 4 minutes, at Hollywood Boulevard. Based upon these times, the roadway network is adequate to evacuate the population in the event of a Category 1 and 2 storm. The clearance times for Storm Categories 1 and 2 are depicted in Table T-36.

Table T-36 Hurricane Evacuation Clearance Times Storm Categories 1 and 2

Source: South Florida Regional Hurricane Evacuation Study, SFRPC, 1995.

Hollywood Boulevard has the poorest clearance time in all of Broward County with an estimated clearance time of over 8 hours. Broward County’s sub-policy 3.1.1.4 uses the eight (8) hour clearance time on Hollywood Boulevard as the standard by which to measure clearance times.

Unlike the roadway network analysis, which assumes the coastal population evacuates Broward County, the public transit analysis assumes the coastal population will be evacuated to a County hurricane shelter. For public transit purposes, evacuation time is adequate if mobilization time and public transit operational times are less than the evacuation order time, i.e., 21 to 26 hours, depending on the severity of the storm. In order to allow for mobilization time, public transit evacuation operations commence four hours after an evacuation order is issued by the County Mayor. Public transit evacuation operations stay in effect approximately six and one half (6.5) hours for a Category 1 and 2 storm and twelve (12) hours for a Category 3, 4 and 5 storm. Based upon these times, the public transit network is adequate to support the evacuation of the coastal population. Table T-37 shows the clearance times for Storm Categories 3, 4 and 5. The area requiring evacuation during a Storm Category 3 and Storm Categories 4 and 5 are identified on Map M-9.

Table T-37 Hurricane Evacuation Clearance Times Storm Categories 3, 4 & 5

Source: South Florida Regional Hurricane Evacuation Study, SFRPC, 1995.

In addition, measures to maintain or reduce evacuation times were incorporated into the Broward County Comprehensive Emergency Operations Plan, which identifies tasks and assigns responsibility to specific County divisions for their timely implementation. The measures devised to reduce evacuation times include public information, traffic control, debris removal, and public transit. Further, in order to decrease the evacuation time during the hurricane emergency, the Broward County Emergency Management Agency also reviews and approves hospitals, nursing homes, ambulatory surgical centers, adult living facilities, and other residential health care facility's Comprehensive Emergency Management Plans on an annual basis.

d. Adequacy for future evacuation. The roadway network and transit services for future evacuation also are projected to be adequate. Based on Appendix 1, all sections of S.R. A1A will have level of service better than D except a shorter section south of Hallandale Beach Boulevard, which is E. And for the 12 east-west evacuation routes, only two roadways, Atlantic and Hallandale Beach Boulevard, will have a 2015 level of service worse than “D.” Even though both of these roadways are located in the TCEA, there is a corridor study underway for improving Atlantic Boulevard, and a realignment construction project at Hallandale Beach Boulevard and S.R. A1A to improve better traffic movements.

e. Hurricane evacuation. BCT continues to provide bus service to the Coastal High Hazard Area. BCT buses, augmented by other vehicles if necessary, are pre-

positioned 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 mobile home trailer park residents’ and owners’ lack of response to surveys that identify emergency transportation needs, the Mass Transit Division maintains 10 vehicles on stand by status ready to respond, as needed, to trailer parks.

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 Emergency Transportation Plan.

Before the start of each hurricane season, the Broward County Mass Transit Division reviews its Hurricane Evacuation Plan for currency and continued effectiveness. The mission for such plan is to assure a safe and orderly evacuation of transit dependant residents, or visitors to a designated hurricane refuge prior the landfall of hurricanes.

4. Compatibility around airports. The principal land use impacts from any airport can be expressed in terms of safety, noise and accessibility. As is common among urban airports, some land uses surrounding Fort Lauderdale-Hollywood International Airport are not considered compatible with the airport.

   a. Fort Lauderdale/Hollywood International Airport. The predominant future land uses adjacent to FLL are light industrial with an intermixing of residential, recreational, and commercial uses, to the north; Port Everglades seaport to the northeast; vacant parcels zoned for industrial uses, a rental car facility, manufacturing facilities and wetlands, to the east; residential neighborhoods, to the south; and industrial properties in the Port 95 Commerce Park, to the west.

   Broward County has also adopted an Airport Zoning Ordinance that provides for protection of airspace in unincorporated Broward County. Tall structures, such as cellular towers, buildings and cranes can penetrate the
   

airspace surrounding an airport and affect the operations of the airport. This Ordinance enables the County to control tall structure construction in unincorporated areas that would impact aviation capacity around County-owned airports. Chapter 333 Florida Statutes governs airspace in municipalities where no airport zoning ordinance has been adopted.

Safety. A runway protection zone (RPZ, formerly called clear zone) is an area off the runway end used to enhance the protection of people and property on the ground. Broward County has acquired the majority of the land within the six RPZs at FLL, as well as land in the approach and transition zones for Runway 27L, in order to maintain these areas for open space or other land uses that would be compatible with aircraft operations. Much of this land was previously in private ownership and had been developed for residential and commercial uses that were not compatible with airport operations.

