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Resolution 018-1998 RESOLUTION NO. 018 -1998 A RESOLUTION OF THE BOARD OF COUNTY COMMISSIONERS RETAINING THE FIRM OF GUSTAFSON, TILTON, HENNING & METZGER, P.A. FOR SERVICES RELATED TO TRANSIT GREENWAY DEVELOPMENT AND AUTHORIZING PAYMENT TO SAID FIRM FOR PROFESSIONAL SERVICES RENDERED AND TO BE RENDERED NOT TO EXCEED ONE HUNDRED THIRTY THOUSAND DOLLARS ($130,000l. WHEREAS, the firm of Gustafson, Tilton, Henning & Metzger, P.A. ("Firm") was authorized by "? -'to \.0 the Board of County Commissioners to prepare, and has submitted, a Financial S~a~ R~o~ ::0 __ ='- c..:. ...... O~""';: ;:t::lto ,., entitled "Transit Greenways: A Sustainable Transportation/Developmental/Land Us~P;~raitf Fo~ o C"? ; oo,-J <:) Monroe County" ("the Report"); and ~?OE; :J:III :::0 -1(";)(- :J: :u :<:-i ~- il'1 WHEREAS, the Report describes the concept of transit greenway de~o~erfl'?ar@ 1:. 171 C'..t,) ::0 . (J'J 0 illustrates its potential application to Monroe County; and WHEREAS, transit greenway development has the potential to comprehensively address significant infrastructure deficits and to enhance the quality of life of Monroe County's residents and visitors, consistent with the goals, objectives and policies of the Monroe County 2010 Comprehensive Plan; and WHEREAS, transit greenway development will require the formation of a Transportation Management Association ("TMA"), passage of legislation, and preparation and submittal of proposals, work plans and funding requests (as proposed in the Report), all of which require professional services which Firm is uniquely qualified to perform; now, therefore BE IT RESOLVED BY THE BOARD OF COUNTY COMMISSIONERS OF MONROE COUNTY, FLORIDA: Section 1. That the Board of County Commissioners accepts and approves the Report and endorses the concept of Transit greenway development. Section 2. That the retention of Firm to prepare the Report by January 12, 1998, inclusive of all professional services heretofore performed in connection therewith, is ratified and confirmed, and payment of Firm's invoice for said services from the Growth Management Division budget is hereby authorized up to the sum of $30,000, according to the fee schedule attached hereto. Section 3. That Firm is retained thereafter to perform work and direct work to be performed as follows: to form a TMA, with the members of the Board of County Commissioners to serve as TMA directors; to develop by January 28, 1998, the first year work plan and JPA for approval by TMA and FDOT; and (subject to the foregoing) to seek up to $100,000 in matching funds from FDOT for preparation of a Federal Transit Administration ("FTA") funding request for a Monroe County Greenway/Transit National Demonstration, Research and Planning Grant proposal, with appropriate Monroe County staff assistance and other professionals necessary for the work herein described. Section 4. Monroe County authorizes payment to Firm according to the fee schedule attached hereto, of a sum not to exceed $100,000, for the services described in Section 3, above. PASSED AND ADOPTED by the Board of County Commissioners of Monroe County, Florida, at a regular meeting of said Board held on the 14th day of January, 1998. Mayor Jack london "~ir'~:~ro T em Wilhelmina Harvey :::"~~;ssi9ner Keith Douglass '" -', ;{:d~~sIDner Shirley Freeman Commis$ioner Mary Kay Reich YES YES YES YES YES (SEAL) Attest: DANNY l. KOlHAGE, Clerk BOARD OF COUNTY COMMISSIONERS OF MON COUNTY, FLORIDA By ~o...b.Q,C. ~~ Deputy Clerk jresgreenway 'JQr.-14-9a 01:03P G.T.H & M. P.A. 954 492-0074 P.02 GUSTAFSON, TILTON, HENNING & MEnGER, P.A. ATTORNEYS AT LAw ERIC B. nr. TON THOMA..'t F. GUSTAFSON JON M Hl':NNlNG* OfRlSTOPHER J. KEITH KEJ\'r'Ii"Ell1 .J. MElZGER MARK D. GREENSPAN"'* PHILIP K RornsanLD SUITE 440 4901 NORm FEDERAL HIGHWAY FORT LAUDERDALE, FL 33308 TELEPHONE (954) 492-0071 FAX (954) 492-0074 SUITE 200 204 SoUTH MONROE SmEET T ALLAHASStE, FL 32301 TELJ:J>IIONE (850) 42>2466 FA.X (850) 425-2463 OF COllNSEL M\LVIN ENCI..ANDER MONICA L. SIERR.\., P.A. ...'ORIDA BAR BoARJ> O:H'IlI'lED *Cn'V, C(l~TY AND 1..oc.AL Go~]" LAw .. RFAJ. f~TAlE LAw PU':A.':iE REPLy TO: FOl{r LAUDDtJ)AI J; OfFICE MEMORANDUM ScHEDULE OF STANDARD HOURLY RATES EFFELTIVE OCTOBER 1, 1997 THOMAS F. GUSTAFSON ERIC B. TILTON JON M. HENNING KENNETH J. METZGER MARK D. GREENSJ>AN PHILIP E. ROTHSCHILD MARIZELLE D. POBLETE 225.00 200.00 200.00 200.00 150.00 135.00 100.00 ;,9> TRANSIT GREENW A YS: A SUSTAINABLE TRANSPORTATION/ENVIRONMENTAL/LAND USE PROGRAM FOR MONROE COUNTY FINANCIAL SCENARIO REPORT Presented by Tom Gustafson Phil Rothschild Marizelle Poblete Gustafson, Tilton, Henning & Metzger, P.A. 4901 N. Federal Highway Suite 440 Fort Lauderdale, FL 33308 (954) 492-0071 to the Board of County Commissioners of Monroe County January 14,1998 Transit Greenways for Monroe County January 14, 1997 I. INTRODUCTION Transit or urban greenways, separated from the road system, can simultaneously increase sustainable pedestrian/ transit oriented mobility; provide the right-of-way for environmentally supportive alternative transportation; create linear parks and public open space essential for successful livable communities; allow for meaningful pedestrian and public transit access to schools and other child-oriented destinations; reduce crime through environmental design techniques (CPTED); enhance bicycle and pedestrian usage and safety; establish publicly supported separations between necessary but conflicting land uses; protect, enhance and create stable wildlife habitats; represent opportunities for underground utility and storm water drainage capacity; and improve air quality through an enhanced urban tree canopy established as part of a comprehensive greenway landscape plan and through a decreased reliance on pollution generating modes of transportation. Transit greenway development linked to an Express Bus Service from Miami International Airport can provide Monroe County with a sustainable transportation network for residents and tourists alike. Given the ongoing carrying capacity study, the goal of the greenways system would not be to expand the current volume of tourists, but rather to reduce the number of private passenger vehicles utilized by the three to four million visitors who annually travel within the Keys and create pedestrian, bicycle and transit opportunities for Monroe County residents. In combination with mixed-use zoning overlay districts and other zoning initiatives adopted to clearly define the desired built community along transit greenways, transit greenways can be used to link transportation planning, environmental protection, community planning and urban design to provide physical assets that fulfill community needs and desires. While transit greenways normally would be expected to work best in short trip scenarios (two miles or less), in combination with narrow gauge rail and/ or an Express Bus system the reach of transit greenways can be extended throughout Monroe County. What are "transit greenways?" Transit greenways, also called "urban greenways" or "walkable transit corridors," in Monroe County can be 40 feet wide arterial greenways with sufficient pavement and green space for pedestrians, bicyclists and clean energy, pedestrian-friendly trams with linkages to 16 feet wide collector greenways with sufficient pavement and green space for pedestrians and bicyclists. Arterial transit greenways would be built parallel to U.S. 1, but only where enough land exists. Collector transit greenways will typically utilize available road right-of-way and other publicly owned property adjacent to schools, parks, airports, and other community destinations or public properties. Page 1 Transit Greenways for Monroe County January 14, 1997 II. BACKGROUND Transit greenways, or walkable transit corridors, have support from ongoing state planning efforts related to greenways, sustainability, and transit. Several different state and regional entities have endorsed the transit or urban greenways concept, increasing the likelihood of state support for federal grant application efforts. Given the wide array of overlapping regulatory, statutory and environmental governmental jurisdictions over the Florida Keys areas, the hybrid nature of transit greenways fills the needs and addresses the issues raised by the multiplicity of governmental agencies involved in decision-making in Monroe County. Greenways can become a unifying initiative to meet the varying concerns or requirements of all parties, governments and citizens. A. Greenways Planning The concept of greenways has been around for over 100 years. Initially conceived for a method to link city parks for pedestrians and equestrian modes of travel, greenways have evolved to incorporate many different types of greenways serving different functions, but all retaining the environmental aspect of green, open space. These different types range from rural conservation greenways, which may function as a mile wide wildlife corridor to connect critical habitat areas for endangered or threatened species, to a half-paved multi-use urban trail, which connects parks, recreation areas, historic sites, employment centers or shopping areas to transit greenways. Florida has been at the forefront of the recent rise of the greenway movement, first through the Florida Greenways Commission,l and now through the Florida Greenways Coordinating Council (FGCC) and related Regional Task Forces. The FGCC was created by statute in 1995, following completion of the December 1994 Florida Greenways Commission Report. The responsibilities of the FGCC, considered a part of the DEP, are "to promote greenways initiatives throughout the state with technical support, leadership, education, advocacy, and other service-oriented efforts. The council will serve as a facilitator for the formation of partnerships involving public agencies, private businesses, environmental organizations, community-based organizations, and citizen volunteers."2 In 1996, the state Legislature created the See generally, "Creating a Statewide Greenways System," Florida Greenways Commission Report to the Governor, December 1994; "Florida Greenways Decision Support Model," February 28, 1997, University of Florida. 2 Fla. Stat. Ann. ~253.787(1). The FGCC is made up of 26 members from around the state, representing state agencies, local governments, businesses, landowners, conservation and recreation interests, with appointments made by the Governor, Senate President and House Speaker. Fla. Stat. Ann. ~253.787(4) (West 1997 Supp.). Page 2 Transit Greenways for Monroe County January 14, 1997 "Florida Greenways and Trails Program," within the Florida Department of Environmental Protection (FDEP), by expanding existing law allowing rails to trails conversion to now include all greenways and trails.3 Greenways are defined as a corridor of protected open space that is managed for conservation and/ or recreation, that link natural preserves, parks, cultural and historical sites with each other and with populated areas. Trails are defined as linear corridors on land or water providing public access for recreation or authorized alternative modes of transportation.4 On December 11, 1997, the Florida Greenways Coordinating Council adopted a resolution supporting the transit greenway concept as a cooperative effort on the part of FDEP, Florida Department of Transportation (FDOT), and the Florida Department of Community Affairs (FDCA).5 Thus, as the FGCC's recommendations move forward to the Governor and Legislature in 1998, transit greenways can become part of the statewide plan. B. Regional Planning Another important endorsement for transit greenways, or walkable transit corridors, came on December 3,1997 from the Governor's Commission for a Sustainable South Florida, which includes Monroe County.6 This resolution was written with the help of the FDOT and FDCA and recognizes the potential of walkable transit corridors to aid the local movement of people. The concept of a sustainable transit system is consistent with the recommendations of the Commission's Initial Report of October 1, 1995.7 In addition, transit greenways are consistent with the South Florida Regional Planning Council's Strategic Regional Policy Plan for South Florida (SRPP), and the Monroe County Comprehensive Plan (Comp Plan). The transportation section of the SRPP discusses the critical importance of transportation to social, economic, and environmental well-being. Strategic Regional Goal 5.1 regarding mutually supportive transportation and land-use planning contains many specific policies that transit 3 1996 Fla. Laws ch. 96-389, now codified at Fla. Stat. ch. 260. 4 Fla. Stat. ~260.013(1) and (2). (West 1997 Supp.) (emphasis added). 5 See Appendix I, FGCC Resolution. 