A1A Greenways Ideas and Opportunities Study Part 2

Greenway Ideas and Opportunities Study

Prepared for the Cities of Fort Lauderdale, Hollywood,Dania Beach and the Florida Department of Transportation

State Road A1A

January 2012

State Road A1A | Greenway Ideas and Opportunities Study AECOM

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Contents

01 Background and Purpose 1.1 Purpose of the Study 1.2 Participants in the Study’s Development 1.3 Corridor District Introduction 1.4 Corridor Districts 1.4.1 Water Taxi 1.4.2 SE 17th Street Causeway Area 1.4.3 US 1 at South Miami Road Gateway 1.4.4 Airport, Port Everglades and Griffi n Road Extension 1.4.5 Dania Beach Core 1.4.6 Dania Beach Boulevard and John U. Lloyd State Park 1.5 Greenway Route 1.6 Greenway Segments

02 Design Toolbox 2.0 Design Toolbox Introduction and Glossary of Design-Related Terms 2.1 On-Street Bicycle Lanes 2.2 Shared Roadways 2.3 Shared-Use Paths 2.4 Intersections 2.5 Mid-Block Crossings 2.6 Storage and End-of-Trip Facilities 2.7 Signage and Wayfi nding 2.8 Types of Site Furnishings 2.9 Landscape

03 Candidate Segment Sheets Segment 16 - Water Taxi Segment 17 Primary Route - SE 17th Street Causeway Area Alternative Route - SE 18th Street Optional Route – Harborside Shops Easement Segment 18 Primary Route - US 1 at South Miami Road Gateway Alternative Route – SW 6th Avenue, SW 24th and 25th Streets Optional Route –SW 2nd, 3rd and 6th Avenues, SW 17th Street Segment 19 Primary Route - Airport, Port Everglades and Griffi n Road Extension Alternative Route – Airport Perimeter Road / FEC Rail ROW Optional Route – FP&L Easement Segment 20 Primary Route - Dania Beach Core Alternative Route – NW 4th Avenue Optional Route – NE 2nd and 3rd Streets, NE 3rd and 5th Avenues, Gulfstream Road Segment 21 Primary Route - Dania Beach Boulevard and John U. Lloyd State Park

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01Background and Purpose


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This study is a continuation of a previous report prepared for State Road A1A starting at the City of Fort Lauderdale’s northern boundary at Flamingo Drive, to the base of the SE 17th Street Causeway Bridge. A1A “hugs” the coast for much of its length, veering away from the shore only when interrupted by geographic or land use obstacles. The previous report was nearly entirely adjacent to or very near the coast, however, where the previous study left off, this report covers stretches of greenway that for much of its length is not adjacent to A1A due to geographical and land use constraints. This stretch of greenway connecting Fort Lauderdale to points south continues inland to swing past the Port Everglades and the Fort Lauderdale-Hollywood International Airport, before once again reaching the beach in Dania Beach.

State Road A1A is the ‘Main Street’ of Florida’s Atlantic coast, spanning virtually the entire length of the Florida peninsula and serving as a primary thoroughfare for beach communities. As such, it has a special highway role, providing access to Florida’s east coast beaches and the communities and businesses based around them, and also a movement function from one beach community to the next.

This study was developed to provide guidance to the Cities of Fort Lauderdale, Dania Beach and Hollywood, and for partner agencies to identify projects for future public input and design development. It also provides information for Transportation Enhancement grant applications through the Florida Department of Transportation (FDOT) in order to realize this greenway vision and improve bicycle and pedestrian conditions on the A1A corridor. There are no prescribed design solutions, but rather recommended design considerations for when these candidates are brought forth for public involvement and input in the design phase.

This study consists of three sections:

1. Introduction and background listing City and FDOT staff as well as other stakeholders who provided input into possible design considerations;

2. Design toolbox section providing summaries of best practices in bicycle and pedestrian design techniques, with specifi c types of site furnishings to be used with bicycle and pedestrian facility enhancement;

3. Summary sheets for each trail segment providing descriptions of need and purpose for the future trail, street and intersection design elements to be considered, and a menu of options for improving and enhancing places of importance along the greenway corridor.

1.1 Purpose of the Study


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Florida Department of Transportation, District 4

Jeff Weidner, Offi ce of Modal DevelopmentJohn-Mark Palacios, Offi ce of Modal DevelopmentBirgit Olkuch, Offi ce of Modal Development

City of Dania Beach

Robert Daniels, Community DevelopmentJeremy Earle, Community Redevelopment AgencyKristin Dion, Community Development

City of Hollywood

Jorge Camejo, Community Redevelopment Agency

Broward County

Natacha Yacinthe, Port Everglades Department

City of Fort Lauderdale

CommissionerBruce Roberts

StaffAlbert Carbon, EngineeringPeter Partington, EngineeringWayne Jessup, Planning and Zoning Ella Parker, Planning and ZoningAdrienne Ehle, Planning and ZoningKevin Walford, Planning and Zoning

Broward County Bicycle and PedestrianAdvisory Committee

Michael D. KrollJoseph T. CaliriHugh B. BaileyLawrence G. Stuart Steve Lim Hartwig H. Hochmair Howard Kaplan David Marshall Bill GoetzTed VitaleMark Horowitz

1.2 Participant’s in the Study’s Development

The development of this master plan was a joint effort between the City of Fort Lauderdale and the Florida Department of Transportation, District 4 Offi ce of Modal Development. It also involved discussions with key stakeholders in the Fort Lauderdale beach communities.


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As in the previous study, A1A is a multi-lane highway for nearly all of its length through the study area that carries a balance of local and through-moving traffi c. It varies in roadway width and right-of-way, with considerable land use and natural constraints along most of its extent. Unlike the previous study there are segments of A1A that cannot safely accommodate any bicycle traffi c within the ROW without extreme or costly design interventions. Likewise, this stretch of A1A merges with US 1 away from the beach, and is dominated by much higher volumes of commercial traffi c to access Interstate 595, Port Everglades and Fort Lauderdale-Hollywood International Airport. Lastly, this stretch of greenway does not have the rich variety of scenic or recreational points of interest as A1A along the beach corridor; most of the attractions along the inland route are the trailheads on or adjacent to the proposed greenway that serve as starting points or for refreshment. What this greenway does offer is a critical link for bicyclists past several congested urbanized and industrial areas, with long stretches of the route away from traffi c, and fulfi lling a vital transportation and recreation need for the region.

The next sections describe the different corridor ‘districts,’ or ‘place’ areas defi ned by cross-section characteristics and land use context. These form the basis of selecting candidate segment areas as defi ned in Section 3 of this study.

1.3 Corridor District Introduction

A1A Corridor


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1.4.1 Water Taxi ConnectionThe shortest and fastest route between A1A in Fort Lauderdale beach and A1A in Hollywood and Dania Beach is by water. The current Water Taxi service can potentially be adapted to accommodate bicycles, opening up a very different recreational experience for cyclists.

1.4.2 SE 17th Street Causeway AreaThis district encompasses the area from the Intracoastal bridge along SE 17th Street, a heavily traffi cked commercial corridor lined primarily with strip commercial and hotel uses. Behind both sides of SE 17th Street are numerous port-related and marine industrial uses, transitioning to residential as distance increases from the Causeway. This leg of the greenway ends at the intersection of South Miami Road and Spangler Blvd., the south entrance to Port Everglades and start of State Road 84 to the west.

1.4.3 US 1 at South Miami Road GatewayAirport and seaport related commercial uses are the dominant land uses in this area of the greenway. West of US 1 the comparatively quiet gridded streets stand in sharp contrast to the high speed highway cross section for much of this stretch of A1A as it merges with US 1. This is the gateway to the City of Fort Lauderdale from the south, and is the start of the convergence of traffi c for the airport and Port Everglades.