Broward County Aviation Department conducts regular surveys for obstructions that affect the airspace in the approach surfaces at FLL, as defined by Federal Aviation Regulations (FAR) Part 77. The Department is active in trimming and removing potential vegetation obstructions. Fixed objects, such as buildings, light poles, and cellular towers are marked with obstruction lights as required by the FAA. In addition, the runway thresholds have been displaced to provide sufficient clearance from obstructions that cannot be removed from the runway approaches, including existing interstate highways and railroads.

Broward County has also adopted an Airport Zoning Ordinance that provides for protection of airspace in unincorporated Broward County. Tall structures, such as cellular towers, buildings and cranes can penetrate the airspace surrounding an airport and affect the operations of the airport. This Ordinance enables the County to control tall structure construction in unincorporated areas that would impact aviation capacity around County owned airports. Chapter 333 Florida Statutes governs airspace in municipalities where no airport zoning ordinance has been adopted. Policy 3.1.5 addresses programs that will maintain and improve safety at FLL.

A Broward County Land Development Code ordinance was passed in 2003 (Ordinance 2003-22) that applies to all new development and those existing plats that are to be reviewed after October 2003. The ordinance requires all developers constructing new residential properties disclose to potential homeowners the proximity of FLL. This is based on graphic prepared by the Aviation Department as it relates to the Florida Statutes Chapter 333.

Noise. The 1994 FAR Part 150 Study Technical Report showed 463 units in Dania and Fort Lauderdale exposed to a forecast noise contour of 65 DNL or higher in 1997. The 65 DNL noise exposure level is considered by the FAA to be the threshold level for aircraft noise. The Study recommended noise control measures that have been implemented at FLL, including preferential use of runways, preferential flight tracks, noise abatement takeoff and approach, and use of displaced thresholds. The noise contours for FLL are expected to shrink due to the increased use of quieter Stage 3 aircraft by 2000, as mandated by FAA. Therefore fewer homes will be impacted.

The Part 150 Study is in the process of being updated by a selected consultant with a draft version due Spring 07.

In 1990, Broward County constructed a green belt berm south of the airfield to mitigate noise impacts to the Melaleuca Gardens neighborhood, located south of the airport.

Accessibility. By definition, the airport is primarily a transportation center for air service, providing connections to international and domestic cities. Local access to the airport is primarily by road from Interstate 595 to U.S. Route 1, which have connections to Interstate 95 and Florida Turnpike. Broward County Transit Route 1 serves the airport. There is a Tri-Rail connection at Fort Lauderdale Airport Station, where a shuttle bus brings passengers to the terminals. Policy 3.2.5 addresses programs that will improve convenience at FLL.

B. Existing transportation system level of service and system needs. The City of Hollywood utilizes Broward County’s transportation analysis to determine the existing transportation system level of service and system needs as described below. Where a Broward County Transportation Element policy is referenced, the City of Hollywood will adopt the policy or develop a similar policy for roadways within the City of Hollywood’s boundaries.

1. Roadways network. Map M-4 depicts the 2005 level of service for roadways in the City of Hollywood. Broward County’s Roadway Level of Service Analysis supports Map M-4 and depicts roadway segments, segment peak-hour traffic volumes (PHT), segment capacity (level of service “D”), volume to capacity (V/C) ratio, and level of service as measured by peak-hour traffic conditions.

2. Public transit network. Broward County is divided into Concurrency Districts, as illustrated in Map M-6A of the Appendix for this Element. An area-wide level of service standard has been established for each such District, for issuing development orders and permits, based on the quality of transit services within the District.

C. Projected transportation system levels of service and system needs.

1. Roadway network. Broward County MPO’s Roadway Level of Service for the long-term planning horizon for year 2030 in the City of Hollywood is shown on Map M-11. The volumes included in the Appendix are based on the Broward County Land Use Plan, which plan establishes a future land use map designation for all property within Broward County. Table T-38 shows the number and percent of roadway segments that are projected to be operating below the Level of Service standard in year 2030. The overcapacity roadway mileage increase from 248 in the year 2005 to 521 in the year 2030, that’s over 100 percent increase in the mileage of roadway segments.

Table T-38

Broward County’s Roadway Segments Operating Below the Level of Service Standard “D”

2030 Conditions

Table T-39 shows the number of overcapacity roadway segments as well as the “strategy” to address the deficiencies, which includes LOS standard exemptions for constrained segments, improvements (i.e., programmed within the next five years or shown as improved on the 2030 Cost Feasible roadway network), and unfunded.

Table T-39

Number and Percent of Broward County’s Overcapacity Roadway Segments

SOURCE: Appendices 3 – E and 3 - F, Roadway Level of Service Analysis, Broward County Transportation Planning Division, 2006.