6 See Resolution and transmittal letter of Governor's Commission dated December 5, 1997, attached as Appendix II. 7 See Governor's Commission Initial Report, October 1, 1995, at Section D-3, pages 103- 108. Page 3 Transit Greenways for Momoe County January 14,1997 greenways support.8 As to the Monroe County Comp Plan, transit greenways are supported in the Transportation, Traffic Circulation and Mass Transit, Future Land Use, Recreation and Open Space, and Housing Elements of the Comp Plan.9 C. Transit Planning The FDOT Public Transit Office recently issued a guidance memorandum regarding the Federal Transit Administration's (FT A) Planning Emphasis Areas and the upcoming Transit Strategic Plan (TSP), to be completed by July 1998. One of the FT A Planning Emphasis Areas for transit is Environmental and Community Impact, wherein local and state agencies should create sustainable communities with protection of natural resources through coordination of transportation and land use planning. The FDOT states in its guidance memorandum that" transit greenways" would fit into this category, and meet the goals of the FTA and the upcoming state TSP.I0 III. A TRANSIT GREENWAY SYSTEM IN MONROE COUNTY What form and where would a transit greenway system take shape in Monroe County? Given the unique geography of the Keys region, planning a transit greenways system in Monroe County is relatively simple. A Greenway Transit System providing sustainable transportation could take the following form: Express Bus and Narrow Gauge Rail service, Transit Greenway Arterial and Greenway Collector. In addition, three to five Transit Villages of varying sizes would act as Intermodal Centers to link Express Bus and Narrow Gauge Rail service to greenway tram service, collector greenways and significant destinations, including parks, marinas, resorts, hotels, historic facilities and education centers. A seamless, sustainable, Keys-appropriate transit system utilizing greenways and reducing the number of cars traveling on U.S. 1 can significantly improve the environment of Monroe County. A. Express Bus Express Bus service could operate from Miami International Airport to Key Westl1 with limited stops in between, as an expansion of the current Greyhound 8 See Strategic Regional Policy Plan for South Florida, South Florida Regional Planning Council, August 1995, at pp. 119-121. 9 See Appendix III for policy support for a transit greenway system within the Monroe County Comp Plan. 10 See "Memorandum Re Issues for Early Coordination of UPWPs," from Tara Bartee, FDOT Public Transit Office, December 29, 1997, attached as Appendix N. 11 Express Bus service could begin at the Tri-Rail/MetroRail Transfer Station in Hialeah Page 4 Transit Greenways for Monroe County January 14, 1997 system.12 Such stops could include the Miami Dadeland MetroRail station, Key Largo,13 Islamorada, and Marathon. These buses, of normal coach bus size would travel on the existing road system, utilizing U.S. 1 in Monroe County and existing highways in Dade County. As will be discussed in more detail below, the Express Bus adds the regional connection to transportation that is useful to apply for a Federal Transit Administration (FT A) demonstration grant. Given Monroe County's location and FT A funding philosophy, a bus link to Dade County, in the absence of a cost-effective rail link from the Miami Airport, is recommended to create a regional system based in Monroe County. The Express Buses could be structurally modeled on the buses used in Curitiba, Brazil, so that bus entry and exit quickly take place from a raised transit platform shelter with electronic fare collection, Americans with Disabilities Act compliance and parking/retail store capacity.14 The shelters are made from clear material to provide visibility and crime prevention through environmental design (CPTED). The buses themselves should have a distinctive Keys design, with windows covering the top half of the bus to provide vistas of the Keys during the trips. As to environmentally- conscious technology, consideration should be given to low or zero emission engine buses to reduce pollution. B. Narrow Gauge Rail An interesting option for use within the larger Keys is narrow gauge rail. Narrow gauge rail trains, on two to four foot wide tracks, can be either a until the Miami Intermodal Center is completed (new complex for easy connections between Airport terminals, MetroRail, Tri-Rail, and Metro-Dade Transit buses), or, Express Bus could simply coordinate schedule of departures from Miami Airport with arrival of Tri-Rail Miami Airport shuttle bus from existing Tri-Rail Miami Airport Station at Hialeah Market. 12 Greyhound or another appropriate vendor could simply be contracted to operate the Express Bus system in place of the' current Greyhound service. Currently, Greyhound operates a schedule of four departures daily from Key West traveling north, and four daily departures from Miami Airport traveling south, with stops in many locations throughout the Keys along U.S. 1. The trip is scheduled for 4 hours and 20 minutes, costs $29 one way from Key West to Miami Airport ($57 round-trip; cost for Marathon Airport to Key West is $10 one way). 13 Separate service could be provided from employment centers in Key Largo and the Upper Keys to the Homestead area to facilitate service employees' commutes. 14 The FT A has analyzed the Curitiba system and is looking to emulate some of the efficiencies and planning linkages that its system has achieved. For an in-depth description of the Curitiba system, see Michael Major, Brazil's busways, Mass Transit, May-June 1997 at p.26. Page 5 Transit Greenways for Monroe County January 14, 1997 diesel/hydraulic driven locomotive-type or a self-contained electric drive trolley which would be pedestrian-compatible at speeds up to 20 miles. Each locomotive car or trolley would carry about 27 people. The locomotive car is approximately 7 feet in overall height, 5 feet wide and 18 feet long. Each trolley is about 8 feet in height, 5 feet wide and 24 feet long. The low-maintenance rail is fastened to pressure treated ties with galvanized lag bolts and fasteners. This type of narrow gauge rail existing parallel to U.s. 1 can utilize corridors where other traditional buses cannot effectively operate. Narrow gauge rail could be used within the Key Largo, Islamorada, Marathon and Key West areas. IS This transit option would be located adjacent to U.s. 1 and arterial or collector transit greenways as appropriate for trip lengths of 1 to 6 miles. If the 6 mile track is desired, the trains can be outfitted to travel up to 30 mph, thus extending the walking experience to the entire length of the larger individual Keys. c. Transit Greenways: Arterials and Collectors These greenways with a transit component could parallel U.s. 1 in those areas with enough land to accommodate a 40 foot greenway. Key Largo, Marathon, and possibly Islamorada are the most logical places to utilize greenways with trams. Transit arterial greenways will typically be 40 feet wide with sufficient pavement and green space for pedestrians, bicyclists and human scale, clean-fuel burning trams. A recognizable design feature is consistently displayed throughout the greenway network to allow for easy identification of the greenway. Throughout Monroe County, where insufficient right-of-way is available for an arterial greenway with a transit component, but where a collector greenway can fit and a transit component is desired, the decision could be made to periodically have the tram simply travel on U.s. 1 for short distances. The arterial greenway will typically be utilized to extend the walking experience for a distance of 1 mile or less with a plaza or park area every half-mile or so (if narrow gauge rail is not used, then additional trams could be utilized to extend the walking experience up to 2 miles). Adjacent to these plaza areas could be greenway parking opportunities. The tram vehicles used on the greenway would be for 10-15 passengers, similar in size to airport vans or tourist trolleys in Key West. The trams would operate to pick up passengers along the greenway or who have just parked their car at greenway parking opportunities and desire to tram to their retail or business destination. The 15 The parameters of this study do not include a detailed analysis of the City of Key West. Links to the City of Key West are discussed, but application of a transit greenways system within the City of Key West has not been analyzed. However, the streets of the City of Key West are already appropriately tree-lined to function as greenways if the City so desired. Page 6 Transit Greenways for Monroe County January 14,1997 trams would be covered to provide shade and cool air, but with large windows to accentuate the outdoor experience. To be pedestrian-compatible and environmentally sustainable, the trams should be powered by natural gas, hydrogen, fuel cell, or some combination thereof to be a zero emission or very-low emission vehicle. Linkages to established hotels and resorts are necessary to ensure that visitors to the Keys can vacation without the use of a car for every local trip. In addition, linkages to shopping and business locations are available to all Monroe County residents. Collector greenways will typically be 16 feet wide with sufficient pavement and green space for non-motorized transportation (pedestrians, bicyclists, etc.16). These greenways are recommended to be placed to serve recreational tourist and residential needs as connectors to a variety of Monroe County destinations, arterial transit greenways, narrow gauge rail and express bus service. Collector greenways provide an auto and transit free corridor for non-motorized alternative transportation. As appropriate and as land is available, there will be a widening of green space along the collector greenway, creating a pocket park. These widenings could link existing land that is reserved for conservation and cannot be improved, whether in public or private ownership, and where wetlands are not present or cannot be mitigated. Private lands restricted to a conservation land use could thus be purchased with transportation dollars, if connected to the greenway network. For undisturbed land, a greenway would be placed at the perimeter of the property, while for disturbed land, a linear park could be created. As with the arterial greenways, a recognizable design feature is consistently displayed throughout the greenway network to allow for easy identification of the greenway. D. Transit Villages, Intermodal Centers, and Greenway Parking Opportunities Greenway transit villages will typically be two to three blocks square surrounding a transit greenway mall 200 to 600 feet wide with sufficient pavement and green space for pedestrians, bicyclists and tram service typically linked with express bus, narrow gauge rail, aviation or maritime transportation services. Each greenway transit village includes an intermodal center in a park-like setting where pedestrian, bicycle, tram, rail, and bus users can change transportation modes comfortably. Land use and zoning along the perimeter of the transit greenway mall will provide for commercial businesses, retail and residential uses. The intermodal centers can serve as centralized visitor information and computer reservation systems allowing tourists and residents to review destination options and book hotel, marina, charter boat, dive trip, bicycle, or other reservations through voice, video and data connections. A 16 This greenway would generally be for the bicyclist that travels at less than 20 mph. Faster speeds would be incompatible with the walking experience. Those bicyclists traveling faster than 20 mph should use the regular road system. Page 7 Transit Greenways for Monroe County January 14, 1997 recognizable design feature is consistently displayed throughout the intermodal centers and transit villages to allow for easy identification of the greenway network. A necessary component of a transit greenway system are parking opportunities, built consistent with the Monroe County height limitations. Greenway parking options, fundable as part of a transportation system, will be needed to replace at-grade parking used by the greenway itself. At the transit villages and intermodal centers, greenway parking opportunities operate to capture the private passenger cars and allow easy transfer to greenway trams, narrow gauge rail or express bus, aviation and maritime transportation services. The greenway parking opportunities can be developed as mixed-use structures with retail at the ground floor and one or two layers of parking. The greenway parking locations can be at the site locations already considered for redevelopment, to maximize the use of buildable land.17 Changes to land development regulations regarding parking availability in commercial areas may be necessary to effectively integrate greenway parking opportunities and greenway construction. Greenway parking opportunities operate to both reduce automobile trips from the road system, allowing for easy transfer to the greenway transit system, as well as providing needed revenue for operational costs of transit greenways. 