1.4.4 Airport, Port Everglades, Griffi n Road East ExtensionSqueezed between the airport and Port Everglades, the combined US 1 / A1A corridor is a divided highway with broad landscaped medians and high speed access ramps to both facilities. To the east, between the port and the highway is a local commercial road with scattered businesses along it. There is also a band of heavily vegetated wetlands and mangroves, through which an existing wide FP&L easement is cut. To the west of the highway the airport access road runs parallel to the F.E.C. Railroad corridor, a corridor slated to eventually include commuter rail service, with a proposed stop at the airport. Plans are nearly complete for extensive expansion of the airport over US 1 / A1A to accommodate a new runway. This will entail bridge / tunnels for the highway, railroad and airport and surrounding access roads.

1.4 Corridor Districts

Water Taxi Connection

SE 17th Street Causeway Area

US 1 at South Miami Road Gateway

Airport, Port Evergladea,Griffi n Road East Extension


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1.4 Corridor Districts continued

1.4.5 Dania Beach CoreThe broad grass medians of the six lane divided highway next to the airport transitions to four lanes and after crossing the Dania Cutoff Canal, reduces once again down to the typical FDOT urban cross section: four lanes with middle turn lane. Similar to SE 17th Street, this stretch of US 1 / A1A however is even more constrained along the edges of the ROW by narrow sidewalks with utility poles and old buildings located in many instances directly on the ROW line. Dania Beach Boulevard is the fi rst major east-west road south of the airport, and is where A1A diverges from US 1. Dania Beach Boulevard is a two-lane neighborhood street west of US 1, serving neighborhood traffi c and the city’s civic core, with City Hall, Police and other municipal departments located off the street. Just east of US 1 the street is a mix of low rise and strip commercial uses. The road cross-section is also four lanes but with the left and right turn lanes there is just enough room left over for 5’ wide sidewalks. Quickly transitioning to six lanes, this wider road section continues past one of the City’s major attractions: the Dania Jai Lai Fronton.

1.4.6 Dania Beach Boulevard and John U. Lloyd State ParkDania Beach Boulevard east of the Jai Lai Fronton starts to transition from a lightly settled commercial strip with a handful of condominium developments, to a four lane with median road section bounded on both sides by mangroves reaching right up to the edge of the ROW At the Intracoastal Waterway the bascule draw bridge is an older structure dating to the 1950s. The road ends in a ramp and a non-signalized tee intersection leading north to John U. Lloyd State Park, or south for the continuation of A1A.

Dania Beach Core

Dania Beach Boulevard and John U. Lloyd State Park


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The proposed greenway route from the SE 17th Street Causeway Bridge to A1A south of Dania Beach Boulevard is divided into three separate categories of routes: Primary, Alternative and Optional Routes.

The Primary Route is the most direct north-south connection between Fort Lauderdale Beach to the north and A1A in Hollywood / Dania Beach to the south.

Alternative Routes are included when feasible to add variety for cyclists, but more importantly they are the most direct route possible for trail users west of US Highway 1 to connect with A1A. Because of the airport, the limited number of railroad crossings along the F.E.C. Railroad corridor, and heavy vehicular traffi c on US 1, there are very few points where a cyclist or pedestrian can physically or legally navigate around or through those obstacles. To address this problem a parallel “Alternative” route west of the F.E.C. corridor is provided to connect with the “Primary” A1A east-west routes at the SE 17th Street Causeway to the north, and Dania Beach Boulevard to the south.

Optional Routes connect the various points of interest in the area, trailheads and neighborhood or commercial centers to the Primary and Alternative Routes. These routes can also add some variety to the journey for cyclists, especially frequent greenway users.

1.5 Greenway Route

Greenway Route Map

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Because of the variety of public right of way conditions and the types of bicycle facilities feasible along the overall route, the Greenway is divided into six major segments corresponding to the districts outlined earlier in Part 1.4, Corridor Districts. These six segments include a Primary Route and a combination when feasible of Alternative and Optional Routes for a total of fi fteen separate greenway segments. This is somewhat different from the organization of the fi rst report, but the principal is the same; each segment can be treated as an independent project for future planning and funding purposes.

1.6 Greenway Segments

Greenway Segments Map

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02Design Toolbox


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In urban areas, on-street bicycle lanes and sidewalks are the most common and easily-understood means of accommodating bicyclists and pedestrians, respectively. The formidable constraints of the A1A corridor in Fort Lauderdale suggest that these existing types of facilities will be used as the basic infrastructure for the A1A Greenway. One advantage of this is that A1A and the different uses that it serves are made more immediately accessible to the Greenway.

This section presents a brief discussion of the bicycle and pedestrian design tools that are used throughout the segments of this study. Although each segment candidate provides notes on the application of these tools specifi c to context, this section is intended to provide more information on the strengths and caveats of each of these tools, with information refl ecting the current state of the practice in their use and design.

2.0 Design Toolbox

A shared roadway – a street or road where bicycles are to

be accommodated in the same lanes that vehicles use, and

where they have no choice in their use of the roadway (i.e.

there are not dedicated bicycle lanes or a path off-street for

them to use).

A bicycle lane – a dedicated space in the roadway for

bicycles, conventionally located to the right of vehicles in

the direction of travel, between the vehicle lane and any

on-street parking. These are inside the curbs of a street,

meaning that pedestrians should not be using them.

A path – a facility that bicycles and pedestrians can and

should share, separated from the roadway. This can parallel

the roadway (i.e. be located in the same right-of-way as a

road), or it can be located completely separately from any

road.

A sidewalk – a facility that is intended for pedestrians,

typically within a street’s right-of-way and sometimes located

adjacent to the roadway curb (though sometimes separated

by an open space for planting). Most urban streets have

them, and even though bicycles are legally allowed to use

them, they have traditionally been intended primarily for

pedestrian use.

A greenway – a general route or corridor existing more in

concept than in pure practice, intended to promote bicycle

and pedestrian use and access through an area. In the

context of this study, it is centered on (but not exclusive to)

A1A. This study has looked at opportunities for a greenway

system serving the beach communities of Fort Lauderdale,

which suggests that routes and connections parallel to and

intersecting A1A may also be explored as future bicycle and

pedestrian facilities.

Glossary of Key Design-Related TermsThroughout this study, these fi ve terms are used frequently; sometimes in a general sense and sometimes to refer to specifi c items or features. Many other site-specifi c design features are identifi ed throughout the study, but the context in which they are explained should clarify their intent. These core terms are closely related to the intent of the study: to document opportunities and challenges in enhancing the bicycle and pedestrian environment of A1A and the Fort Lauderdale beaches. They are modeled after the language used in the 1999 AASHTO Guide for the Development of Bicycle Facilities.


10

Striping bicycle lanes on roadways defi nes visible space for bicycle users separate from vehicle space. Bicycle lanes allow users of one mode to have more predictable movements with respect to users of the other mode. Bicyclists can be more confi dent that motorists will not drift into their travel space, and motorists are less likely to swerve outside of their lane to avoid bicycles traveling on the right side.

Striped bike lanes help novice and inexperienced bicyclists feel more comfortable bicycling, and therefore help to make cycling a legitimate and desirable mode of travel in urban areas. Continuity is important as well: the locations where bicycle lanes end can create dangerous situations of merging with auto traffi c, so continuous striping of bicycle lanes is another important factor in perceived and actual safety to bicyclists.

Bike lanes should be a minimum of four feet in width, depending on the specifi c design of the roadway. A roadway with no curb, gutter, or on-street parking should be striped with at least a four-foot bike lane. Streets with parking should use a minimum of fi ve-foot bike lanes, placed between the parking stalls and the vehicle travel lanes. Roads that allow parking without demarcated spaces should have a bicycle travel space of at least 11 feet if there is no curb or gutter. Curbs and gutters are considered right-side obstacles, so more space is desired if they are present: most often, an additional foot of bicycle space is used (AASHTO, 1999). Traditionally, bike lanes are placed between the parking lane and the travel lanes when parking is present; however, some more progressive designs place the bike lanes between the sidewalk and the parking lane, adding a barrier between cyclists and moving vehicles. These lanes, along with the traditional version of bike lanes, often have problems with motorists parking in the lane, so extra precaution should be taken.