Using the above methodology, the number of unfunded overcapacity segments increased from 89 segments in 2005 to 207 segments in 2030. The overall percentage of unfunded overcapacity segments increased by 1.9 percent between 2005 and 2030.

Upon closer inspection of the data several observations can be noted. Many of these unfunded segments are two (2) and four (4) lane roads that may be classified by the County in the future as constrained roadways. The Broward County Transportation Element provides for the County to conduct a study on constrained roadways so as to provide for an adequate level of service and to improve mobility. Moreover, some of the unfunded segments are expressways. These include I-595, Sawgrass Expressway, and Florida’s Turnpike Extension (HEFT). Further, see Section III.D. For additional strategies the County will use to maintain the adopted LOS standard.

2. Public transit network. An important aspect of public transit service is to accommodate the special needs of the transportation disadvantaged. These needs are documented in a Plan for Complementary Paratransit Mass Transit Service for Persons with Disabilities for Broward County, Florida and in Broward County Transportation Disadvantaged Service Plan, 1996.

3. Bikeways network. As a way to measure the accessibility and convenience of this bikeways network, the Broward County Transportation Planning Division has developed an indicator known as the level of coverage (LOC). The LOC ranges from A, the best level of coverage, to E, the worst, and measures the percentage of major public transit attractors that are accessible through the bikeways network. Table T-40 displays the percentages associated with each LOC indicator. Data for individual jurisdictions was not available.

Table T-40 Broward County Bikeways Network Level of Coverage

Source: Bicycle Facilities Network Plan, Executive Summary, Broward County Transportation Planning Division, 1995.

Currently, the bikeways network has a LOC of “E”, which means that less than 20 percent of the major public transit attractors are accessible through the bikeways network. Based on this LOC, the primary need is to develop a bicycle network that will provide access to a majority of the major public transit attractors. The Bicycle Facilities Network Plan calls for an increase to the LOC “C” by 2005. For the long-term, the Bicycle Facilities Network Plan calls for an increase to the LOC “A”. The City of Hollywood will coordinate with Broward County to achieve this goal.

4. Pedestrian network. The summary of existing needs included in this subsection is based upon the Broward County Pedestrian Facilities Plan. The primary need of both the state and the county sidewalk systems is to improve connectivity and access to public transit by completing missing linkages. Table T-41 summarizes the mileages of these needs provided in the Broward County program. Data for individual jurisdictions was not available. The City of Hollywood has developed a short and long range sidewalk program which is to be incorporated into the City of Hollywood’s Capital Improvements Element. The short range program is called Safety First!. As part of the program $600,000 were invested to construct 30,000 linear feet of sidewalks throughout the City. The Safety First! Program evolved into the 50150 program which has invested over 2 million dollars and created over 100,000 linear feet of public sidewalks.

Table T-41

Broward County Sidewalk System Needs, 1992

Source: Broward County Pedestrian Facility Network Plan, Broward County Transportation Planning Division, 1992.

5. Waterways network. A significant trend in the marine industry has been the increase in the number of ships using the navigable waterways. The projected increase in boat traffic is resulting in proposed Corps of Engineering (COE) regulations that would prohibit the construction, reconstruction, and substantial rehabilitation of any structure within 62½ feet of the main channel. The increase from 25 feet to 62½ feet is intended to provide a wider area for boats to navigate along the ICWW and to create a safer passage for smaller boats needing to get around large vessels, as well as to create enough space for barges to pass side by side.

Another significant trend in the marine industry is that ships are getting larger and larger. In the next five (5) years, 25 new large capacity cruise ships will be coming on line. To accommodate these large capacity cruise ships efficiently, the essential portside requirements are deeper water, larger terminals, and sufficient parking. Container ships also are getting larger. Some of the largest now carries 4,000 to 5,000 TEUs, and even larger ships are planned. To accommodate these ships efficiently, the essential portside requirements are deeper water and faster-moving container cargo cranes with a longer reach along births that can support them. But these ships also impose significant landside access requirements. If the containers they carry are to be moved by truck, then uncongested roadway connections must be provided; if they are to be moved by rail, unimpeded rail connections are required. In the latter case, this means as few possible grade crossings and, increasingly, provisions for double-stack trains. Efficient intermodal container transfer yards also are required to maximize port throughput. Port Everglades maintains five-year and ten-year capital improvements programs through the year 2005 which identify the infrastructure improvements necessary to meet the Port’s projected needs.

In order to continue accommodating the largest ships, Port Everglades will need to widen and deepen the channel. Port Everglades will be seeking permission from the COE to widen the Intercoastal Waterway (ICWW) within the PJA to accommodate the larger cruise and cargo ships which are expected to be berthing in Port Everglades. The Coastal Management Element’s Deepwater Port Component (CME/DPC) notes that the anticipated number of cruise passenger embarkations is projected to increase steadily from a total of 1,152,400 in 1995 to 1.5 million in 2000 and 2.0 million in 2005. In an effort to accommodate the new mega-class cruise ships expected to be operating in the future and the concomitant increase in cruise passengers, Port Everglades is planning the expansion of Passenger Terminals 21, 25, the reconstruction of Terminal 22/24, and the expansion of the Midport Parking Garage from 1,000 to 2,000 cars, with the possible conversion of Terminal 29 to accommodate cruise ships, if needed. An additional 650-car parking garage, to serve Northport's cruise ship terminals, is also under consideration.