18 Concerns over the loss of at-grade parking by businesses can be met by providing accessible pedestrian access from greenway parking opportunities to retail locations one to two blocks away. At the same time, frequent tram service on connected arterial transit greenways can expand the typical pedestrian reach from the parking opportunity to businesses within 1 mile of greenway parking. Utilizing a "smart card" reader system at greenway parking opportunities can enable residents to be given exclusive use of the remaining at-grade parking areas or preferential parking rates, justified by any Monroe County contributions for capital or operation of transit greenways (see Section IV, Funding, below). In similar fashion, 17 Depending on local needs and desires, affordable housing units could be built along with above grade parking. 18 A transit greenway project can attempt to respond to concerns about overhead electric service distribution lines, wastewater and sewage, stormwater runoff and other utilities in the greenway corridor as part of the financing system of the greenway system. For example, greenway parking facilities can be designed with state-of-the-art bathrooms with a pressurized- pipe sewer system to begin the phased modernization of Monroe County's overall wastewater system. Greenway parking bathrooms, with first floor retail or other use, can target a significant portion of tourist bathroom needs. Appropriately treated graywater, rainwater and freshwater could be used to fertilize and irrigate the green part of the greenways, providing an additional sustainability element to the greenway transit system. Page 8 Transit Greenways for Monroe County January 14,1997 parking revenues can assume employer purchased parking at wholesale rates for their employees. E. Locations The following are suggested locations of the various elements of the Greenway System. It is critical for Monroe County to identify the destinations desired to be linked by the greenways system in advance of a federal grant application to the Federal Transit Administration (see Section IV below). 1. Key Largo Greenways The location of Arterial Greenways with rubber-tired transit or narrow gauge rail components would be parallel to U.S. 1 within Key Largo where appropriate right-of- way exists. Discussions with Key Largo Economic Development Council (EDC) representatives lead to the conclusion that a transit arterial greenway is appropriate from at least Mile Marker 106 to the proposed Town Center at mile marker 99.5. This greenway could run within a Transit Village, and is compatible with existing community efforts to design a pedestrian friendly environment for the commercial areas of Key Largo. Collector greenways would then be added perpendicular to the U.S. 1 corridor for the residential and commercial areas, consistent with current community planning efforts being conducted by the EDC through Russell Moore of Design Studios West and Dan Burden of Walkable Communities, Inc. At Mile Marker 106, an intermodal center could be located on the Ocean side, known as the Key Largo Intermodal Center (KLIC).19 As a welcome gateway to the Florida Keys for those entering by car or express bus, the KLIC would have parking, retail, and tourist information readily available. Greenway links north could connect to the Key Largo Hammocks State Botanical Site (Bougainvillea area). South from MM 106, ongoing planning efforts of the EDC envision four or five nodes of ecotourism destinations, including a nature interpretation center.20 Greenway tram or narrow gauge rail links would extend south, avoiding undisturbed hammock areas, to at least MM 99.5. Hotel or resort locations could be linked to greenway trams, which then connect to narrow gauge rail at'the four or five nodes including the KLIC. Express bus service at the KLIC would connect to Miami Airport and the Dadeland MetroRail station as north-bound destinations and the Islamorada area as a south-bound destination. Separate bus service could provide access from Homestead to Key Largo 19 See depictions at Exhibit A. 20 Such nodes could include linking Crocodile Lake National Wildlife Refuge to John Pennekamp Coral Reef State Park to the Maritime Museum to boat access to Everglades National Park and Florida Bay. Page 9 Transit Greenways for Monroe County January 14, 1997 employment centers. 2. Marathon Greenways In Marathon, a greenway system can link the governmental, health care, historical, educational and ecotourism centers to create a family-oriented tourist destination which would also improve the bicycle and pedestrian opportunities for residents. Express bus service linking north to the Islamorada area and south to Key West could operate to encourage airline traffic into Marathon by creation of a Marathon AviationjIntermodal Center (MAIC).21 Narrow gauge rail and transit greenways could be placed either alongside U.S. 1, or whenever appropriate, on the former railbed of Flagler's Railroad. Discussions with representatives of the Marathon Economic Development Council lead to the suggestion to link the Dolphin Research Center on Grassy Key to the Marathon Airport,22 the Old Marathon business and historical area, and then to Pigeon Key using the Old Seven Mile Bridge. The area around the Government Center could be redesigned as a campus, park-like setting with more compact parking opportunities. An environmental education, ecotourism theme, in line with the recommendations of the 1995 report of the Greater Marathon Chamber of Commerce Economic Development Council could be developed. To facilitate historic preservation and economic development, a mixed-use zoning overlay district with design standards, historic preservation, and transit greenways can provide the vehicle to achieve long- standing goals of the Marathon community. 3. Islamorada Greenways In Islamorada, the old 4-A corridor might be utilized parallel to U.S. 1 for an arterial greenway or narrow gauge rail, if desired. As appropriate to connect to fishing destinations and neighborhoods, collector greenways could link these areas by placement perpendicular to U.S. 1, if desired. In addition, if desired, a small intermodal center linking Express Bus and Narrow Gauge Rail to greenway trams and collectors should be considered. 21 On January 8, 1998, USAir Express discontinued service to Marathon Airport, an airport already with unused capacity. At the same time, Key West International Airport has reached its capacity. A greenway transit system can encourage Florida residents and tourists to fly to the Keys via Marathon and not drive or rent a car for local trips upon arrival. 22 See depictions at Exhibit A. Page 10 Transit Greenways for Monroe County January 14,1997 4. Lower Keys Greenways In the Lower Keys area, environmentally appropriate right-of-way for an arterial greenway parallel to U.S. 1 is much more difficult to obtain. However, there are a number of Old Keys Bridges in this area.23 The structural integrity of these bridges should be investigated to determine whether they can support a greenway of some kind to link Marathon to Key West. Given the distances involved and the rural nature of the Lower Keys region, this greenway could be a simple collector greenway or a collector greenway combined with narrow gauge rail service. As to Big Pine Key, U.S. 1 could be elevated to alleviate the Key Deer deaths attributed to vehicular accidents, with a greenway and service road at grade where businesses are maintained. 5. Key West On behalf of the County, two briefings were held with City of Key West officials to inform them of our investigation into innovative funding strategies to help the County's interest in solving county-wide transportation concerns.24 The application of transit greenways to the City of Key West needs to be more fully explored, but at a minimum we suggest the location of a Key West Intermodal Center (KWIC) 25 and the 23 It is recommended that where appropriate the Old Keys Bridges be utilized as part of the transit greenway system. The current Governor's Taskforce should consider this option as it reaches its conclusions in early 1998. Those bridges used as collectors will provide a separate pedestrian and bicycle corridor, particularly in the Lower Keys area, where environmental concerns and lack of right-of-way adjacent to U.s. 1 is not available. Currently, the FDEP Division of State Lands owns all of the 23 bridges except the Old Seven Mile Bridge (Pigeon Key) which is owned and maintained by FDOT. Each state agency is interested in resolving the future of the bridges, with the hope that Monroe County assumes ownership and management of the bridges. An engineering study to evaluate the structural integrity of the bridges is estimated by FDOT to cost $175,000. The 1997 Florida Legislature authorized $30,000 for a rails to trails study from Florida City to Key West. The FDEP decided to use this $30,000 for the Key West to Sugarloaf segment, since a trail in the Lower Keys will be easier to develop as all the old bridges in that area are on the same side of U.S. 1, and only one of those has been converted to a fishing bridge. The DEP authorized Clean Florida Keys to bid out for such a Master Plan study for detailed planning to build the trail. Originally scheduled to go out for bids in fall 1997, the current schedule is for bids to be out in January, with six months for the study to be completed. (Telephone conference with Dale Adams, FDEP Division of State Lands.) 24 See letter of John Jones, Assistant City Manager, dated January 9, 1998, attached as Appendix v. 25 See depictions at Exhibit A. Page 11 Transit Greenways for Monroe County January 14,1997 utilization of the greenway funding effort to develop a parking solution for the Key West area and to establish more frequent express bus service for Miami and Marathon Airports to Key West. IV. HOW A GREENWAY TRANSIT SYSTEM CAN BE FUNDED IN MONROE COUNTY Greenways with a transit component for Monroe County can be funded through a wide variety of federal and state sources. This report is principally focused upon funds available through the Federal Transit Administration (FT A). The FT A is looking for a sustainable transportation proposal that combines low-cost mobility, congestion mitigation, and an improvement in "livability." Mter discussions with FTA Washington staff, we recommend preparing a request for $250 million in FTA discretionary funds.26 As discussed above, transit greenways are a new product that meets FTA initiatives to link transportation, land-use and environmental considerations, and that is low-cost relative to all other transit systems. A. Capital Funding Formulas and Sources Significant Federal Transit Administration discretionary funding requires a state/local match of funds for both capital and operating costs. For capital funds, including planning, design, engineering and construction, the FT A can spend up to 80% of a project, with a 20% match from the state. The FDOT then requires a 50% state/50% local split, effectively making the local match for FT A funds to be 10% of total capital costs. With use of a toll facility at u.s. 1 described in Section E below, the County's capital outlay can be further reduced. Monroe County is more likely to obtain FT A discretionary funding by offering a 70%/30% capital split. We recommend reaching this split as follows: 70% FTA funds, 10% FDOT matching funds, 10% "soft match" utilizing old Florida Turnpike credits, and a 10% local match in the form of a partnership with the Florida Turnpike to create a toll facility on U.S. 1 from the Dade County line to MM 106. Replacement funds for the 10% "soft match" can be obtained over the six year length of the project through a variety of other federal and state grant programs, as discussed in Section G below. 26 The $250 million would fund the demonstration and research components of a $300 million Greenway jTransit National Demonstration, Research and Planning Grant. The remaining $50 million would be for ten regional planning grants developed in coordination with the demonstration project. Page 12 Transit Greenways for Monroe County January 14, 1997 B. Federal Transit Administration -- Discretionary Spending The federal Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) was scheduled to be reauthorized in 1997. Although all sides agreed that a reauthorization was necessary, due to intense regional debate within both houses of Congress over the proper formula for allocation of funds to states, only a six-month extension was approved in October 1997, delaying full reauthorization until late spring 1998. This delay gives Monroe County the opportunity to be included in the new ISTEA bill under a newly created Greenway jTransit National Demonstration, Research and Planning Grant. 