Bicycle lanes should only be one-way lanes on the right side of the traveled way, except in special circumstances. For instance, bicycle lanes may be safer on the left side of the road on a one-way street that has high volumes of bus traffi c. In this case, it may be logical to have a second contra-fl ow bicycle lane that allows for an exceptional case of two-way bicycle traffi c, though it is important to note that applications of this technique are highly uncommon in the United States and have not been thoroughly accepted by conventional bicycle planning practice. They have been used in circumstances where the street carrying traffi c in the opposite direction cannot accommodate an on-street bicycle lane. Never should a single bicycle lane allow for bi-directional traffi c.

The unique characteristic of on-street facilities is that they follow the same paths as vehicular transportation routes, but the design and safety of such facilities vary based on separation of vehicle and bicycle traffi c, along with preference and awareness measures taken.

2.1 On-Street Bicycle Lanes

On-street bicycle lane in San Jose, California. Standards for bicycle lanes have evolved through different versions of the MUTCD, and today their application is guided by a sophisticated set of best practices on width, balance with on-street parking, and placement through intersections.


11

2.1 On-Street Bicycle Lanes continued

Color Surface Treatment on Bicycle LanesBicycle lane painting is effective in further delineating bicycle-only travel lanes and in making motorists more aware of the presence of bicycle travelers. This practice is emerging in the United States, but international examples are more common, especially in European urban areas. The specifi c location of lane painting is most prevalent where the more dangerous interactions between vehicles and bikes occur, particularly at roadway intersections.

In South Florida, the City of Boca Raton has recently installed a color-treated bicycle lane. This involved using a glass-based aggregate mixed into the paint applied to the surface. The City estimates that this treatment has a 15- to 20-year life-span, as opposed to the 3- to 5-year life span of conventional paint.

In the April 2011 edition of the NACTO Urban Bikeway Guide, the color green is recommended for bicycle lanes, especially in Urban areas. The rationale is the other primary colors are already associated with a use (such as blue for handicap access and red for fi re department), allowing the bicycle lanes to uniquely stand out.

Color-treated bicycle lanes in Boca Raton, Florida Off-street bike lanes with contrasting color paving at driveway intersection

Color-treated bicycle lanes in Vancouver, BritishColumbia


12

A wide street and ample paving allow both bicycles and vehicles to share the road without compromising safety or vehicular level of service. Therefore, the most basic design consideration for shared streets is the width of the outside lane. The width of a roadway should be greater than 12 feet, according to the AASHTO guide, to accommodate both modes, but should not exceed 15 feet because of the chance that two motor vehicles would double up and use the lane simultaneously.

Several design criteria should be met before designating a shared street, particularly because once it is an established route, bicyclists will expect the roadway to be safe and effi cient. Shared streets should always provide direct through-travel in high-demand bicycle corridors, and can be effective in connecting disconnected segments of other types of facilities (bicycle lanes, shared-use paths, etc.).

Traffi c calming techniques can be used on shared streets to make the bicycling environment safer, because it is clear that pedestrian and cyclist safety is improved by reduced vehicular speeds. Measures for traffi c calming are numerous, but some examples include raised crosswalks, road narrowing, speed bumps, lower posted speeds, and half or full closures. While traffi c calming helps create a generally safer bike environment, such methods are not intended to create facilities specifi cally for bicycle use.

2.2 Shared Roadways

Desginating a bike route with signs and markings becomes important when no exclusive lanes exist for cyclists. These two images provide types of signs and markings that are currently in use.

Sharrows indicate that both cyclists and drivers are using the roadway.

This MUTCD sign is used along with road markings to alert drivers to bicycle traffi c on neighborhood streets.


13

Exclusive right-of-way for all forms of non-motorized travel defi nes a shared-use path. Such travel is most commonly bicycles and pedestrians, and such facilities are almost universally planned for two-way travel. The paths can serve several purposes: shortcut connections through neighborhoods and to on-street facilities, recreational enjoyment, and access to areas where on-street facilities are not appropriate (e.g. limited-access highways). While these are all useful purposes, planning shared-use paths for bicycle commuting requires a different way of thinking.

A shared-use path system should be seen as complimentary to the on-street bicycle facility network. However, shared-use paths adjacent to street corridors in particular should not be considered a substitute for on-street improvements because bicyclists may fi nd it less convenient to ride on these paths for utilitarian trips. Examples of such paths in Dutch, Danish, and German cities are separate from the street network; these provide connections between streets and across blocks to provide bicyclists with more direct routes than vehicles.

The adequate paved width for shared-use paths is ten feet, which accounts for bi-directional travel. Additional unpaved grading should be two feet on either side, with a three-foot clearance from any fi xed obstruction on the side of the path. Other design considerations can be specifi ed relative to design speed, turn capacity, and vertical grade and are found in the AASHTO manual. Separating pedestrians and bicyclists is a safe and effi cient practice that can be done using simple path striping, delineated lanes for different modes, or with signage, illustrating the proper hierarchy of yielding.

2.3 Shared-Use Paths

Bi-directional shared-use paths provide off-street connectivity and recreational opportunities. Using common pavement markings indicating opposing traffi c helps pedestrians and cyclists be more aware of other users.


14

Bicycle and vehicle travel lane interactions are most complicated at intersections. The AASHTO guidelines are specifi c to the type of intersection. Bicycle lane striping, according to AASHTO, should not extend through an intersection, but should instead stop at the near-side stop bar and start again on the opposite side of the far crosswalk. Where vehicle or bus traffi c is anticipated to travel into or through the bike lane, such as with the presence of right-turn lanes or bus stops, the bike lane striping should be dashed instead of solid, with proper “Begin Right Turn Lane - Yield to Bikes” signs.

Within the A1A corridor, there are several cases where a right-turn only lane is added at busier intersections. These right turn lanes create confl icts between vehicles that are turning and the cyclists that coninue straight, in which case the vehicles are required to yield. The pavement markings shown on the right display the proper markings for a continuing bike lane between a continuing vehicle lane and a right-turn lane and demonstrate a color treatment applied to the bike lane through the intersection approach.

There are several intersections that warrant greater attention to bicycle movements at intersections due to a number of potential hazards for bicyclists, including heavy traffi c volumes, truck traffi c, multiple turn lanes and drivers unfamiliar with the area. Some of the design strategies and solutions outlined in the NACTO guidelines such as bike boxes, continuing lane markings through the intersection, and color paving are appropriate for consideration at these intersections.

These are general rules for bicycle lane design, but the guide provides more detailed specifi cations that will be employed in the second phase of this research when needed.

2.4 Intersections

Roadway intersections create increased interaction between cyclists and drivers - such is the case for this right turn lane pictured. Additional awareness measures should be taken when bike lanes are approaching or proceeding through an intersection.

Proper technique for continuing a bike lane through an intersection with a right-turn lane. The red pavement treatment is an additional way to delineate the bike lane and make right-turning vehicles aware of cyclists at the intersection or along the entire corridor.


15

2.4 Intersections continued

Bike Box Diagram from NACTO Urban Bikeway Design Guide, April 2011

Bike Lane through Intersection Diagram from NACTO Urban Bikeway Design Guide, April 2011


16

Typical block lengths in urban areas provide crossing opportunities for pedestrians at even intervals, usually every 300 to 600 feet. However, in some cases of the A1A corridor, the space between cross streets is much longer and many of the cross streets terminating at A1A are not signalized. In the non-delineated places, many pedestrians attempt quick crossings that may not catch the attention of motorists.

Mid-block crossings provide pavement striping and marking that helps to guide pedestrians and alert motorists to the potential presence of these pedestrians crossing the roadway. High-activity areas such as beaches and commercial districts are among the most ideal locations for their application, primarily because street crossing is in high demand and pedestrians prefer not to deviate their path by walking to the ends of long blocks. These crossings should be implemented in locations a suffi cient distance from intersections such that traffi c turning from cross streets has ample response time to slow and stop in the event of a pedestrian crossing: motorists may tend to accelerate quickly after making a turn and leaving an intersection so they can clear it, but in so doing would create potential confl ict with a pedestrian crossing at a location too close to the motorist’s turn. As one would expect, it is most desirable to place them in locations of existing crossing demand, especially where impromptu crossings are being made by pedestrians. The location should be carefully considered based on both safety and pedestrian demand concerns.