The CME/DPC shows containerized cargo is projected to increase at both Midport and Southport. The low range projections show container cargo increasing at Midport from 166,700 containers in 1995 to 224,100 containers in 2005. The Midport high range projections show 353,000 containers in 2005. To meet these projected needs, Port Everglades is considering the installation of a third containerized cargo crane in Midport.

The Southport low range projection is 233,200 containers in 1995 to 313,400 in 2005, while the high range projection is 490,800 containers in 2005. In order to meet these future needs, Broward County has already acquired 271 acres of privately held land in Southport. The Southport expansion includes the enlargement of the Container Terminal, the construction of a near-dock Intermodal Container Transfer Facility (ICTF) with an option to construct a Roll-On/Roll-Off rail ferry berth, additional container storage yard areas, the installation of three new low-profile container gantry cranes, and the conversion of Berth 30 to serve container ships.

Petroleum cargo also is projected to increase from 99.4 million barrels per year in 1995 to 114.3 million barrels per year in 2005. Break-bulk cargo, which includes waste paper, steel and lumber, is projected to remain relatively stable, increasing from 144,100 tons per year in 1995 to 146,400 tons per year in 2005.

Bulk cargo, which includes gypsum, cement, and scrap, is projected to remain flat at 992,700 tons per year between 1995 and 2005.

SE 14th Avenue, between Eller Drive and SE 26th Street, is a 2-lane roadway which serves as the primary access way to the Port's petroleum terminals. SE 14th Avenue also accesses the FPL Port Everglades Plant and privately owned industrial land uses. This roadway has been placed on the Metropolitan Planning Organization’s Unfunded Priority List for widening to a 4-lane roadway.

Further, a traffic count monitoring system will be established to identify areas of congestion and to promote a pavement management system.

To remain competitive in the future, Port Everglades will require unimpeded rail connections. This means as few possible grade crossings and, increasingly, provisions for double-stack trains. As noted above a near dock Intermodal Container Transfer Facility, rail yard, and a rail/barge intermodal facility are being planned in Southport.

6. Airports and related facilities. The most recent update to the FLL Master Plan was completed in 1994. Since that time, FLL’s passenger traffic has more than doubled, the mix of airlines serving the Airport has fundamentally changed, the fleet of aircraft serving FLL has changed, and the economics of the airline industry have become more uncertain. During this period of change, the County successfully completed a $650 million capital program, which delivered new and improved access and passenger terminal facilities. These facilities include Terminal 1 with 18 gates, the Hibiscus Garage, the Rental Car Center and Cypress Garage, double-decking of the inbound roadway, and a new interchange between the Airport roadway system, US 1, and I-595.

A. Recognizing that the facility development process at FLL is ongoing, the following items were deemed to be “givens” and were not subject to additional review or analysis in Phase 1 of the master planning effort:

Facilities – Concourse A and the Cruise Bus Facility, the international terminal facilities at the Terminal 4 site, and double-decking of the Airport exit roadway are all projects for which the County is expending planning and design funds, and these projects were not to be reviewed as part of the Master Plan Update.

EIS Alternatives – The County has re-initiated the FAA’s EIS process to gain approval of the Proposed South Runway Extension. As of January 2006, the FAA’s EIS process identified a set of five alternative airfield development projects beyond the “Preferred Alternative” provided by the County to the FAA. An overriding directive for the Master Plan Update has been that development options shall be compatible with the alternatives being considered in the EIS process.

Port-Airport Integration – The County has begun an environmental assessment of an automated people-mover system planned to provide service between the passenger terminals at FLL, an Intermodal Center east of FLL, and Port Everglades. It was assumed in the Master Plan Update that a corridor for this people mover will be preserved within the Airport boundary.

Broward County’s Board of Commissioner’s approved the County Objective Statement. The 2004 Objective Statement established a goal to “enhance FLL’s capacity to accommodate forecast traffic through the year 2020...” without unreasonable delay for aircraft operations at the Airport. Inherent in these approvals is a goal to accommodate forecast traffic growth at FLL through the expansion of facilities. This goal is consistent with Development Orders for expansion of the Airport (as approved in 1997 by the City of Fort Lauderdale, the City of Hollywood, and Broward County), which envisioned that the Airport would have three air-carrier-capable runways and passenger terminals with a total of 79 gates. In 2003, the Board voted to examine options for shortening one of these runways—Runway 13-31, the Crosswind Runway—and in 2004, the County Objective Statement established a goal to decommission this runway.