27 1. Greenway jTransit National Demonstration, Research and Planning Grant The Federal Transit Administration has expressed interest in a national demonstration project for a sustainable transportation system. Although no formal guidelines have been written, discussions with FTA Washington planning staff indicate that if a national demonstration project is funded, it should be regional in scope. As discussed above, given its unique location, Monroe County would necessarily need to extend its transportation system into Dade County to link Miami International Airport (MIA).28 Express bus service, modeled after the raised boarding platform system used in Curitiba, Brazil and utilizing the existing road system to MIA and the Dadeland MetroRail station (Dadeland), should suffice. We recommend seeking an FTA demonstration grant of $250 million over six years. Given the current political climate in Washington, the FTA will not actively request applications, though we understand that the FT A Administrator is interested in supporting innovative, sustainable transportation that combines low-cost mobility, congestion mitigation, and an improvement in "livability." Transit greenways are a new product that mesh with FT A initiatives to link transportation, land-use and environmental considerations, and are low-cost relative to all other transit systems. 27 Given the increasingly positive federal deficit/ surplus predictions, it is likely that the transportation-related committees in Congress will make another attempt to rededicate the 4 cents of the 1993 federal gas tax from deficit reduction back to the transportation trust fund. Support for this rededication is crucial to the availability of new funds for transportation projects. 28 It is difficult to coordinate a transit partnership with Miami-Dade County, though interest has been expressed in the transit greenway concept at all levels (Mayor's Office, MPO, Expressway Authority). Further discussion with representative of Dade County will continue if desired. Page 13 Transit Greenways for Monroe County January 14, 1997 An application to the FTA must include a detailed discussion of: 1) Where should a greenway network be developed (general corridor and network description); 2) What vehicles are to be utilized (express bus, rail, tram, trolley, etc.); 3) How do you finance capital and operational costs and administer planning, construction and operation efforts; 4) When would project planning and construction funds be required; 5) Who will utilize the system and to what extent will transit ridership increase;29 and 6) Why should the FT A support this national demonstration in Monroe County. The "Where" and "What" questions have been broadly sketched out in Section III above. That a greenway transit system suits FT A policy priorities is also supported by the recently issued FTA Planning Emphasis Areas (PEAs). The four PEAs were "prepared to advise state and local officials and transit operators of the national issues that warrant consideration in carrying out the metropolitan and statewide transportation planning process."30 One of the four PEAs is "Environmental and Community Impact." The FTA advises local governments to have "Coordinated planning for transportation and land use management [that] will help to create sustainable communities with protection of natural resources."31 Clearly, a greenway transit system in Monroe County, geared toward protecting the fragile resources of the Keys by reducing vehicle trips, increasing stormwater retention, and providing opportunities for modernized wastewater collection and underground utility placement follow this FT A advice. Although the FT A is interested in supporting transit greenways, in order to broaden national support within the ISTEA reauthorization for the Greenway jTransit National Demonstration, Research and Planning Grant program, we recommend the organization of a national conference in Washington, D.C. this April of experts in the fields of global warming, transportation, crime prevention through environmental design, stormwater runoff, oceanology, and aviary habitat to better quantify or describe the benefits of a greenway transit system. Such experts would have the opportunity to discuss the benefits to be derived from a Greenway jTransit National Demonstration, Research and Planning Grant program. In addition to Monroe County being proposed as a logical national demonstration site, we recomrriend including 10 regional Planning Grants to other 29 The Strategic Environmental Assessments Division of the National Oceanic and Atmospheric Administration recently completed a report entitled "Linking the Economy and Environment of Florida Keys/Florida Bay," which included a socioeconomic analysis of tourists to Monroe County. 30 FTA Fiscal Year 1998 Apportionments, Allocations and Program Information, 62 Fed. Reg. 64456, 64463 (December 5,1997). 31 Id. at 64463. Page 14 Transit Greenways for Monroe County January 14, 1997 interested regions around the county. Such inclusion will further broaden support for transit greenways. Given Monroe County's unique geography, it is relatively simple to conclude that greenways with transit should parallel U.S. 1, with some collector greenway development and parking opportunities in Key Largo, Islamorada, Marathon and Key West. Other regions will need two to three years to plan exactly where their arterial and collector transit greenways should be placed. During the planning and implementation stages of the National Demonstration grant, each of the 10 regional planning areas could, through designated staff serve as a Technical Advisory Board to the Monroe County transit greenways project. 2. New Start If creation of the Greenway jTransit National Demonstration, Research and Planning Grant is delayed, Monroe County's greenway system can apply for FT A funds under the New Start program. This money, traditionally for large, fixed-rail transit construction, is approximately $800 million for the first half of 1998. Sixty-five projects have been earmarked for money under the New Start criteria for fiscal year 1998.32 Under the Revised New Starts criteria released December 19, 1996, to be used for the first time in rating the Fiscal Year 1999 (next year's budget under consideration now) proposed projects, greenway transit should score high. The Revised New Start criteria focus on Mobility Improvements (dollar value of travel time saved), Environmental Benefits, Operating Efficiencies (operating cost per passenger mile), Cost Effectiveness (incremental cost per incremental passenger in forecast year), Transit Oriented Land Use (rating on transit supportive existing land use and future patterns), Other Factors (optional consideration of local policies, programs and factors relevant to success of the project) and Local Financial Commitment (proposed local share of project costs and stability of local capital and operating funds).33 New Start projects must be based upon the results of an alternatives analysis and preliminary engineering.34 Transit greenways in Monroe County should be low- cost compared to traditional subway and light rail projects as greenways are essentially light-duty roads for non-auto and non-truck use, providing environmental benefits in the fragile Keys region (air quality, stormwater retention, and tree canopy as wildlife habitat), and linked to express bus facilities and existing and future land uses to create a seamless transit greenway system. 32 Id. at 64462. 33 See Federal Transit Administration Office of Planning, TPL-22, February 12, 1997; 61 Fed. Reg. 67093-67106 (December 19, 1996). See also the underlying statute at 49 D.S.C. ~ 5309. 34 49 D.S.C. ~ 5309. Page 15 Transit Greenways for Monroe County January 14, 1997 3. Livable Communities Initiative The Livable Communities Initiative is another FT A program the objectives of which are met by a greenway transit system. The FT A objective for this program is to promote more livable communities by strengthening links between transit and community planning; stimulate active community involvement; "increased access to employment, education facilities and other community destinations through high quality, community-oriented, technologically innovative transit services and facilities and levering resources available through other Federal, State and local programs."35 The characteristics of Livable Communities as defined by FT A are consistent with the effects of greenway planning and development, including well planned and designed neighborhoods where community-based facilities are in walking distance of user-friendly transit; transit, pedestrian and bicycle access compatible with land use, zoning and urban design to reduce vehicle dependency; transit services and facilities that provide safety, security and accessibility for all passengers; and sound environmental practices. C. FEDERAL HIGHWAY ADMINISTRATION Another large amount of U.S. Department of Transportation funds come through the Federal Highway Administration (FHW A). In combination with Federal Transit Administration funds, FHW A funds may also be tapped to develop a Greenway j Transit National Demonstration, Research and Planning Grant program. FHW A staff is also interested in sustainable transportation innovations. 1. Surface Transportation Program -- "Flexible" funds Under Title 23 of the U.S. Code, surface transportation funds may be used for transit purposes. These funds represent the bulk of the available federal funds to the Florida Department of Transportation. In urbanized areas where a Metropolitan Planning Organization (MPO) is in place (typically areas over 200,000 in population), the MPO makes funding priority decisions, with input from the appropriate FDOT District. Additional transit and highway funds are available to those areas with MPO's. In those areas without an MPO, such as Monroe County, the appropriate FDOT District (District VI for Monroe County) decides how to spend the flexible Surface Transportation Funds. As discussed below, we recommend the formation of a Metropolitan Planning Organization, allowed with State approval for areas over 50,000 in population. Forming its own MPO would give Monroe County more control over the spending of transportation dollars within the County, and facilitate coordination 3S Federal Transit Administration website material at <www.fta.dot.gov/library / planning/ livbro.htm1>. Page 16 Transit Greenways for Monroe County January 14, 1997 with FDOT District VI. 36 D. Florida Department Of Transportation General discussions with the leadership of the FDOT yield the conclusion that given the availability of new federal discretionary funding, the FDOT will provide its 10% matching funding. In addition to the FDOT match to a $250 million FTA grant, regular FDOT construction funds can be used for a Big Pine Key elevated roadway and other greenway related road improvements. Whether as a match to new federal dollars, or as separate FDOT funding in the absence of a large federal grant, the FDOT could provide funds to a transit greenway system in Monroe County through the following funding categories: 1. Transit Corridor Program The Transit Corridor Program can provide funds to relieve congestion and improve capacity within an identified corridor.37 Funds from this program can purchase land in the gaps left after completion of voluntary purchases. 38 Clean-fuel or electric vehicles can also be purchased or leased under this program. In addition, greenway parking opportunities, as described above, can be funded through this program.39 Such parking facilities will increase use of the transit greenways and reduce vehicle trips to reduce traffic congestion and air quality problems associated with regular roadways. In addition, such facilities could be developed in partnership with the private sector for ground floor retail use or third story residential use. 2. Public Transit Service Development The Service Development Program40 can provide funds for three years. Priority under this program is given for projects that are: "statewide in nature or will 36 Having its own MPO may also allow Monroe County to seek additional categories of funding, such as Congestion Mitigation and Air Quality (CMAQ) grants. Though small, ($3-4 million annually in Florida) these funds can be used for transportation programs that can reduce vehicle miles traveled and 'vehicle trips of private passenger automobiles. 37 See F.S. Sections 341.031(10) and 341.051 (5)(e); Rule 14-106.007 Florida Administrative Code. 38 "Transit Corridor Program, " Transit Office, FDOT Procedure 725-030-003-d, effective January 14, 1997, Section L(5)(b) at p. 5. 39 Id. at Section L(5)(a) and (5)(c) at p. 5. Sections 341.031(8) and 341.051(5)(e), Florida Statutes. 