In many current applications along A1A, mid-block crossings are not signalized. Whether or not they should be depends on the volume of pedestrian use of the crossing, volume of vehicle traffi c on the roadway, and general environmental conditions (such as sight lines, roadway curvature and special considerations such as an exceptionally high number of children, elderly or physically limited pedestrians making the crossing).

2.5 Mid-Block Crossings

Mid-block crossing on A1A. The crossings are especially useful in median sections of A1A where the median provides pedestrian refuge to wait for gaps on oncoming traffi c.


17

A key component of increasing bicycle use in urban areas is the provision of places for bicycles to be stored at the end of a trip. Generally, providing bicycle-parking facilities encourages bicycle usage, and Parking facilities need to be provided at places of attraction, where people are likely to stop and walk, similar to when parking a vehicle or alighting transit (AASHTO, 1999). In Dutch, Danish, and German cities, there is ample supply of bike parking throughout the cities equipped with lighting, security guards, and video surveillance. In these countries, bicycle-parking systems are not only comprised of several bike racks across the city, but also include entire bicycle-parking garages at train stations and city centers. Internationally, parking facilities are built and operated by local governments and transit agencies, as well as mandated in local ordinances to be built in private developments.

The City of Fort Lauderdale has already been proactively seeking to add basic bicycle racks and even lockers through contributions from private development projects, and bicycle parking requirements in the city are comparable to those found in major cities around the United States. However, trailheads and other principal locations along the Greenway corridor, especially commercial areas, should also be equipped with storage facilities to serve Greenway corridor users.

As a general rule, bicycle parking design and placement in a corridor of high bicycle and pedestrian use is as important as that of vehicle parking, and the same basic concerns of safety and convenience apply. Bicycle parking should be visible, accessible, easy to use, convenient, and in adequate supply to match user demand. Racks need to support the bicycle frame (and not just one wheel) and enable the user to lock the frame and wheels of the bike with a cable or U-shaped lock. Parking locations should be well lit and in plain view without obstructing pedestrians or motor vehicles. Long accustomed to insuffi cient parking facilities, especially in urban areas, cyclists tend to fi nd usable parking/locking locations where they can. If the parking spaces that are provided do not meet these basic criteria, they may be opted against in favor of something that does (such as a street sign post, parking meter or a fence).

2.6 Bicycle Storage + End-of-Trip Facilities

Existing bicycle rack on A1A. that takes advantage of the horizontal curve of the ‘wave wall’ to add storage space for bicycles. The street furnishings selection table on Page 20 illustrates different types of bicycle storage and parking that constitute good design practice.

Bicycle racks that only allow one wheel to be secured should be avoided: these not only risk damage to the wheel if the bicycle or rack are impacted, it also provides poor protection from theft in that wheels can be separated from the frame.

Stylized bike racks provide the storage functionality while allowing for an opportunity to include public art in a given space. This type of rack is especially fi tting for major destination points or where the rack would be amid an aesthetic viewshed.


18

The images on this page illustrate good practices in bicycle storage, highlighting in particular where they apply to the A1A greenway and the special concerns of the corridor. Perhaps the three most prominent concerns of bicycle storage along A1A are theft, salt spray/drift and weather conditions: the latter especially relating to the need to protect bicycles from sun and rain and the structural concerns of any canopy facilities with hurricanes and other major storm and wind events.

Bicycle lockers are typically provided for long-term parking, and in places of extreme climate conditions such as South Florida, are desirable in protecting bicycles from sun, salt spray, rain and wind. Lockers are typically best used for long-term parking, or for periods of more than one day. While their protection from theft and the elements of nature is superior to that of open bike racks, lockers are space-intensive and diffi cult to integrate into overall aesthetics of public spaces. In the case of the Fort Lauderdale beaches, the primary bicycle use for beach access is on a daylight basis, and users are likely to enter and exit beaches at different times of the day. One potential approach for the A1A greenway is to use traditional open bike storage but create a canopy facility that provides basic rain and sun protection but that is more easily integrated into the beachfront aesthetics of A1A. The images at the lower right provide an illustration of such facilities. Given the structural needs of such a facility in storm events (especially wind-load requirements), it is most desirable to use a fl exible material for the canopy, such as canvas, allowing the frame to be mounted with less risk of removal by wind.

The example graphics on the following page demonstrate other examples of bicycle storage options and divide these into different levels of storage capacity.

Bicycle lockers can be vertically positioned, as shown here, or horizontally (allowing the bike to be rolled in; shown below). Stylized versions are also emerging onto the market as well, however, they are space-intensive, and as seen here, can block views and impact aesthetic character.

2.6 Bicycle Storage + End-of-Trip Facilities continued

In some constrained corridor areas, especially beach-front segments of A1A where sidewalk width is narrow and beach dunes may not allow expansion of right-of-way, bicycle parking can substitute for on-street parking. In this example in Savannah, Georgia, six bicycles are fi t into one on-street space.


19

All traffi c signs and pavement markings are regulated by the Manual on Uniform Traffi c Control Devices (MUTCD) from the Federal Highway Administration. The signage and markings used for bicycle and pedestrian facilities is dependent on the type of facility that is being implemented.

2.7 Signage + Wayfi nding

Example of signage on shared streets. Signs should be placed approximately every quarter-mile, at every turn, and at signalized intersections (AASHTO, 1999)

Standard MUTCD bicycle facility signs


20

This study provides suggestions for the type of furnishing to use based on the space and nature of the given site. This section provides samples of the furnishing types that are referenced in Section 3 of this study and may be considered for use in future projects.

In each of the segment sheets where a place of signifi cance is identifi ed, a menu of site furnishings is provided recommending enhancement that would serve the purpose of the place and make it more amenable to bicycle and pedestrian access. In some of these, particular types have been identifi ed based on site dimensions, context, and special needs and constraints. When consulting those menus in leading subsequent public involvement and project development efforts, this matrix of options should be used as a series of visual examples. These examples will allow project planners and the public to understand initial assessment of the type of furnishings that might fi t best in a location and to guide discussions in developing consensus on what will ultimately be selected.

2.8 Types of Site Furnishings

Bike RacksSee section 2.7

Bike LockersSee section 2.7

Bus Shelters

TYPE 1 TYPE 2 TYPE 3 TYPE 4

Medium capacity: many small racks most common

Low capacity: either Inverted U type or post-and-ring are common

Open bus shelterDecorative/stylized bus shelter; custom design usually developed by transit agency

Vertical bike lockers Horizontal bike lockers

Stylized: symbolic or popular places of community signifi cance may use custom-designed storage to fi t the sense of place

High capacity: many different design options available

Bike cages


21

2.8 Types of Site Furnishings continued

Street Lights

Trash Receptacles

Beach Showers

SignageSee section 2.8

Vehicle-scale highway signs Bicycle and pedestrian-scale signs

Custom sign design

Similar to current design used in beach areas

Metal, more durable; may be suitable for off-beach trailhead locations

Concrete, most durable; may be suitable for off-beach trailhead locations

Current pedestrian-scale light-ing in use along A1A corridor

Typical cobra-head street lights

Typical ‘shower tower’ already in use along A1A corridor

Alternative shower type in use at 21st Street boardwalk, Lauderdale Beach

TYPE 1 TYPE 2 TYPE 3 TYPE 4


22

Landscape features can enhance the appearance of the greenway corridor and contribute to the comfort and safety of trail users. The placement of trees within the ROW must conform to the applicable roadway standards for setback and trunk spacing, but their inclusion in the design of the greenway can help separate pedestrians from adjacent vehicular traffi c and provide much needed shade. The visual “narrowing” of some roads when trees are included in the design may also help lower the speed for some drivers, further contributing to the safety for bicyclists.