B. In addition to these “givens”, certain early analysis undertaken as part of the Master Plan Update and decisions made by the Board during the course of Phase 1 have also been incorporated as “fixed” components of the future development plan for the Airport. These include:

Decommissioning of Crosswind Runway – At the request of the Board, the Phase 1 scope of work included an evaluation of the necessity for and utility of the Crosswind

Runway. As outlined in Section 5 of this summary report, it was concluded that (1) the Crosswind Runway would have little or no operational value if the South Runway is extended as planned, (2) the Crosswind Runway is likely to be physically incompatible with the South Runway extension if the extension is constructed consistent with the value engineering study completed by URS in February 2005, and (3) the land area at the core of FLL would be better used and more valuable for passenger terminal and support facilities than for a limited-use runway. The County Objective Statement included as a goal the future decommissioning of the Crosswind Runway, which was therefore assumed as a basis for planning in this Master Plan Update.

North Parallel Runway – Development of a “close parallel” runway between the current location of Runway 9L-27R (the North Runway) and the current northern boundary of the Airport is included as an alternative in the FAA’s EIS process for the Proposed South Runway Extension, and was evaluated as an option in the November 2003 Leigh Fisher Associates (LFA) report, Assessment of Airfield Alternatives. In conjunction with work on the Master Plan Update, LFA was asked to review the advisability of retaining the option to develop the north parallel runway. It was concluded that preserving the option for a north parallel runway is advisable, at least until (1) the EIS process determines how the airfield at FLL is best expanded, (2) the South Runway is extended, as proposed in the County’s “Preferred Alternative,” or (3) the FAA opines on the proposed use restriction for landings of larger aircraft on Runway 9R, after extension. Preservation of the potential to develop a north parallel runway was, therefore, assumed as a basis for planning in this Master Plan Update.

General Aviation Facilities – In recent years, general aviation service providers at FLL have sought to expand facilities to accommodate current and forecast demand. The Master Plan Update scope of work included an examination of the potential role and facilities for general aviation at FLL. It was concluded that (1) while the share of general aviation operations at FLL is high relative to that of other congested airports nationally, FLL’s share of regional general aviation traffic is low, (2) the FAA TAF indicates only limited increases in future general aviation

operations at FLL, (3) the presence of general aviation facilities in multiple areas of the Airport contributes to operational inefficiencies, (4) Broward County should establish policies that consolidate general aviation facilities into one area of the Airport (provisionally defined as the West Side area south of Lee Wagener Boulevard), and (5) Broward County should charge general aviation operators landing fees that, at a minimum, are equivalent to those paid by other airfield users. Preservation and consolidation of general aviation facilities were, therefore, assumed as a basis for planning in this Master Plan Update.

At FLL, traffic has increased significantly since the early 1990s, attributed primarily to strong regional economic growth, significant expansion of service by existing and new entrant, including low-fare, airlines, and the resulting increasing share of regional passenger activity accommodated at FLL relative to competing commercial service airports in South Florida.

Annual enplaned passengers at FLL, as presented in the FAA TAF published in January 2005. Enplaned passengers at FLL are forecast to increase an average of 3.8% per year. This is somewhat lower than the actual long-term growth rate of 4.9% (from 1980 to 2004), which consistently surpassed forecasts for the period. However, the current forecast rate of growth below historical levels is not unreasonable for planning purposes given the larger base of activity and substantial market penetration by the low-fare airlines. Figures F-1 and F-2 display the historical and forecast enplaned passengers at FLL.

Figure F-1 Historical Annual Enplaned Passengers

Source: 2006 Annual Statistical Report 5, Broward County Aviation Department

City of Hollywood [LOGO] Transportation Element T-79 January 2008

Figure F-2 Historical and Forecast Enplaned Passengers

⬚ figure

Source: Federal Aviation Administration, Terminal Area Forecast, January 2005

C. Accommodating the Forecast. Various planning metrics are typically used to establish the size or quantity of elements that would be needed within the terminal complex to accommodate forecast levels of activity at reasonable service levels. Certain types of “industry standard” planning metrics are adapted based on the unique character of a specific airport when initiating a master plan, while others are based on the observed use patterns at the airport. For FLL, one metric was based on activity patterns at other U.S. airports similar in character to FLL, a second was based on historical demand patterns at the Airport, and a third followed standard industry practices. The results for each example are presented in the following paragraphs.

Aircraft Gates – A planning metric was developed for FLL in Phase 1 that associates forecast levels of passenger aircraft operations with the estimated number of required gates. Based on throughput observed at other U.S. origin-destination airports, industry trends, and potential efficiency benefits arising from improvements to the FLL terminal complex, it was assumed that FLL will eventually accommodate up to seven passenger aircraft departures per gate per day. In the long-term, this throughput capacity per gate translates to a projected need for 78 to 84 gates at FLL by the year 2020. However, it is worth noting that higher levels of efficiency in the terminal areas are likely to be achieved prior to 2020.