40 Page 17 Transit Greenways for Monroe County January 14, 1997 demonstrate services, technologies, or methods that would be applicable elsewhere in the State."41 Greenway transit corridors are a new idea in public transit, however, several areas throughout Florida are beginning to consider how to define and develop greenway funding initiatives. Transit greenways are a good candidate for funding under the Service Development Program and ought to be pursued immediately. E. Local Match For Federal Or State Funding: Partnership with Florida Turnpike Significant Federal Transit Administration funding typically comes with a required local match of funds for both capital and operating funds. As described above, the local match for capital funds is 10%, however, we recommend a partnership with the Florida Turnpike to create a U.S. 1 toll road for the Monroe County portion of u.S. 1 as part of an interconnected toll road, intermodal and greenway system.42 Mter providing for residents and employers, market pricing techniques can be utilized on the toll system to counteract any effect on carrying capacity limits. Use of the toll road would reduce Monroe County's capital costs contribution to an amount necessary to match non-USDOT federal funds (described below in Section G) used to replace the 10% "soft match" old Turnpike credits (see Section F below). Of course, direct County outlays from impact fees or gas tax revenue could be used as the local capital match. As an alternative, new toll road revenues could be utilized as a local match in combination with the Card Sound toll bridge collections (bonds now paid off and tolls, estimated to collect $500,000 per year, pay for maintenance and operation of Bridge and County Road C-905) as part of a new Monroe County transit greenway effort.43 Although the imposition of any toll will often be vigorously debated, leveraging toll receipts with federal funds may well answer concerns over further road expansion, projected costs for unimproved land acquisition, stormwater runoff correction, wastewater treatment and necessary access to significant destinations by way of a transit greenway system. Building greenways on road right-of-way will assure that a three lane u.s. 1 decision today will never result in a four lane initiative tomorrow. Purchase of unimproved conservation-zoned land for collector greenways, enhanced 41 "Public Transit Service Development Program," Transit Office, FDOT Procedure 725- 030-005-d, effective October 24,1996, Section 1(b) at p. 4 (emphasis added). 42 Annual resident passes purchased by the County Commission as a cost of the local capital or operating match and employee passes purchased wholesale by employers can be made part of a locally "friendly" toll fee schedule. 43 Current County ordinance restricts use of Card Sound toll revenues to be for the benefit of the area near the Card Sound Bridge and County Road C-905. Page 18 Transit Greenways for Monroe County January 14, 1997 drainage for stormwater runoff from an arterial greenway alongside U.S. 1, and greenway bathroom construction and wastewater system enhancements at greenway parking structures help to resolve a multitude of financial questions relating to such improvements. A toll facility, visitor welcome and information intermodal center and the transit greenway system allows a partnership with the Florida Turnpike that will assure access to all Monroe County destinations. As a separate part division within the FDOT, the Turnpike Authority provides capitalization and bonding authority to finance a project that can be cash negative for 15 years (as long as it can be 50% cash positive in the 5th year of operation). At the 15th year, revenues must equal expenses. Given that the FTA is more likely to fund a demonstration project that has a higher than 20% local match and has a reliable and stable source of local funds, a partnership between Monroe County and the Florida Turnpike is recommended.44 F. "Soft match" Old Turnpike Credits Mter the 70% FT A grant, the 10% FDOT regular match, and the 10% local match through Turnpike funds, the remaining 10% is proposed as using old Florida Turnpike credits as a statutory, but not cash contributing 10% match. This match does not provide actual funds, but qualifies on paper as part of the local match for FT A purposes. The credit is taken against money spent in the past by the Florida Turnpike. Use of this funding mechanism results in receiving only 90% actual money of a 100% project. To replace this 10% "soft match" over the six year life of the project, we recommend Monroe County apply for a variety of smaller federal grants whenever the greenway system meets grant objectives. G. Additional Grants To Fund Final Ten Percent To fully fund 100% of the Greenway Transit System, we recommend application to a variety of federal grant and assistance programs. 1. U.S. Environmental Protection Agency The Environmental Protection Agency (EP A) has a number of grant programs to which a Monroe County greenway transit system could apply. One of the programs is the "Sustainable Development Challenge Grants" (SDCG). The objectives of this program are to: 1) catalyze community-based and regional projects and other actions that promote sustainable development; 2) enable community sustainability with past 44 Recent state law changes now mandate that the Florida Turnpike must spend 90% of the revenue it receives from tolls in Palm Beach, Broward and Miami-Dade counties within those three counties. If Monroe County joined that partnership, it would ensure that toll revenues would not subsidize road building outside South Florida and with its proposed transit greenway system, it would have a project ready for construction that would utilize available Florida Turnpike funds. Page 19 Transit Greenways for Monroe County January 14, 1997 EP A funding; 3) build partnerships; and 4) enhance EP A' s ability to provide assistance to communities. Eligible participants include local governments, and funding is available up to $250,000 per project under current guidelines. A description of potential projects for the SDCG supports funding of the greenway demonstration in Monroe County because of its relation to environmental, economic and community benefits. The project would use open space to increase aesthetic value and recreation opportunities. Elements of the project would include alternative zoning provisions related to automobile, bicycle and pedestrian accessibility. As stated in the potential project example, the ideal project would demonstrate the benefits of implementing metropolitan-wide transportation programs that promote sustainable development. A greenway transit system in Monroe County fits perfectly into the following quote from the potential project description: examine new and innovative ways to integrate air quality, storm water and other urban wet weather flows management, transportation and land use planning processes to effectively reduce vehicle miles traveled, thereby reduce congestion, lower energy consumption, improve air quality, and reduce greenhouse gas emissions. Projects would have an effect on nature-based tourism that would demonstrate a cooperative effort among environmental groups, business interests, and community leaders to design and implement a community-based strategy for ecological-based tourism. Other EP A grant programs are relevant as well. The Urban and Economic Development Division has a "Sustainable Communities Network Small Grants Program" that promotes community sustainability and urban and rural growth management and development. Proposals are up to $10,000 and must have matching support of at least 50% of the total grant. The total funding available is $50,000. As those eligible must be community-based, non-profit organizations and nonprofit publici private partnerships, the TMA we recommend Monroe County establish (see Section 1.1. below) could partner with a community group for this grant. Greenway transit meets the stated objectives of this program.45 The EP A also has a Transportation Partners program, which through the International Council for Local Environmental Initiative Cities for Climate Protection Campaign's Sustainable Transportation program has developed the Transportation 45 These objectives are to: 1) implement or develop a innovative approach; 2) educate the general public or a targeted constituency; 3) form partnerships; and 4) contain elements of replication and adaptation; and 5) wide support within the community, business and government sectors. Page 20 Transit Greenways for Monroe County January 14, 1997 Solutions-VMT Reduction grant program to support local governments' efforts to reduce vehicle mileage, encourage transportation alternatives, improve air quality and reduce greenhouse gas emissions. The 1997-98 recipients received grants ranging from $10,000 to $16,000. The EP A has invested additional resources in South Florida in the recent past, due to the unique needs of the region and the EPA Administrator's interest in the region. Further discussions with the EP A, at the highest level, could unlock additional resources to facilitate a transit greenway system. 2. Department of Agriculture The u.s. Department of Agriculture recently incorporated the South Florida Community Urban Resource Partnership, a federal initiative to provide assistance to the local community in Monroe, Miami-Dade, Broward and Palm Beach counties. The first regional meeting of this Partnership will be February 19,1998. Greenways are one of the types of projects under consideration for grant funding. 3. Department of Interior: National Park Service The National Park Service's Rivers, Trails and Conservation Assistance (RTCA) office, through the River, Trail, and Greenway Planning program, helps communities move projects from "ideas to reality." The Florida Overseas Scenic Trail effort in Monroe County is already investigating assistance under this program. To receive such assistance, a group must formally apply and meet the following criteria: a) an involved public; b) cost-sharing and cooperation; c) results orientation and d) significant resources. The RTCA lends expertise in ecology, consensus-building, landscape architecture and recreation development. RTCA works with local, state and federal government agencies, non-profit organizations, private entities, national organizations and other federal agencies. 4. Department of Energy The Department of Energy has technical assistance programs and grants which could aid a transit greenway system in identification of the proper clean-fuel vehicle for greenway trams. The Clean Cities Program, a locally-based grass-roots government! industry partnership, establishes a sustainable, nationwide alternative fuels market. Local private and public decisionmakers work as volunteer partners to build the alternative fuels (alternatives to gasoline and diesel fuel) market which allows the choice of the alternative fuels that best serve Monroe County based on fuel availability, fuel performance, emissions reductions and economic factors. The Clean Cities program works directly with local businesses and governments and provides Page 21 nroe County January 14, 1997 nuary 14, 1997 ons to address unique problems to their area and to foster ;etting, coalition-building and securing funding commitments. I Operation )epartment of Housing and Urban Development lt of Housing and Urban Development's (HUD) Community Jment program has a program entitled: Community Development Purpose Grants/Technical Assistance Program. This program I transfer skills and knowledge in planning, developing and unity Development Block Grants (CDBG) and sec. 810 Urban lms. An applicant is eligible if it is a state, unit of general local ribe, areawide planning organizations, or group designated by :1its to assist them in carrying out assistance under Title I of Public llified group assisting more than one governmental unit may oposals. If desired, Monroe County could use CDBG money to >using mixed-use development in conjunction with transit village )dal centers and greenway parking opportunities. association 'd members, to :ration and , Administrator on ,ns to prevent Isuant to state lrocedure ided to TMAs rding to local ter assistance st year.48 ons Financing 'stem, another ulatory,statutory Monroe l, state and federal lish why each l.. ng side of financing, we recommend seeking a 50% state and 50% Lent, after farebox revenue of at least 25%. The goal is to reduce operating expenses through the use of parking revenues as part of ~enway transit system. The operating arrangement of 50% state minimum 25% farebox recovery is currently used by the FDOT em in Miami-Dade, Broward and Palm Beach. State legislation s arrangement as part of a joint state/federal effort to establish e national demonstration initiative. Revenues from a transit I include the revenue collected from tram users, as well as parking ray parking users and potential toll collections.46 ltion which helps to implement l(c). TMA's that ments and large trip ty could form a ed to a downtown discussed above, a new toll road could be instituted to cover the l. The new toll on U.s. 1 could use market pricing techniques to lccess to the Keys and to alleviate concerns about carrying capacity ctions for residents and employees as discussed above and in ckets could be woven into the Express Bus service and/ or the 'portunity pricing. r25-030-008-e, :t VI approved a ling. ~rs, the Department al Oceanic and ~nvironmental on, the Florida unity Affairs (Area of Greenway parking opportunities at pages 7-8. Annual resident passes lty Commission as a cost of the local capital match and service employee lesale by employers can be available. Page 22 Page 23 Transit Greenways for Monroe County January 14, 1997 The Land Authority has broad powers to carry out purposes of the Acquisition Program.51 v. TIMETABLE AND START-UP FUNDS FOR TRANSIT GREENWAY PROJECT