2.9 Landscape

03Candidate Segment Sheets


24

The primary purpose of this study is to provide guidance in future project development for FDOT, the Cities of Fort Lauderdale, Hollywood, Dania Beach and their partner agencies. This section describes candidate segments in detail, delineating them on the basis of similar design needs and the Corridor Districts described in Section 1. The segments listed here are candidate projects in a given geographic extent with conceptual design solutions provided for key portions of the corridor. The majority of these segment will need to be advanced through public involvement and a more substantial project development process, exploring such challenges as intersection and more detailed street cross-section design and signage.

The corridor-wide map illustrates the general boundaries of each segment, followed by sheets for segment-specifi c descriptions. These are intended to convey a vision of the basic issues to address, how it accommodates bicycles and pedestrians along the A1A Greenway, and key design components that need to be addressed in a more detailed project development stage (especially for street cross-section and intersections). Potential locations of cross-section modifi cations, bicycle parking and storage, and potential easements for passage to and from A1A are identifi ed. The descriptions provide an assessment of constructibility challenges, but they do not provide detailed construction engineering guidance. In further project defi nition and implementation, more detailed plans and construction documents will need to be developed.

Another component to the segment descriptions is the recognition of special places in each segment extent. These are the key attractors of bicycle and pedestrian activity that future capital projects should address with special improvements.

The diagram below gives a description of each segment sheet’s organization.

3.0 Candidate Segment Sheets

Existing Context

Narrative description of the existing corridor, including endpoints, adjacent land uses and possible options for incorporating bicycle facilities.

Principal Bicycle and Pedestrian

Needs

Lists the recommended improvements to modify the existing corridor to incorporate the greenway and amenities

Segment Endpoints

Identifi es the intersection or places at the ends of each segment

Places of Signifi cance /

Points of Interest

Identifi es places that can or currently serve as trailheads, provide services or may be popular destinations for tail users, or add aesthetic value or visual interest to the greenway corridor.

Segment Route Map

• Primary, Alternative and Optional Routes

• Municipal boundaries and major streets

• Trailheads and Points of Interest


25

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Map of A1A Greenway Segments

16

17

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21

Water Taxi ConnectionPrimary Route

SE 17th Street Causeway AreaPrimary Route Alternative Route Optional Route

US1 at South Miami Road GatewayPrimary Route Alternative Route Optional Route

Airport and Port EvergladesPrimary Route Alternative Route Optional Route

Dania Beach CorePrimary Route Alternative Route Optional Route

Dania Beach Blvd. andJohn U. Lloyd State ParkPrimary Route Alternative Route Optional Route


26

Existing ContextThe water taxi is an ideal mode of transport for tourists, especially families with young children, who are looking for a safe, interesting route to John U. Lloyd State Park and the Dania Beach fi shing pier or other destinations south. This route bypasses the heavily traffi cked streets and circuitous path around Port Everglades and the Airport, and offers a direct connection to a park road and unique views of the port.

Starting at the SE 17th Street Causeway Bridge, an infrastructure landmark in the City, this is one of the few signifi cant points of interest for the greenway. The bridge is a tall structure offering dramatic views of the Port and Intracoastal Waterway and was constructed in the late 1990’s to eliminate traffi c congestion caused by a much lower draw bridge built in the 1950’s. The bold streamlined design of the bridge includes a generously scaled, attractive and well-used public plaza and public parking areas underneath on both shores. A privately owned and operated water taxi service has landings under the bridge on both sides, and currently connects to stops along the New River and the Intracoastal Waterway in Fort Lauderdale and further south in Hollywood. There are also seasonal routes as far south as Miami Beach. Although the boats are not currently fi tted with bicycle racks, such an accommodation is feasible and may be eligible for local or State support grants. A new water taxi stop south of the Port Everglades Inlet is feasible at the Whisky Creek boat ramp and dock or the adjacent “Loggerhead Café” concession building in John U. Lloyd State Park. The water taxi trip currently takes approximately 45 minutes from SE 17th Street to Hollywood Beach, so a stop at the State Park would likely take approximately twenty to twenty fi ve minutes, a time that would be diffi cult to beat for even a professional cyclist given the context of the land-based routes.

Principal Bicycle and Pedestrian Needs• Bicycle racks fi tted to the water taxi vessels• Work with existing privately owned Water Taxi service to develop a time schedule and fee structure to transport bicyclists to John U. Lloyd State Park. • Modest dockside improvements at Whisky Creek will be needed to accommodate the water taxi passenger boarding / disembark needs.

Segment Endpoints• Plazas under the SE 17th Street Causeway Bridge on both sides of the Intracoastal Waterway and potential future water taxi stops to Loggerhead Cafe and/or Whiskey Creek Boat Ramp off North Ocean Drive in John Lloyd State Park in Hollywood.

Places of Signifi cance / Points of Interest• Unique scenic views of Port Everglades and the mangroves along the Intracoastal Waterway• Hotels and Convention Center in Fort Lauderdale• John Lloyd State Park in Hollywood, including the Loggerhead Café, swimming beaches, nature trails, jetty fi shing, and scuba diving and snorkeling• Dania Beach Fishing Pier and the Florida Atlantic University Sea Tech Campus

Segment 16 Water Taxi Connection

17th St Bridge plaza

17th St Bridge docks and seating


27

Segment 16 Water Taxi Connection map

16 Water Taxi ConnectionPrimary Route

Segment 16 - Water Taxi Connection

Hollywood

Fort Lauderdale

SE 18th St

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28

Existing ContextThe objective of this segment is to direct cyclists west on SE 17th Street to the earliest clear route south to bypass Port Everglades, a high security zone that does not allow through-traffi c. SE 17th Street is heavily congested and the intersection with US 1 is a bottleneck with two left turn lanes and a combination turn and straight lane making it diffi cult, if not impossible, for most bicyclists to safely navigate through. South Miami Road is the nearest suitable through-street for bicycles; however where it intersects with SE 17th Street there are no crosswalks to the westbound lanes on 17th Street, only left turn lanes extending west all the way to US 1. This requires a short diversion using SE 10th Avenue to reach South Miami Road before it intersects with SE 17th Street and continuing southward to Spangler Boulevard. Spangler Boulevard is the entrance to Port Everglades to the east and to SR 84 to the west; an existing turn lane divider prevents South Miami Road from crossing this intersection. At a minimum, a pedestrian crossing should be added at this location or preferably a continuation of South Miami Road should be made if the surrounding circulation confl icts or problems with potential cut-through traffi c can be resolved.

Principal Bicycle and Pedestrian Needs• Restripe right turn lane into north bound Eisenhower Boulevard to accommodate bicyclist west bound from the SE 17th Street bridge through the intersection• Mark pavement for sharrows along SE 17th Street Ramp frontage roads

• Restripe narrower travel lanes on SE 17th Street west of Eisenhower Blvd. to SE 10th Ave as part of upcoming repaving project to create 4’ bike lanes

• Implement existing City 20’ landscape and pedestrian easement overlay adjacent to SE 17th Street as frontage properties redevelop• Restripe SE 10th Avenue adding bicycle lanes• Add a bicycle / pedestrian entrance connecting SE 10th Ave to SE 20th Street• Add sharrow pavement markers on SE 20th Street• Complete widened sidewalk along west side of South Miami Road• Complete sidewalk on east side of South Miami Road• Provide a pedestrian / bicycle crossing at the South Miami Road Spangler Blvd intersection• Improve pedestrian crossings

Segment Endpoints• SE 17th Street Bridge Water Taxi Stop to Spangler Drive/24th Street and South Miami Road Gateway

Places of Signifi cance / Points of Interest• Convention / Resort Hotels• Broward County Convention Center• Restaurants and retail along the corridor• Overlook and trailhead at the Water Taxi Stop

Segment 17 - Primary RouteSE 17th Street Causeway Area

SE 17th St view east

SE 10th Ave view north

South Miami Rd view north


29

Segment 17 - Primary RouteSE 17th Street Causeway Area map

17 SE 17th Street Causeway AreaPrimary Route

Segment 17 - Primary Route

Hollywood

Fort Lauderdale


SE 20th St

SR 84 - SW 24th St

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SW 17th St

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SE 24th St

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US

SE 17th St /A1A

SE 18th St

SE 20th St

SR 84 - SW 24th St

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SW 17th St

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Fort Lauderdale

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30

Segment 17 - Primary RouteSE 17th Street Causeway Area Cross Sections

Existing Cross Section SE 17th Street

Proposed Cross Section SE 17th Street - Re-striped lanes plus optional color-keyed bike lane due to heavy traffi c volumes. 20’ wide easements have future potential for off-street bicycle lanes.