Passenger Vehicle Parking – No airport industry standard is available or would be useful in planning future parking facilities at FLL. Parking demand at each airport differs based on variations in the resident/non-resident traffic split, the location of an airport relative to the source of a residents’ ground trip, and the availability of convenient and fast public transit, among other things. Based on previous analysis of parking demand patterns at FLL, a ratio of 175-200 parking spaces per gate was determined to be the best means of estimating a reasonable supply of parking spaces within the terminal complex. The previous analysis also established the need for an additional 30% of parking spaces for peak and holiday seasons remote from the terminal complex, most likely in at-grade parking lots. Therefore, a total of about 17,000 spaces would be needed in the terminal area by 2020 to accommodate demand with service levels roughly similar to those experienced today.

Terminal Roadway Capacity – A roadway traffic and curbside capacity assessment was conducted in Phase 1 to establish the capacity of the existing terminal complex roadway system and curb frontage. The purposes of this assessment were to (1) estimate vehicle flows and stationary pick-up/drop-off activity at the terminal curbs, and identify the interface between these two activities, at forecast traffic levels, and (2) estimate the degradation of service levels in the absence of improvements through 2020. A combination of standard measures of vehicle capacity per lane was used for roadways and observations regarding curbside activity at FLL. The findings of that assessment indicate that increased capacity and other improvements to the roadway system, particularly in the vicinity of Terminals 2 and 3, will need to be in place within approximately 10 years to avoid significant disruption of through traffic and curbside vehicle traffic flow during peak periods. As might be expected given the known shortfalls of the existing roadway design, these improvements would include, at a minimum, modifications to the roadway geometry and additional vehicle lanes in the vicinity of Terminals 2 and 3, which are discussed in more detail in Section 6. An inherent shortfall in the existing FLL roadway design is the lack of passenger pick-up/drop-off areas that are physically separated from the roadway, particularly on the upper level roadway. Therefore, either excess

through-traffic on the roadway or increased dwell time at the terminal curbs will degrade the roadway system's performance because the operations “interfere” with one another. For example, while peak hour curbside traffic at Terminal 2 may be limited by the number of gates at the terminal, increased through-traffic generated by expansion elsewhere will increase congestion, bottlenecks, and the potential for gridlock.

7. Railways network. Projected railway network needs is based on the Tri-County Rail Master Plan, the Transit Development Plan, Fiscal Year 1997 Update, the 1996 Florida Rail System Plan, and Planning for the railway network is somewhat different than other transportation modes as the majority of the network is owned and operated by the private sector. Thirteen line-haul and four (4) terminal railroads own or operate 97 percent of the state's railway network. Consequently, both the state and county have limited input regarding railroad decisions. The FDOT's role is limited to the “proper maintenance, safety, revitalization, and expansion of the rail system to assure its continued and increased availability to respond to statewide mobility needs.”

Completing the double tracking of the South Florida Rail Corridor was the main network need. This construction project and other improvements including switching facilities for Tri-Rail have a total of $108 million budgeted in the TIP. Other needs include eliminating at-grade crossings and improving safety.

The Double Track Corridor Improvement Program called for reconstruction along 72 miles of the South Florida Rail Corridor and a second mainline track parallel to the existing track. As part of the program, the Segment 5 Project was the final major phase of double tracking. This $333.8 million project included the installation of 43.5 miles of second mainline track; upgrades to the existing signal system; construction of 11 new bridges; replacement and/or rehabilitation of 13 bridges; modification and renovation of 10 stations; acquisition of five locomotives and two cab cars, as well as enhancements to grade crossing - - providing full closure at all 70 grade crossings. The long-awaited completion of the Segment 5 Project in March 2007 has given commuters more options in making transportation choices with added trains, reduced times between trains, shorter travel time from end to end within the Tri-Rail service area and more flexibility. As a result, the South Florida Regional Transportation

Authority has expanded Tri-Rail operations from 30 to 40 trains per day, representing a 33 percent increase in weekday service. Additional improvements facilitated by the completion of the Segment 5 Project included enhanced comfort at stations, future expansion capabilities, more efficient movement of goods and freight and less traffic congestion.

South Florida Regional Transportation Authority/Tri-Rail estimates that these improvements will serve 27,900 average daily boarding's by 2015.

The Hollywood Boulevard Tri-Rail station was included in Segment 5 of the Double Track Corridor Improvement Project System and the Sheridan Street Station was included in Phase VII. The City of Hollywood coordinated with Tri-Rail and FDOT's South Florida Rail Office to coordinate the timing of the double tracking project in conjunction with proposed improvements to the Hollywood Boulevard Tri-Rail passenger facility (Hollywood Boulevard Intermodal Station). At the request of the City of Hollywood, the double tracking occurred in the same phase for both the Hollywood Boulevard Tri-Rail passenger station and the Sheridan Street Tri-Rail passenger station.