Given the upcoming spring 1998 reauthorization of the six-year ISTEA bill and the beginning of the Florida Legislative session, it is critical for the Monroe County proposal for FT A Greenway/Transit National Demonstration funds be quickly undertaken. We recommend drafting incorporation documents of the TMA with the Board of County Commissioners as the Directors by January 21, 1998, drafting of the JP A Agreement for approval by the TMA and FDOT on January 28, 1998, and development of the first year work plan for approval by the TMA and FDOT by January 28, 1998. The first year work plan would be for greenway planning efforts through the end of the 1997-98 fiscal year (6/30/98). If desired, the plan can incorporate elements of existing study data from recent planning efforts such as the "Monroe County Bicycle and Pedestrian Plan," October 1997 (not approved at this time) and local funding timetables for bicycle paths in the Monroe County Seven Year Roadway /Bicycle Path Plan. On January 28, 1998, the TMA would formally begin preparation of the Federal Transit Administration (FT A) funding proposal for the Greenway/Transit National Demonstration, Research and Planning Grant to be completed by March 17,1998, subject to TMA approval by March 25,1998. The TMA budget for this period is $200,000 to be funded on a 50/50 basis by Monroe County and FDOT District VI. Following TMA (County Commission) approval, the plan can be submitted to the FTA. Beginning March 26,1998 through May 25, 1998, an education and advocacy effort to Congress, the Florida legislature, and transportation agencies must be undertaken to argue for state and federal approval of the Greenway/Transit National Demonstration effort. A national conference, as discussed above should be held around Apri117-18 to gather experts to analyze the benefits of transit greenways and discuss the advisability of a national demonstration project. The TMA budget for this time period is estimated to be $200,000, to be funded on a 50/50 split basis by local funding sources and FDOT District VI or the FDOT Turnpike Authority. 51 Cooperative efforts of the Land Authority and Monroe County have negotiated successful activity-based park acquisitions in the past year. As relating to Affordable Housing, the Land Authority has assisted in the provision of affordable housing through partnerships with local government agencies and non-profits. In the area of Environmental Protection, the Land Authority is a local partner with the State Conservation and Recreation Lands (CARL) program who work together to protect the natural areas in the Florida Keys. Page 25 Transit Greenways for Monroe County January 14,1997 VI. CONCLUSION AND RECOMMENDED ACTIONS As was generally described in the December 30, 1997 letter to County Commissioners and County Administrator Jim Roberts, and as detailed above, we recommended the follow actions be adopted by motion of the County Commissioners on January 14, 1997: 1) Form a Transportation Management Association (TMA) and undertake related efforts as follows: a) Incorporate the TMA with BOCC as the Board of Directors of the TMA; b) Develop the work plan for approval by the TMA and FDOT by or about January 28, 1998; and, c) Draft the JPA Agreement for approval by the TMA and FDOT by or about January 28, 1998. 2) Subject to work plan approval by TMA and FDOT on or about January 28, 1998, fund up to $100,000.00 on a matching basis (with an equal contribution basis from FDOT of funds up to $100,000.00) for the preparation of the Federal Transit Administration (FT A) funding request for the Monroe County Greenway/Transit National Demonstration, Research and Planning Grant (MCG/TND) proposal. 3) Retain necessary expertise to complete MCG/TND proposal by March 17, 1997 for TMA review on March 25,1998. 4) Subject to the TMA approval on March 25,1998 to submit the funding request for the MCG/TND to the FTA, agree to seek local funds up to $100,000 on a matching basis (with equal contribution of funds up to $100,000 from FDOT/Turnpike) for TMA efforts through May 25, 1998 to refine the proposal so as to obtain MCG/TND funding. 5) Direct Monroe County staff to assist the TMA in the development and advocacy of the MCG/TND proposal, arid to help identify and seek other federal, state, regional and local sources of funds and alliances to support the MCG/TND. 6) Direct Monroe County staff to assist the TMA to evaluate land use parking, toll road and utilities strategies for utilization as elements of the MCG/TND proposal. 7) Direct Monroe County staff to evaluate with FDOT and TMA the formation of a Metropolitan Planning Organization (MPO) for Monroe County staffed by the TMA. 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Il..- on ..J1l:: w< jij~ c< cl!:! wia 1-113 z< !!!~ o::z 00 I-i: -z ~< ~+ I-~ < Il:: W :c o Il:: <( :i en w :; <( .., ~ -- '\ f-.-/ r:: r:- ~ ~ :l. v ~ ~ tli :l ~ ~ d1 I~~ I~ -:2~~ J~ >w ~~ z!:: WJ: WU 0::0:: C)<( .-~ -<( UJw Z..... ~~ .-al <( >- Z o J: I- Z <( + <( <( 0:: W J: o 0:: <( Z W w ::E <( ...., . ~.. <-J11:;?-. · ~ '-~-~ ~-a - ~ ~ ,,<~ ~~ ~ 5ID ~i~ .~ i VI Ii ~~r~ ~~r~ Js ~~~f~ ~ ~2. 2: ~~ ~ ~~~ ~ 4.~-4 f~~ ~ \ \ \ v tJ)C/') 1-1- ZO \ ~~ w6 ..J~ We:{ )-<( ~~ z~ Woo Woo 0::<( (!)> I-z -0 tJ):r: zl- ~~ 1-+ <( <( ~ ~ (,) 0::, <( Z C/') UJ ~ <( ..., Jl ~r- ~1 =~ ~~ 1"" '01 ~ ~ ~ ~ i ~j~ \S ~ &- ~~~ ~ M~~ 1 Florida Keys Transit Greenway Overlay Introductory Notes Anthony Abbate RA AlA Transit Greenways developed within the Florida Keys will reduce dependency on automobiles and minimize resource depleting activities. The Florida Keys, given its unique ecosystem and limited transportation alternatives, is the best location for a national demonstration of how a transit greenway system can help a community achieve sustainability. A thoughtfully planned overlay provides us with opportunities to more clearly articulate those elements that truly support the social, economic, and cultural exchanges necessary for a healthy community life. This can include improving the quality of design in commercial and residential projects, conservation of significant historic, architectural and ecological elements, beautifying the U.S. 1 corridor, implementing a linked system of parks and pedestrian walks, and providing opportunities for recreational, economic and cultural development. The overlay plan would correctly identify areas determined to be of community concern, areas that can serve as a necessary center or as a link between important sites that stretch along the islands. The Florida Keys has an historic significance as a place of refuge during the earliest periods of colonization to the present day. It was the site of Henry Flagler's most ambitious project, the railroad. The idea behind this effort suffered both natural and economic disasters and eventually gave way to the diluted environment of the automobile culture. The process of drafting a Greenway overlay proposal is quite simply the participation of the community in a major planning activity. It is based on realism, the need for direction based on clarity of focus and center. It is based on the desire to prepare for the next century where the local community can thrive and where visitors may find an attractive setting in an integrated, environmentally sustainable, harmonious, living community. The process for developing the overlay proposal begins with a visual inspection of the subject area. A photographic record of opportunities and failures in the built environment is developed. An analysis of the existing conditions including zoning, successful ordinances, policies, and programs is undertaken. The group will bring together the relevant lessons learned with the stated goals and intentions found in the adopted plans and policies of the local government. This process involves preference surveys, studies, and a consensus building approach to support the planning and architectural concepts that the overlay would provide. The synthesis of these studies, although preliminary, is reflected in a graphical proposal presented for approval by the County, The actual implementation of a zoning overlay would involve the participation of the entire community with its diversity of interests. Anthony Abblltc Al'chitcct Page I 01/12/98 12:21 PM Monroe County Greenwav Preliminary Outline See, 1 A. The Greenway may be developed as a multi-modal transportation connector and generator of transit oriented development (T.O.D.) B. Intents and Purposes for legislative implementation should be generated from the results of community workshops, adopted recommendations, and other studies approved by the board. Some examples are: Avoid deleterious impacts on surrounding residential areas, Coordinate land development with public infrastructure. Introduce a landscaping element. Promote and protect wildlife corridors. Encourage transit, pedestrian, bicycle options, Develop a highly attractive continuous public Greenway incorporating a network of pedestrian centers and local and regional parks. Promote an integrated mix of land uses to include retail, offices, housing. Promote pedestrian activity at clearly defined public spaces that link various uses. Develop a plan to reduce traffic congestion and vehicular trips, Achieve 20% of employment trips by walking, bicycling and transit. Reduce parking space requirements with alternative transit methods. Promote shared parking. Provide controls against parking in residential areas adjacent to the core areas. Establish site design criteria that promote pedestrian and vehicular accessibility and reinforce the relationship between buildings and the public sidewalks and streets. Develop specific criteria for shared parking between adjacent sites. Require efficient and safe pedestrian access and connections to all buildings from the street and adjacent properties. In higher density areas encourage replacement of large areas of surface parking with parking structures and dedicate areas for pedestrian passageways and accessways which are fronted by retail uses at street level. Provide pedestrian amenities including outdoor seating areas, continuous shaded walkways, landscaping for thermal comfort, courtyards, and plazas. Promote the installation of landscaping for new and existing development. Encourage improvements to the public sidewalk and connections between buildings and street in existing development. Protect residential areas from obnoxious uses, views, odors, and sounds. 1 Sec. 2 A. Mobility and Access. By developing and implementing various transportation modes in combination with properly designed sett1emen~ and recreational centers the travel demands are greatIy reduced when compared to tIle trips generated by typical sprawl development. Examples of various transportation modes include: 1. Pedestrian and wheelchair 2. Bicycle 3. Automobile 4. Zero or low emission Tram or Trolley 5. Zero or low emission Express Bus 6. Zero emission narrow gauge rail 1 Gustafson, et.al. Desim Guidelines for the North Lauderdale Progresso Overlav District Case Study 1996. 2 Correa, Valle, and Valle, The Florida Keys Traditional VillalZes: A Desim Handbook. Florida Keys Sensible Planning Alliance. Monroe COWlty. Anthony Abbate Architect Page 2 See. 3 A. Design Guidelines 1. Transit Oriented Developments (faDs) are the critical link between properly designed residential, commercial, cultural, and recreational development, existing development, and an intennodal transportation network. A Transit Oriented Development may reinforce existing development or create new centers. 2. Intennodal Center (lC) Located at intennodal transportation sites along the Greenway and integrated with existing community or recreational centers. 