31


Existing Cross Section SE10th Avenue Median is intermittent, replaced by turn lanes in to bordering parking areas. The street tapers to two lanes at the the south end before dead-ending at private condominium entrance.

Proposed Cross Section - Option 1 SE10th Avenue - Sharrow symbols added to through travel lane.


32


Proposed Cross Section - Option 2 - SE10th Avenue


33


Existing Cross Section - S. Miami Road

Proposed Cross Section - S. Miami Road - Sharrow symbols added and existing walk on east side widened


34

Existing ContextSE 16th Street from Eisenhower Boulevard west to SE 11th Avenue is a two lane road with portions lined with parallel parking. Predominantly marine-related industries line the street due to the fi nger canal to the north, so truck and trailer traffi c is common, plus, the Post Offi ce and restaurants make this area a multi-faceted destination. However, in general the road is suffi cient to serve as a shared use road, providing an alternative to riding on SE 17th Street, especially for west-bound cyclists. Because Eisenhower Boulevard includes an intersection with North Marriott Drive, the frontage road for the bridge, bicyclists turning north on Eisenhower must negotiate with many different types of vehicles approaching from multiple turning lanes. Further complicating this intersection is the many types of travelers through this intersection; a high percentage of fi rst time visitors are unfamiliar with how to get to their destination which will require extra caution by bicyclists and drivers alike.

Principal Bicycle and Pedestrian Needs• Lane markings and signage at Eisenhower Blvd. intersection with North Marriott Drive warning vehicles of bicycle traffi c• Sharrow pavement markings on Eisenhower Boulevard, SE 16th Street and SE 10th Avenue

Segment Endpoints• SE 16th Street from Eisenhower Blvd. to SE 10th Ave

Places of Signifi cance / Points of Interest• Restaurants, Retail Shops, Post Offi ce and Marine Service Industry

Segment 17 - Alternative Route (Northern Route)SE 16th Street

SE 16th Street looking west

SE 16th Street eastbound just east of SE 15th Avenue


35

Segment 17 - Alternative Route (Northern Route)SE 16th Street map

17 SE 16th StreetAlternative Route

Segment 17 - Alternative Route

Hollywood

Fort Lauderdale


SE 20th St

SR 84 - SW 24th St

SW 4

th A

ve

SW 17th St

W Park Dr

evA dr3 WS

SW

2nd Ave

evA ht01 ES

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S M

iam

i Rd.

SE 24th St

A1A

S An

SW

US

SE 17th St /A1A

SE 18th St

SE 20th St

SR 84 - SW 24th St

SW 4

th A

ve W Park Dr

SW 17th St

evA dr3 WS

SW 2nd Ave

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S M

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i Rd.

SE 24th St

A1A

S An

SW

US

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US

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Hollywood

Fort Lauderdale

SE 17th St /A1A

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S 84 - SW 24th St

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36

Existing ContextThrough negotiations with land owners this optional route is behind the businesses just west of Eisenhower Boulevard and into The Harbor Shops retail center. This route uses service roads and parking lot aisles located in the utility easement along the rear of these properties that front on SE 17th Street. The trail would continue through the shopping center parking lot to local streets that connect with South Miami Road. This requires some modifi cations to existing parking lots and connecting service roads currently separated by a fence, but this route allows bicyclists to quickly and completely bypass the traffi c congestion on SE 17th Street. This route also improves access to the shopping center for bicycles and may function as a trailhead because of the parking nearby and the services offered in the shops, including restaurants, groceries and clothing.

Principal Bicycle and Pedestrian Needs• Trailhead accommodations in Harbor Shops shopping center

• Sharrow pavement markings on 18th Street, service areas, Harbor Shops east parking drive and 20th Street

• Complete sidewalk on SE 20th Street via a review and waiver of city parking requirements or the development of parallel on street parking

• A review and waiver of city parking requirements or parallel parking and a sidewalk along the east edge of the Harbor Shop between the easement and SE 20th Street

Segment Endpoints• Eisenhower Boulevard and South Miami Road at SE 20th Street

Places of Signifi cance / Points of Interest• Restaurants, Hotels and Retail Shops

Segment 17 - Optional Route (Southern Route)Harborside Shops Basement

Cordova Road southbound

Alley and easement behind Harbor Shops


37

Segment 17 - Optional Route (Southern Route)Harborside Shops Basement map

17 SE 17th Harborside Shops BasementOptional Route

Segment 17 - Optional Route

Hollywood

Fort Lauderdale


SE 20th St

SR 84 - SW 24th St

SW 4

th A

ve

SW 17th St

W Park Dr

evA dr3 WS

SW

2nd Ave

evA ht01 ES

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S M

iam

i Rd.

SE 24th St

A1A

S An

SW

US

SE 17th St /A1A

SE 18th St

SE 20th St

SR 84 - SW 24th St

SW 4

th A

ve W Park Dr

SW 17th St

evA dr3 WS

SW 2nd Ave

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S M

iam

i Rd.

SE 24th St

A1A

S An

SW

US

DavisPark


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US

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Hollywood

Fort Lauderdale

SE 17th St /A1A

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S 84 - SW 24th St

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38

Existing ContextThis segment of the greenway is located entirely along the west side of US 1 / A1A, in wide shared use sidewalks with no major intersection crossings involved. This however will require moving existing curbs and restriping the street and intersection at US 1, an area that is somewhat confusing because of the number of roadway modifi cations added over the years and changes to how the road functions in the larger traffi c context. Before US 1 and the airport were extensively reconstructed in the 1980’s-90’s, South Miami Road was a two way street and served as a shortcut from US 1 to SE 17th Street. With the median at Eisenhower Boulevard blocking access to the north section of the road, South Miami Road now functions as an access frontage drive for the few businesses remaining on the east side of the road. A triangular green space to the west is vacant dedicated open space and serves as a “green” gateway into Fort Lauderdale, but is otherwise not utilized. The angled intersection of South Miami Road into US 1 is confi gured like a high speed turn lane due to its location on the inside curve of the US 1 transition from the divided eight lane highway into a six lane urban cross section.

As US 1 / A1A approaches the access ramps to Interstate 595 the road begins to elevate, leaving a wide gently sloped landscape embankment next to Port Everglades property to the east. By diverting the trail away from the highway to the bottom of this embankment, the greenway has clear unobstructed access through an attractive park-like space to Eller Drive. The stark contrast with the previous greenway section will be a welcome relief for bicyclists. Eller Drive is a busy intersection that will be reconfi gured in the near future to relieve much of the current truck traffi c congestion with a ramp to convey traffi c more directly into Port Everglades.

Principal Bicycle and Pedestrian Needs• Widened sidewalks in front of businesses along South Miami Road• Traffi c calming at the transition from US 1 onto South Miami Road• 10’ – 14’ wide path along the US 1 ROW embankment to the bottom of slope and Eller Drive• New off-street trail along north side of Eller Drive

Segment Endpoints• South Miami Road Gateway to the intersection of Eller Drive and NW 7th Avenue

Places of Signifi cance / Points of Interest• While the there are no landmark destinations along this route, the potential trail offers a long stretch of off-street riding through a variety of scenes

Segment 18 - Primary RouteUS 1 at South Miami Road Gateway

S Miami Rd Gateway openspace at US 1 view north

SW 4th Avenue southbound, next to Ft Lauderdale Memorial Park Cemetery

US 1 – A1A intersection with South Miami Road


39

Segment 18 - Primary RouteUS 1 at South Miami Road Gateway map

18 US 1 at South Miami Road GatewayPrimary Route


Dania BeachHollywood

SE 17th

SE 20th St

SR 84 - SW 24th St

SW 4

th A

ve

SW 34th St

SW 28th St

SW 17th St

W Park Dr

evA dr3 WS

SW

2nd Ave

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i Rd.