8. Intermodal facilities. The summary of projected needs included in this subsection is based on the Transit Needs Assessment (1996), prepared by Carr Smith Corradino for the Broward County Mass Transit Division, and the Transit Development Plan (TDP), Fiscal Year 1997 Update, prepared by the Tri-County Commuter Rail Authority in 1996. The following analysis of the projected deficiencies and needs are focused on terminals, connections, high occupancy vehicle lanes, and park-and-ride lots.

   a. Intermodal facilities of state significance. Port Everglades and Fort Lauderdale-Hollywood International Airport needs are respectively addressed in waterway network and airport network needs. There is a continuing need for federal subsidies to keep CSXT, the FEC, and other rail related facilities operational.

   b. Terminals. Four new Neighborhood Transit Stations are proposed, one of which will be located in the City of Hollywood. These facilities will combine connections with fixed routes and neighborhood shuttles, passenger

facilities, and access to community services in one location. The location of the City of Hollywood station is:

• Hollywood at Dixie Highway and Hollywood Boulevard.

Within the 5-Year Capital there are several important projects that stand out as unfunded Smart Card Implementation, expansion of the shuttle bus service, modifications to stations to improve pedestrian and vehicular access. It would appear that these projects could be likely candidates for SIS funding. Within the 5-Year Operating Budget, the operating cost of implementing Phase B Project and the region-wide Smart Card system can not be supported under current funding forecasts. The operating short fall over the span of the TDP is about $81 million if these projects are implemented. The following presents the programmed and proposed projects for the fiscal years 2006-2010 and several long-term projected intermodal needs near Tri-Rail stations in the City of Hollywood:

• Hollywood Station – additional signage indicating proper parking for Tri-Rail and Amtrak users, landscaping and additional parking
• Fort Lauderdale Airport Station – The station needs additional signage in and around the station. Passenger amenities and access improvements. One additional bus to meet the 20-minute headways at the station.

c. Connections. A Major Investment Study (MIS) funded by the FDOT is currently underway to develop alternatives for an intermodal connection between the Port and the Airport. Additionally, the Major Investment Study should identify the most appropriate technology, anticipating that potential technologies range from fixed-guideway systems to "special" public transit buses operating primarily in mixed traffic with some priority treatment.

Container ships are getting larger. Some of the largest now carries 4,000 to 5,000 TEUs, and even larger ships are planned. To accommodate these ships efficiently, the essential portside requirements are deeper water and faster-moving container cargo cranes with a longer reach along births that can support them. But these ships also impose significant landside access requirements. If the containers they carry are to be moved by truck, then uncongested roadway connections must be provided; if they are to be moved by rail, unimpeded rail connections are required. In the latter case, this means as few

possible grade crossings and, increasingly, provisions for double-stack trains. Efficient intermodal container transfer yards also are required to maximize port throughput.

Port Everglades handled more than 3.5 million tons of containerized cargo in 1995, representing a 65 percent increase over the previous year. Facility upgrades to accommodate new tenants and market growth include the expansion of the Southport container terminal and plans for improved container rail service.

Cruise ships also are getting larger, with 25 new large capacity cruise ships coming on line in the next few years. To accommodate these ships efficiently, the essential portside requirements are deeper water, larger terminals, and sufficient parking. Rail connections to transport the growing numbers of cruise passengers to and from airports also are being investigated. The Port Everglades Department is exploring the potential of a seaport-airport connector to facilitate passenger operations.

d. High occupancy vehicle (HOV) lanes. High occupancy vehicle lanes currently exist on Interstate 95 within the City of Hollywood. Because these facilities are not physically separated from the general purpose lanes, their use has been limited.

e. Park-and-ride lots. While Broward County’s existing park and ride lots are underutilized, there may be a need for additional well-located facilities in the future. The City of Hollywood will continue to coordinate with Broward County to ensure that the Sheridan Tri-Rail Station Park and Ride lot is properly maintained. The City of Hollywood will also coordinate with Broward County on the development of the Hollywood Boulevard Intermodal Station (HBIS). The HBIS is to incorporate additional parking spaces that may be used as either a ridesharing lot or a park and ride lot.

D. Maintaining the adopted level of service standards.

The City of Hollywood utilizes Broward County’s methodologies to maintain the adopted level of service standards as described below. Where a Broward County Transportation Element policy is referenced, the City of Hollywood will adopt the policy or develop a similar policy for roadways within the City of Hollywood’s boundaries.

Prior to discussing how Broward County can maintain the adopted transportation LOS standards, several caveats are in order. First, the transportation system is a function of the previously made Broward County land use decisions. These previously made land use decisions include decisions on: the location and intensity of built development and constructed roadways; the location and intensity of approved but non-built (i.e., vested) development; and public transit investments. Many of these decisions cannot be retracted without great public expense.