3. Transit Village (fV) Located at intennodal transportation sites along the Greenway and integrated with new and existing uses to create new community and recreational centers. Regional and Local TODs. 1. Possible regional centers might include: a. Key Largo Intermodal Center (KLIC) District and neighborhoods surrounding the KLIC Primary walkway easements. SecondaIy walkways and Bicycle paths Parking structure Transit Center Existing uses TOO-TV uses Parks b. Marathon IntermodaJ Aviation Center (MIAC) District and neighborhoods surrounding the MIC Primary walkway easements.oSecondaIy walkways Bicycle paths Transit Center Existing uses IC uses Parks c. Key West IntermodaJ Center (KWIC) District and neighborhoods surrounding the KWIC Primary walkway easements. Secon~ walkways Bicycle paths Existing parking structure Transit Center Existing uses IC uses Parks 2. Local centers, to be detennined, would be developed for potential locations or redevelopment of small communities. Anthony Abbate Architect Page 3 B. General TOD Development Design Standards. Applicable to IC or TV developments. "Communities historically were embedded in nature - it helped set both the unique identity of each place and the physical limits of the community. Local climate, plants, vistas. harbors. and ridgelands once defined the special qualities of very memorable place...Understanding the qualities of nature in each place. expressing it in the design of communities, integrating it within our towns and respecting its balance are essential ingredients of making the human place sustainable and spiritually nourishing. ,13 Study and define the edges and center of each location. existing or proposed. Study and define the circulation network and link with the Greenway system. Study and define public open spaces, Provide areas for public transit stops. Code compliant building materials. Detennining the quality and character of built development and its integration with nature. Define the unique context and character of each center. Encourage a diverse architectural design vocabuImy that enriches the character of the area where development occurs. Utilize architectural rhytlun to accommodate and enhance pedestrian circulation. Expand the use ofIocaIly developed architectural features such as porches, covered walks, gardens, and patios. Develop and define a variety of pedestrian paths and walks appropriate to the local conditions and density of human settlement. Provide or improve pedestrian access between parking spaces and the building entrances. Provide pedestrian links from existing and new development to the street sidewalk system. Differentiate pedestrian accessways from circulation routes of other modes of transportation and vehicular use areas. Study and develop criteria to support commercial and retail projects, enhance the public space, and encourage pedestrian activity. Provide public amenities that support economic development while reducing reliance on the automobile. Provide grouped parking areas within convenient walking distance. Develop site strategies that complement the natural environment. form well defined public places, provide rhythm at all pedestrian building fronts and links to adjacent and surrounding amenities and sites. Develop strategies for screening loading and service areas from public view. Encourage a diverse and locally derived architectural character encouraging high quality, providing variety, interest and integrity. See. 4 A. Definitions, a working vocabulaty of tenus including but not limited to: Architectural or building elements Building scale Build-to line Character Context Design vocabuImy Rhytlun Streetscape See. 5 A. Application for Improvements or New Development 1. Architectural Review and Approval Process 3 From an essay entitled "Ecology and Community". Calthorpe, Peter, The Next American Metropolis. 1993. Princeton University Press. Anthony Abbate Architect Page 4 See. 6 A. General Greenway Design Guidelines 1. Greenways a. Landscape element b. Transportation elements c. Intennodal centers e. Maintenance facilities f. Administrative facilities 2. Sitework. 3. TOO-TV and TOD-IC building and development. B. Locations. 1. Criteria for site selection. 2. Environmental impacts. 3. Tourist development. 4. Local and regional transportation needs. C. Design Standards. 1. Transportation elements. 2. Landscape. 3. Links. 4. Elements. A unified vocabulmy of furnishings for surface treatments, seating, lighting, signage, amenities, bathrooms, gazebos, kiosks and other elements shall be developed for the Greenway appropriate to each location and context. . " . ." Florida Greenways Coordinating Council Resolution GIVEN that the Department of Transportation recognizes that the proposed walkable transit corridor concept has potential to aid urban redevelopment and local movement of people, and that the development of the concept can be accomplished within the existing Department of Transportation process through Local Comprehensive Plans and the Metropolitan Planning Organization process; GIVEN that the Department of Environmental Protection, as the designated lead state agency for creating a statewide system of greenways on public lands, intends to promote urban transit greenways in order to: help protect native ecosystems through revitalizing urban areas; maximize greenways accessibility; and provide recreation opportunities, economic benefits and alternative transportation options; GIVEN that the Department of Community Affairs, working to create viable and livable communities, promotes such concepts through the Local Comprehensive Planning process, the Florida Communities Trust program. and the Sustainable Communities program; GIVEN that the Florida Greenways Coordinating Council is charged with promoting greenways initiatives, coordinating greenways activities among government agencies, private entities and citizens, and facilitating partnerships to enable the establishment of a statewide system of greenways; GIVEN that urban transit greenways as herein described in the attached Executive Summary further the efforts of: the Depam;nent of Transportation to provide efficient urban transportation; the Department of Environmental Protection to protect the environment; the Department of Community Affairs to implement Florida's comprehensive planning process; and the Florida Greenways Coordinating Council to establish Florida's system of greenways; and . GIVEN that urban transit greenways have the potential to provide the following benefits: improve air quality; enhance wildlife habitat and greenspace within urban areas; expand stormwater treatment opportunities; revitalize urban areas and economies; reshape urban function and aesthetics; aid urban infill and redevelopment; mitigate urban sprawl; provide safe public outdoor recreation close to home and ~ork; enhance access to historic and cultural resources; reduce crime through improved design techniques; reduce road congestion near urban transit greenways; increase transit utilization and ridership; provide alternative transportation within, to and from urban transit greenways; increase opportunities for sustainable pedestrian and transit-oriented transportation; and provide easily accessible utility corridors for redevelopment of urban centers; THEREFORE, the Florida Greenways Coordinating Council endorses the urban transit greenway concept to the Legislature, the Governor, and federal, state, and regional agencies, local governments, and private entities for consideration in their research, planning and development activities so to promote the use of urban transit greenways as part of the statewide greenways system connecting public transit systems, as well as pedestrian and bicycle routes and facilities, and ecological, recreational, cultural and urban destinations. Adopted by the Florida Greenways Coordinating Council on December 11, 1997. APPENDIX I t"""""..... ,..,-- "J __ r .J ..."., '-. --- ~-- .~ ~ """" ~ ~"'" -.. '"\ .-., I ,-r'-,,~ LAWTON CHILES Govu.VOR Bt.iDD)" MACKAy LT. Govu.VOR RICHARD A PETTIGREW CJl..IlR.\tAN VIRGINIA WETHERELL Jl'lel! Clf..lIR ME.\mERS LUIS AJ A."nL CHuCK ALLER IOHN C. ANDERSON THOMAS F. BARRY,IR. RICHARD G. BASHAW DICK 1. BATCHELOR MrrCHELL BERGER ERNIE CALDWELL MICHAEL COLLINS W. ARrnUR DARLING IOHN M. DEGROVE MIGUEL DEAZ DE LA PORTILLA WILLARD DoVER ROBERT L DUANE MARIA DoLORES EspINO SUELLEN H. FARDELMANN IOHN F. FL\mGAN SEN. HOWARD C. FOlL"lAN DEBRA S. HARRISON QUINTON HEDGEPETH NOBLE HENDRIX MAOOY HURCHALLA DEXTER W.1...EHtINEN lACK loNDON PAMELA S. MAC'K1E MARY MCCARTY MAROARET F. MEGEE L lACK MOLLER. DAVID MOTLOW lAMES F. MURLEY loRI NANCE PARRISH Wn.LIAM 1. PAYNE REP.IOHN RAYSON CAROL B. RLst ROY ROOERS STUART STRAHL Cl.ARA K. WILLIAMS MALCOLM S. WADE, IlL BElL'lARD 1. YOKEL CHARLES 1. ZWlCK E.x OFFICIO BlLLYCAtlSEY . IOHN H. HA.~SON,IR. COL. IOE R. MILLER RICHARD G. RING TERRENCE (ROCK) SALT BoNNIE KRA.'IZER. EJacr.t'f1n DIUCTOR GREG DIEHL DE'vrr DIUCTOR The Governors Commission for a . Sustainable South Florida December 5, 1997 Thomas F. Gustafson Gustafson, Tilton, Henning & Metzger, P.A. 4901 North Federal Highway, Suite 440 Fort Lauderdale, FL 33308 - Dear Mr. Gustafson: I am p,leased to inform you that The Governor's Commission for a Sustainable South Florida approved the attached resolution endorsing the walkable transit corridor concept on December 3, 1997. The walkable transit corridor concept is an integral part of urban redevelopment and will address many of the needs of a sustainable public transportation/transit system. The Governor's Commission looks forward to witnessing the positive results this concept will have on our communities. Thank you for your time and expertise. . Sincerely, )~~ ~~ . Bonnie Kranzer, Ph.D., AICP Executive Director Attached: Resolution BK/rt 97120S.bld APPENDIX II 1550 M.\DRl'CA A\'E~l'E - SI:ITE 220 · CORAL GULES, FLORIDA 33146 · (305) 669-6973 SIC 430-6973 FAX (305) 669-6974 @ P.I~TED O~ RECYCLED P,rtl RESOLUTION GIVEN that the Department of Transportation recognizes that the proposed walkable transit corridor concept has potential to aid urban redevelopment and local movement of people; that the development of the concept can be accomplished within the existing Department of Transportation process through Local Comprehensive Plans and the Metropolitan Planning Organization process; that the Department of Environmental Protection works with local governments to promote tftHy urban greenways which protect natural communities while accommodating appropriate human uses; ,that the Department of Community Affairs promotes such concepts in the Local Comprehensive Plan process and in financial support to local planning; THEREFORE, the Governor's Commission for a Sustainable South Florida endorses the walkable transit corridor concept to the FTA, FDOT, FDCA, FDEP, :MFO's and local governments for consideration in their transportation research and planriing to promote the use of alternative modes of transportation and serve as connections with other forms of mass transit. This endorsement is consistent with the urban redevelopment and public transportation/transit recommendations contained in the Commission's Initial Report, October I, 1995. SUPPORT FOR TRANSIT GREENW A YS IN MONROE COUNTY YEAR 2010 COMPREHENSIVE PLAN Policy Document The transit greenway concept has support throughout the Goals, Objectives and Policies of the Monroe County Year 2010 Comprehensive Plan Policy Document. Some examples of that support can be found within the following elements: 1) Future Land Use; 2) Traffic Circulation; 3) Mass Transit; 4) Housing; and 5) Recreation and Open Space. Future Land Use element of Comprehensive Plan: Goal 101 Monroe County shall manage future growth to enhance the quality of life, ensure the safety of County residents and visitors, and protect valuable natural resources. Objective 101.1 Monroe County shall ensure that at the time a development permit is issued, adequate public facilities are available to serve the development at the adopted level of service standards concurrent with the impacts of such development. Objective 101.4 Monroe County shall regulate future development and redevelopment to maintain the character of the community and protect the natural resources by providing for the compatible distribution of land uses consistent with the designations shown on the Future Land Use Map. Transit greenways can ensure sustainable development or redevelopment by providing transportation mobility without more roads. In addition, the Department of Community Affairs encourages innovative, flexible and creative planning and development strategies that are consistent with this Comprehensive Plan, which could encompasses a transit greenway system with zoning overlay districts. 1 1 Flexible and innovative strategies to discourage sprawl are: urban villages, new towns, satellite communities, area-based allocations, clustering and open space provisions, mixed-use development and sector planning. . .. Florida Administrative Code Rule 9J-S.OO6 (S)(k). APPENDIX III 1 Traffic Circulation element of Comprehensive Plan: Goal 301 To provide a safe, convenient, efficient, and environmentally-compatible motorized and non-motorized transportation system for the movement of people and goods in Monroe County. Transit greenways are ideal alternative modes of transportation because the resulting effect of transit greenways is to not increase traffic, but rather, to provide for traffic mitigation. As part of the greenway network, the creation of parking opportunities help establish parking strategies consistent with the Comprehensive Plan's transportation goals and objectives. Transit greenway connections to express bus, narrow gauge rail or trams linking parks, neighborhoods, plazas and historically and culturally significant sites enhance personal mobility in a sustainable manner. Objective 301.3 In order to provide for bicycle and pedestrian travel that is safe, convenient, and efficient, Monroe County shall provide four additional miles of bicycle and/ or pedestrian paths by January 4, 2000. Transit greenways enhance bicycle and pedestrian usage in a safe and convenient manner. Collector greenways accommodate pedestrian and bicycle use to the exclusion of motorized transportation. Collectors facilitate access to parks, schools, historic sites and other community-based facilities. Mass Transit element of the Comprehensive Plan Goal 401 To provide a coordinated surface transportation system for transportation disadvantaged people within Monroe County and to encourage such a system for all residents and guests. Transit greenways offer a sustainable transit system by providing connections to major destinations from airports, commercial areas, residential neighborhoods and parks. 