SE 24th St

SE 6

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S Andrew

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SW 2nd Ave

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ailroadSE 17th

SE 20th St

SR 84 - SW 24th St

SW 4

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SW 34th St

SW 28th St

SW 17th St

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SE 24th St

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SW 28th St

SW 17th St

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40

Segment 18 - Primary RouteUS 1 at South Miami Road Gateway Cross Sections

Existing Cross Section - US 1 Just South of the S. Miami Road Intersection - This is the narrowest and most constrained portion of this stretch of road due to an existing building and close proximity of the turn lane into S. Miami Road.


41


Proposed Cross Section - US 1 at South Miami Road - Modifi cations to the existing turn lane provides enough room for two-way bike path or cycle track. New curb and a re-confi gured intersection at S. Miami Road is necessary to maintain vehicle access to adjacent commercial properties.

Bike Trail

Begin modifi cation to curb and/or lane striping to expand walk/trail area to east

Existing driveway with optional color warning for bicycle trail crossing

Pedestrian and Trail crosswalk

Re-confi gured entrance to existing business as a result of eliminating head-in parking in front of building

New parallel parking

Bicycle Trail weaves through City Gateway Park


42


Existing Cross Section - US 1 Just North of I-595 - Grassy sloped area of varied width, a swale at the base of slope and randomly spaced mature shade trees.

Proposed Cross Section - US 1 Just North of I-595 - Trail working down from street level to base of slope, weaving between existing shade trees.


43


Existing Cross Section - Eller Drive - This is the most constrained portion of Eller Drive for trail placement because of an existing building and mature trees.

Proposed Cross Section - Eller Drive - New off-street trail along north side of street. New curb at constrained segment of ROW allows existing swale to be eliminated, trail to be moved closer to street, and existing mature shade trees to be preserved.


44

Existing ContextFew existing or potential FEC Railroad ROW crossings for bicycles or pedestrians connect through to the east side of US 1 / A1A. SW & SE 24th Street / SR 84 is a busy commercial route that is the fi rst full intersection with US 1 / A1A north of the airport, and provides the most direct connection west. 24th Street / SR 84 is the historic entrance to the port and is still an important route for commercial vehicles. Truck traffi c and dual right turn lanes at three of the four corners make this a challenging but not impossible to cross on a bicycle.

SW 24th Street is an important east-west connecting leg for the greenway, presenting a challenge for all but the fastest, most experienced bicyclists to ride on the road. Insuffi cient roadway pavement width and multiple curb cuts in combination with the oftentimes frenetic traffi c make the sidewalks a more suitable route for most riders to use. A signalized intersection west on SW 24th Street at SW 4th Avenue is where this alternative leg of the greenway turns south. Pedestrian traffi c is relatively low along these streets but there are existing bus stops; fi tting a narrow bus shelter may be a challenge on SW 24th Street, but SW 4th Avenue appears to have suffi cient room for both a widened sidewalk and bus shelters.

SW 4th Avenue is a local collector street with schools and businesses plus two parks that can serve as trailheads for the greenway. The street is not heavily traveled, especially the southernmost stretch in front of Snyder Park. On-street bicycle lanes appear to be feasible for the length of SW 4th Avenue, transitioning to a recently completed off-street trail opposite Snyder Park. This sets up bicyclists for a direct connection to the FEC trail to the east.

East of the FEC tracks SE 6th Avenue leads to a signalized three-way intersection at US 1 / A1A. The primary purpose of this street for the greenway is the potential for a pedestrian crossing over the tracks in the future. While a grade separated crossing is not only expensive and discouraging for bicyclists and pedestrians alike, the addition of a future transit stopat the airport may make a crossing more viable in the future in this area.

Principal Bicycle and Pedestrian Needs• Narrow travel lanes to accommodate new bike lanes • Add bulb-outs to calm traffi c and improve pedestrian crosswalks

Segment Endpoints• US 1 at Spangler Boulevard / SE 24th Street intersection to Perimeter Road

Places of Signifi cance / Points of Interest• Croissant Park Community Center• Bryant Peney Park trailhead• Snyder Park trailhead• Floyd Hull Stadium Park

Segment 18 - Alternative RouteSW 6th Avenue, SW 24th and 34th Streets

SW 3rd Avenue southbound, next to Ft Lauderdale Memorial Park Cemetery

SR 84 – SW 24th Street eastbound at SW 3rd Avenue

SE 6th Avenue northbound approaching intersection with US 1 / A1A


45

Segment 18 - Alternative Route SW 6th Avenue, SW 24th and 34th Streets map

18 US 1 at South Miami Road GatewayAlternative Route



SE 17th

SE 20th St

SR 84 - SW 24th St

SW 4

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SW 34th St

SW 28th St

SW 17th St

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SE 6

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SE 20th St

SR 84 - SW 24th St

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SW 28th St

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46

OverviewThese local commercial streets connect the greenway to neighborhoods, businesses and trailheads, and are vital for greenway users or travelers west of the FEC Railroad to reach A1A. With changes to US 1 / A1A over the years and with the Interstate 595 interchange, the “shortcut” to downtown that was once possible on Andrews Avenue has been cut off leaving this area somewhat disconnected from the highways and less subject to congestion. The result is a more comfortable environment for bicyclists west of US 1 / A1A to use.

SW 2nd Avenue is a quiet local commercial street between SW 17th and SW 34th Street and will work as a shared street north of 24th Street. South of 24th Street 2nd Avenue becomes a four lane road with a grassed median, and it appears to have low enough traffi c volumes to be restriped for two lanes, on street parking and bike lanes. The Croissant Park Community Center and Park can serve as a trailhead, and connects to SW 17th Street at the signalized intersection at SW 4th Avenue and at SW 22nd on the east side of the park.

Principal Bicycle and Pedestrian Needs• Add a trailhead at Bryant Peney Park• Add a trailhead at Croissant Park Community Center• Add a trailhead at Snyder Park• Sharrow pavement markings on SW 2nd Avenue north of 24th Street• Bike lanes added south of 24th by restriping road from four to two lanes.• Add bulb-outs for on-street parking to calm traffi c and improve pedestrian crosswalks

Segment Endpoints• From SW 17th to SW 24th Streets, between SW 6th and SW 2nd Avenues

Places of Signifi cance / Points of Interest• Croissant Park• Bryant Peney Park • Snyder Park• Lauderdale Memorial Park Cemetery

Segment 18 - Optional RoutesSW 2nd, 3rd and 6th Avenues, SW 17th Street

SW 2nd Ave view north

SW 2nd Avenue southbound, just south of SR 84 / SW 34th Street

Eastbound view on West Park Drive, approaching Croissant Park Community Center


47

US 1 at South Miami Road GatewayOptional Routes

Segment 18 - Optional RoutesSW 2nd, 3rd and 6th Avenues, SW 17th Street map

18


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48

Existing ContextExpansion projects at the airport and Port Everglades are at advanced levels of design and planning that will impact this stretch of the proposed greenway. NW 7th Avenue is a mostly rural cross section road with the embankment for US 1 / A1A along the west side, and wetlands or port-related commercial uses along the east. The road currently carries large trucks which have proven to be fatal for bicyclists because of the draft created by the vehicles. Some but not all of this truck traffi c will be accommodated in a new ramp at Eller Drive, so off-street bicycle lanes are the safest option in this context. Although the west side of NW 7th Avenue is wide enough for an off-street trail, an existing retaining wall for the access ramp to the airport terminal and existing mangroves on the east side of the road tightly constrain the ROW width. Plus, a future ramp from the airport will tie into NW 7th Avenue just south of the current ramp retaining wall, creating an obstacle for bicycles. The east side of NW 7th Avenue is most appropriate for a bike trail because there is suffi cient room, and bicycles are already on that side of the road from the previous segment. A boardwalk trail through the mangroves or an expanded road cross section with a barrier between the bicycle trail and roadway are two alternative solutions that can resolve the constraint problem at the mangroves. Both will require some mitigation to occur with the mangroves, an environmental obstacle that might be addressed as part of future plans for the overall port site.