Second, dynamic regional growth and travel within the region can impact the transportation system and the maintenance of LOS standards. For example, a development of regional impact creating new lower income jobs without a commensurate increase in lower cost housing can result in cross-county travel, producing unexpected impacts on the LOS standard. Third, the availability of transportation funding, especially at the federal level, can greatly influence a local government's ability to maintain the adopted LOS standard.

Finally, unexpected events (such as an energy crisis, war, or new technology) can impact the maintenance of the adopted LOS standard. Notwithstanding these dynamics, Broward County can employ several strategies or tactics to help maintain its adopted transportation level of service (LOS) standards. These include implementation of a concurrency management system, transportation system management, and transportation demand management. This section also addresses maintaining the LOS standard on the Florida Intrastate Highway System (FIHS).

1. Concurrency Management System (CMS). The CMS is the procedures and processes employed by Broward County to assure that development orders and permits are not issued unless the necessary facilities and services are available concurrent with the impacts of development.

   As suggested by Broward County, the City of Hollywood uses LOS standard “D” for the purpose of issuing development permits for all affected road segments. The Development Management Division, which coordinates the development review process, manages the CMS in a manner that assures development orders or permits are not issued unless roadway facilities are available concurrent with the impacts of development or impacts are mitigated.

2. Transportation System Management (TSM). TSM means improving roads, intersections, and other related facilities to make the existing transportation system operate more

efficiently. TSM techniques include demand management strategies, incident management strategies, and other actions that increase the operating efficiency of the existing system.

a. Roadway improvements. In lieu of traditional widening and construction, alternative solutions are proposed in order to eliminate the traffic problems. Policy incorporated herein addresses roadway improvements as a TSM strategy. The County, in conjunction with FDOT, has taken the following action on many of these congested links:

• North Dixie Highway study to improve capacity along Dixie in lieu of widening U.S. 1.
• Establishment of a Congestion Management System to identify problem corridors and coordinate improvements. Adding HOV for the designated public transportation corridors, ramp metering for the SIS/FIHS, and channeling traffic are techniques that could be applied to improve existing roadways.
• Tri-Rail, now a proven means of transportation for Broward County residents with expanded parking, station, and double-tracked facilities.

The City of Hollywood will coordinate with FDOT with these improvements.

b. Intersection improvements. Adding a turning lane at an intersection is another TSM technique. The City of Hollywood will coordinate with Broward County and FDOT on intersection improvements to alleviate congestion vs. roadway widening.

c. Access management. Access management is the control and regulation of spacing and design of driveways, ramps, medians, median openings, traffic signals and intersections on arterial and collector roads to improve safe and efficient traffic flow on the road system.

The City of Hollywood is now coordinating with FDOT to incorporate Access Management standards into the Land Development Code for state roads. Where economically feasible, these standards will be applied to local roads as well.

d. Signalization. Computerization of signals on roadways has been recognized as one of most effective ways to

improve the traffic flows. The City of Hollywood will continue to coordinate with Broward County on this effort.

3. Transportation Demand Management (TDM). TDM means strategies and techniques that can be used to increase the efficiency of the transportation system. Demand management focuses on ways of influencing the amount and demand for transportation by encouraging alternatives to the single-occupant automobile and by altering peak hour travel demand. These strategies and techniques include: ridesharing programs, flexible work hours, telecommuting, shuttle services, and parking management. TDM also is effective at lower residential densities than are required for public transit and pedestrian and bicycle programs. Thus, TDM can be another strategy to help combat the effects of sprawl. The City of Hollywood will coordinate with Broward County and FDOT to identify TDM strategies which are financially feasible and applicable to the City of Hollywood. The City of Hollywood will then coordinate the implementation of these strategies with the appropriate organizations.

The report entitled Proposed Transportation Demand Management Options prepared by the Broward County Transportation Planning Division in cooperation with the FDOT addresses the TDM programs. A summary of its findings is addressed below:

a. Ridesharing programs. Ridesharing is a form of transportation, other than public transit, in which more than one person shares the use of the vehicle, such as a car or van, to make a trip. Ridesharing requires only moderate densities at the home-end of trips and a common work destination; long commutes are actually conducive to ridesharing since time lost in picking up other passengers is balanced by real cost savings on the commute itself. Broward County uses this TDM strategy to bring employees to and from the Governmental Center in downtown Fort Lauderdale. The Broward County ridesharing program is managed by South Florida Commuter Services (SFCS), a FDOT regional commuter assistance program. The SFCS provides computerized rideshare matching service free of charge to area residents, employers, and the Downtown TMA. Policy incorporated herein addresses ridesharing and other TDM strategies as a means of increasing the vehicle occupancy rate.

b. Flexible work hours. Flexible work hours is a TDM strategy that allows employees to schedule their work hours so as to avoid driving during the peak hours. Flexible work hour strategies include flextime, staggered work hours, and compressed work schedules. These strategies are well-suited to low and medium densities, where traffic congestion is short-lived.