2 Housing element of Comprehensive Plan: Goal 601 Monroe County shall adopt programs and policies to facilitate access by all current and future residents to adequate and affordable housing that is safe, decent and structurally sound, and that meets the needs of the population based on type, tenure characteristics, unit size and individual preferences. In combination with transit greenways, zoning overlay districts that use crime prevention through environmental design techniques (CPTED) can help attain this goal. The CPTED approach can create safe and aesthetically attractive housing, where fear of crime is reduced and quality of life enhanced. Recreation and Open Space Element of Comprehensive Plan: Goal 1201 Monroe County shall provide a recreation and open space system to conserve valuable natural resources and to provide recreational opportunities adequate to serve the present and future population of Monroe County, including permanent residents and visitors. The transit greenway system is consistent with the park and recreation aspects of the Comprehensive Plan. The transit greenway system is a linear park itself, including links to existing parks and the creation of new parks. 3 . FROM I -,TO 1 305 4'32 0074 ..: Date: 12/29/97 From: BARTEE, TARA PT943TB ~ Don To: Robert A Masoe PL932RJt _ DOn Michael ~right PL932M~ _ DOT1 cc: LASSETER PT129R1. _ DOTl All;XANOER PT229LA _ DOn GRICE PT32.9BG _ Don BUHoo P1'a9HB _ D011 CHERYL HARRISON-LeI; I>T529CH _ DOT1 ROORICitJEZ PT629RR _ DOT1 ttuWT PT729DH _ llCll1 Dees, J:!Itles B. PL230JD ~ D071 "'cad, Do!!fYlia PWOQ.., _ DOT1 Gus Schmidt. sc 436.-'6ZY: PLUoGS ~ Don l.4!nnon HClorc PL530r.H _ DOT1 AKITA VAJIOEll'lALIC PJ.6)OAV _ 00,.1 Donald J Skel ton Pl73nSD _ Don Carver, Sherry Sikes PI.130$$ _ DOT1 Jon M. Ausman PT943JA _ 0011 COVEN PT9GEC . DOT 1 S1lbJec~= 98/99 UP1JP$ i , --_.~:!:~~~~:_~~~:~=-~~~~!~~.~~~~~~.~~~~.~~:.~:~:~~~~~---._._------~ Ahocbed for )'Q\.I(" cons1cfercttion and use ltrt- ideas Iran the tram:it office in Talllilh~$$el: fol" 'the 1998/1999 UnIfied IFlEtll'lins Worle ProgralllS. Lre bave st.tMlarized the federal planning emph8.!is weas, end provided ideas an how they c;an m aCCOlt1llOdated while SlJl'POl'"tf~ the e](!=ect~ scals 01 the Transit StMltesic Pll.ln (TSP). I Ue have also pointed OUt continuina :lC::liI"6sl:ratfv. issues. Jf YtlU h<n-e any ~tfons, ple8s~ contact Jon AlJSlMn pr me. APPENDIX IV 19<='"",12-29 14127 #367 P. 02/r;:J5 ~ FROM I _.TO 1 305 492 0074 1 g~, 12-29 14: 27 #367 P. 03/05 M-E-M-O-R-A-N..D-U-M TO: Robert Mageel I Tara Bartee I Issues for Barl~ Coordination on UPWPs FROM: RE: I . DATE: December 29'1:97 The Public Transit Office ree ' ends the fonowing issues be addressed during preparation of the FY 1998-99 Unified Planning Work Programs (UPWPs). 01. While recognizing J tasks in a UPWP are repetitious (such .. annual traffic counts, . preparation of the uPWP, etc.) thefC are tasks which prod1JCe specific, one-time end products. If a task is carried overfrmn a ptevious year, Or is a tnulti-Yem" task, this should be clearly stated in the UPWP. If an MPO has not completed a task from a. prior UPWP, and is carrying funds and tasks into the new year;. fhis should be noted. This is particularly important for the }o'edercU . T ;it d . lstrati n!as 'S b us ra:t t -obl". 0 a d r bliaatin funds_ old contracts re~lin ~n:: . The Districts should dLine lfthe reason(s) for an incomplete !ask Is (are) adoquate or not The 1996-97 and 1997-S18 UPWPs contained OtmlCrous work task where there is no report of any ~evious work" being completed since the previous year. ,02. If dollars are being cam~d over from a previous tJpVn> to COl.D.plete a task during the time period COVeted by another uPWP. this should be clearly indicated in the description. A~ this is partieularto FTA f""f"'Itasks. . 03. ' The Grant Management knfonnation System (GMIS) financial reports sheetS should be included in the UPWPs fur FTA funds. The Tnnmt Office in TallahasSee never received the GMIS for three MPOs during the F{ 97-98 uPWP review procedure despite several requests for the doCUIllents. The GMlS report fo!II1S axe !1eCessaJy to prepare FDOT's request fol' Section 5303 dollars. Again, this is f"LrticuhJr to Fr A fuoded tasks. 04. MPOs should reserve sathe of the 1998/1999 worlc program for issues arising from the Transit Strategic Plan (TSP). T.~ vision for the TSP iavolves USer friendly 1raosit and transit mcudly development. There are likely to be four goal areas, including improved transit service, imPIOV~ transit finance, Iimproved land use decisions. and reshaping of institutional roles. Strategies appropriate tor.MPO actio~ will begiIJ to emerge in March and April and the :final piau should be CO~by l111y 1998. . Federal Plazming Empbasls Areas (PEAs) are discussed below. Ideas for specific transit tasks that could SUpport the TSt V\i1Ue being respOnsive to the PEAs arc inset in iialics. These ideas are provided to stimulate 'dhought. not to be taken as requirements. MPOs will be aware ofTSP issues as they relate to local coneems through their partieipmion in local advisory committees for the TSP. ,. ';,;. FROM I. ___ TO 1 305 492 "(;)74 19<:17.12-29 14:28 #367 P.04/0S I 05. Planning Emphasis AreaS (PEAs) were developed by the United States Department of . Transportation (USDOT) to advise state and local officials as well as transit operators of national issues of concern.. Four (4) major PEA themes to promote consistency among state and metropolitan planning pttlcesses with natiocal transportation policy goals. UPWPs and Stato PlaDI1ing Work Programs should reflect consideration ofth.ese four thenles. I Information aboUt PEAs'is contained in the Fede!al Register, Volume 62, Number 134, Friday, December 5, 1997, on ptges 64462-64463. A. f* I System lvlanage1nel1t and Opentlion: Improved communications, operational efficiencies, safety and system perfonnsnce will result from planning for effective and efficient transporwion system management and operation. This planning effort uses ongoing performance monitoring t"O preserve capacity, maximize personal. mobility and freight movemcu1, elb"Ure user safety and system secmity while maintaining system structural integrhy. Intelligent Transportation Systems is specifically cited as one of a number of ll1'lIl2lffied innovative technologies which will aro6mplish the above. Effectively man~ged transportation systen:1s support the national We~are-to-Work initiative b)' providing access to employment opportunities through the reduction of travel time. I I ' Surveillance and system planning work tasks in the UPWPs can be m.-ed to support this PEA. Dollars can be used to produce TOPs, monitor public transportation performance and develop traJisportation models for the LRTPs troly reflective of the level of service provided by Pultlic transportation. I B. For Example: J1. nu:rjor goal al'lJa of the TSP is likely to be the gS'MraI improveme1lt oj tn;msit aervica in terms of span of service, kadway, and ~inations q...~d, etc. .MPOs may want to considfJ1' a work task that win provide an ~nalysis if their transit services in these terms. .An QS8usment of the abiIily oj the transit system to support welfare to work Initiatives could be r part of this analysis. i ' Financial Plamiing: The development of sound transportation financial planning processes with ~~ estima~ of reasonably available funds, costs for system expansion, futUre operation costs and maintenance expenses can be accomplished through a cooperative planning process which considers innovative funding sources . (such as State ~e Banks). Rigorous analysis of the fimmcial dimensions of proposed maj OT infrastzucture investments wt1l results from coordinated activities to develop ::!rtjtionPIam. System pl - g work tasks in the UPWPs can be used to support this PEA. The I JRTPs, and tb~ l1PWPs, could focus attention on the development of system cxpansi~ future operation and JI1.2intenance through TOPs aDd TIPs. For e:dzmple: Another majCI' goal area in the TSP wiU be financing tr(D'13i/. .A. i i I 2 FR....1 I ....:TO 1 305 492 0074 1997.12-29 14:29 #367 P.05/05 work task Q3sessing the extent to which th2 trar4Sit system is getting the benefit of existing and potential revenue streams would be supportive afthe TSP. i C. Environmental ahd Community Impact: Early consideration of the natural environment ODd communitie~ is encouraged in the local transportation planning processes. Air quality is a key conoom in soa;e metropolitan areas. Creating sustainable communities with protection of natural resources, concentration of new development in suitable are3S and control of sprawl is encouraged through coordinated pIann.ing bem-een tnlnsportation and land me. State and low officials may choose to evaluate their planning processes to determine how well it responds to community needs called for in the Livable Communities inipanve. . The coordhlatioA of the LRTPs with local use decisio03 will encottrage the concentration of new development in suit1hle areas and control sprawl. UPWPscould use project planning to look at specific corridonl or transit needs. Surveillance dollars could be used to look at socioeconomi<: and land use impacts on travel and transportation. I For example: A third goal area in the TSP is /iuly to involve the relationship . between land use and/or urban form and transit seNice. A work task that assessed the metropolitan area as to its "transit frienclline3!1u would be supportive of the 1'8P. Studies 'ofrransit neenways would also fit in this categDry. D. Transportation ahd Equity: The distriblItion of mobility benefits and possible adverse environmental atld health impacts created by federally ftmded transportation investments or activities shoald be addressed in the transportation planning proc:esses. The benefits offederal transp:l!tation iIIvcs'bnen1s should be equitably distnOuted as required by Title Vl. Proposed trtm..~ortatioD investments should be evaluated to ensure they do not disproportionately create adverse human health ~d environmental impacts on low- income and mil" rit,y pOpulations. , Public transpo . on is direc1ed related to the distnoution of mobility benefits and accessibility to ~ community's resources. UPWPs can use either thclr system or project planning don,t<> ad~ these needs. . . For exairple, A fourth goal area in the TSP will involve institutional roles and re3ponsibililies, including how transit ir; percidv~d in the community Qnd in the transportation aystem. An a7JO'~L~ of th8se roles and responsibilities wtth respect to equity and mode choice would be mppar/ive of the TSP~ as would a study Dfthe relative economic and environmental benefits of a transit system less depenJanJ upon the single occupant auto11WDile. 3 '" . '" '" THE CITY OF KEY WEST POST OFFICE BOX 1CW Kt'r~Fl.ORICA. 33041"400 January 9. 1998 Mr. Thomas F. Gustafson. Gustafson, Tilton, Henning & Metzer, P.A. 4901 NorthFcdera1 Highway, Suite 440 Ft. Lauderdale, Florida 33308 RE: Urban Greenway IntrodueUon Meeting Dear l\1r. Gusta.1$on: Thank you for yoUr presentation at subject meeting on December 22, 1997 and your follow up presentations on 118/98. Th~ attendance of these pmlent:!tfons included; Mayor Mullins, Commissioner Merili MCCOY7 Raymond Archer, Director of Transportation, Richard Knowles, Deputy Director ofPubIic Works, Ted Strader, City Planner, TIm Malcom, Member of Key West Plamring Bo~ members ofth~ CouwWlity Safety Program and my~If. The Urban Greenway was l1ccepted favorably by all attendees. This concept is in agreement with our comprehensive plan and will complement th~ fOllowing active stUdies, processes and projects 1. The BRAe FlOoesS - involves the City obtain;ng Navy surplus properties. 2. North & South Roosevelt Blvd projects - enhancement project under design by DOT. 3. Traffic Diversion Study - this StUdy luis been compl~d and is ready for presentation, Greenway.coneept ~uld be included in design.. 4. Bamma Village Development - this is under ~"tUdy with Se'\1~ral concepts. Greenway concept could be included. 5. Key West Bight Development Project - the Infractstructure and project U almost complete end concept could still be included.. . 6. Key West Bicycle Plan - This plan is being implemented and concept CQuId be included. 7. LanthCAping Project. The City is developing a five year landscaping plan, this concept would be included. 8. Key West Port Development - funds are avaiIab1e for redoing entry ways into port. This includes a LS million for Grinnell & Caroline and 5806,000 for Palm Avenue. Key West balso included in the plan of building fmy boat terminals. The fmy concept woWd complement the plan. . APPENDIX V ,,, " " Page Two January 9, 1998 The City wants to be a participant in this project. Sincerely. John Jones Assistant City Manager JJ/a C.C. Julio Avael~ City Manager Jim. Roberts, Monroe County Administrator