Taylor Road will be eliminated as part of the airport expansion to make room for the new runway, and Griffi n Road extended will be the connection between US 1 / A1A and NW 7th Avenue. Current plans call for on street bike lanes for this stretch of roadway. However, a more desirable solution for bicyclists is to continue the off-street trail along the south side of NW 7th Avenue.

Principal Bicycle and Pedestrian Needs• Intersection pavement markings, crossing activation signals and signage at Eller Road• 10’ – 12’ pathway on the east shoulder with barrier in portions to protect bicyclists from traffi c• Potential boardwalk instead of widened shoulder, through mangroves across from airport terminal ramp and constrained NW7th Avenue ROW• Consider widening Griffi n Road extension sidewalk on the south side in lieu of on-street bike lanes to more easily connect with proposed off-street trail east of NW 7th Avenue• Improve crossings at US 1 and Griffi n Road

Segment Endpoints• Eller Drive and US 1

Places of Signifi cance / Points of Interest• Mangroves• Aircraft landing / taking off

Segment 19 - Primary Route Airport and Port Everglades

NW 7th Ave view north

NW 7th Ave view south at access ramp



49

Segment 19 - Primary Route Airport and Port Everglades map

19 Airport and Port EvergladesPrimary Route


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imate OutlineApproximaAFF port Runway ExtensionFuture AirporFFutFu


50

Segment 19 - Primary Route Airport and Port Everglades Cross Sections

Existing Cross Section - NE 7th Avenue, North End

Proposed Cross Section - NE 7th Avenue, North End - Off-street bike trail along east side of ROW. Varied width of ROW allows generous setbacks for the trail from the road.


51


Existing Cross Section - NE 7th Avenue at Airport Entrance Ramp - This is the most constrained portion of roadway along this segment.

Proposed Cross Section – Option 1 - NE 7th Avenue at Airport Entrance Ramp - Road widened to include two-way bike trail; concrete barrier provided between bicycle paths and road in constrained portion of ROW. Wetland mitigation will be required as well as roadway and bikeway drainage modifi cations to keep the travelways dry and prevent direct runoff into wetlands.


52


Proposed Cross Section – Option 2 - NE 7th Avenue at Airport Entrance Ramp - Elevated trail through wetlands; trail may meander through the wetland to avoid large mangrove and other native trees.


53

Existing ContextThis alternative route ties Perimeter Road into the proposed off-street trail on the north side of SW 34th Street, continues south past the airport and eventually ties into US 1 / A1A (the Primary trail route) at Griffi n Road. Existing plans for a greenway along the FEC Railroad corridor have been in negotiation for many years, although no fi nal plans are in place at the time of this writing. This stretch of the FEC ROW is adjacent to Perimeter Road at the airport and is broad enough to accommodate both a trail and future plans for Commuter Rail service. In the event that such a trail is not possible in the FEC corridor there is room for a 10’ wide trail along the east side of the existing Perimeter Road. In either scenario suffi cient width will be necessary to include the trail in the proposed bridge-tunnel for the extension of airport runway 27L, which will span over Perimeter Road, the FEC corridor and US 1 / A1A.

Principal Bicycle and Pedestrian Needs• The area will require raising the grade with fi ll and a paved surface the entire length• Where Perimeter Road abuts Griffi n Road, an adjustment to the alignment of Perimeter Road is necessary to accommodate the trail west to the intersection signal.• An existing parking area and park at the west end of Airport Greenbelt Park can serve as a trailhead and be accessed by an existing pathway.• Perimeter Road has intermittent traffi c ranging from passenger vehicles to buses and some trucks but opportunity exists for sharrow markings.

Segment Endpoints• Perimeter Road from SW 34th Street to Griffi n Road

Places of Signifi cance / Points of Interest• Fort Lauderdale-Hollywood International Airport• Future Commuter Rail Station• Perimeter Road Park

Segment 19 - Alternative Route Airport Perimeter Road / F.E.C. Rail R.O.W.

Airport Perimeter Rd at I-595 overpass

Airport Perimeter Road southbound, approaching existing overpass ramps

Airport Perimeter Road southbound, approaching future tunnels under extended runway

View east at Perimeter Road intersection with Griffi n Road


54

Segment 19 - Alternative RouteAirport Perimeter Road / F.E.C. Rail R.O.W. map

19 Airport and Port EvergladesAlternative Route


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Snyder Park

imate OutlineApproximaAport Runway ExtensionFuture Airpor


55

Existing ContextThe existing FP&L power line easement east of NW 7th Avenue runs parallel to the roadway and has unpaved service/maintenance roads that can provide an optional route for the Greenway. Frequent trail users appreciate variety in their commute, and this stretch offers one of the most tranquil stretches of trail in this greenway (despite take-offs and landings at the airport). In addition, the trail can serve as an all weather surface for FP&L maintenance vehicles.

Principal Bicycle and Pedestrian Needs• 12’ – 14’ paved trail suffi cient to carry maintenance vehicle loads

Segment Endpoints• Eller Drive to the transition of NW 7th Avenue into Griffi n Road

Places of Signifi cance / Points of Interest• Mangrove and wetland Greenway experience

Segment 19 - Optional RouteFP & L Easement

Example of a well-used off street trail within a powerline easement


56

Segment 19 - Optional RouteFP & L Easement map

19 Airport and Port EvergladesOptional Route


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imate OutlineApproximaAFF port Runway ExtensionFuture AirporFFutFu


57

Exisiting ContextThis stretch of the greenway is where the combined US 1 / A1A highway transitions from a six lane divided cross section with wide landscape shoulders and no buildings, to a four lane urban cross section through a congested commercial area of the City.

North of the Dania Cutoff Canal US 1 / A1A has existing sidewalks on the west side and along half of the east side, from Griffi n Road to the canal. The canal bridge is an older fi ve lane structure with walks and bike lanes. There appears to be the potential for one or the other side of the bridge to accommodate an off-street bicycle trail with restriping and lane shifts; however the current bike lane and sidewalk confi guration is functional. South of the bridge Old Griffi n Road is a narrow two to three lane uncurbed road in poor condition that intersects US 1. This intersection is very close to the FEC Railroad creating a short block where vehicles cueing for the train back up onto US 1. This is a congested intersection because of the shortness of the block and the intersection of NW 4th Avenue with Old Griffi n Road just west of the FEC. During peak traffi c hours commercial vehicles and commuters make this a challenging intersection to navigate by bicycle.

Many buildings on US 1 / A1A between the canal and Dania Beach Boulevard are either directly on or encroach upon the ROW. This is the outer edge of the City’s downtown core and many of these older industries are in transition. The City of Dania Beach Community Redevelopment Agency (CRA) has extensive redevelopment plans, including signifi cant alterations to US 1 and a much higher intensity of new marine related industry along the canal. Due to the low clearance under both the US 1 bridge and the FEC bridge, the CRA is pursuing options to replace the bridges to allow larger vessels access to marine industries to the west. These future plans, if implemented, would eliminate much of the congestion and confusion for bicyclists and pedestrians in this area.

The Greenway turns east at NE 1st Street, a fairly quiet neighborhood collector street with a signalized intersection at US 1. The trail leads to a proposed trailhead at Frost Park. No sidewalks exist on the street, except for the fi rst block off US 1, however traffi c volume is low enough for bicycles to share the existing road.

Principal Bicycle and Pedestrian Needs• Reduce travel lane widths to widen bike lanes • Potential trail along west side of US 1 north of Dania Cutoff Canal• Reduce or narrow driveway cuts on US 1 and remove back of curb sod strips to increase pedestrian space• Add sharrow pavement markings at NE 1st Street and Fronton Boulevard• Add trailhead amenities to Frost Park

Segment Endpoints• Griffi n Road to Dania Beach Boulevard/A1A

Places of Signifi cance /Points of Interest• Frost Park• Dania Jai Lai Fronton

Segment 20 - Primary Route Dania Beach Core

US 1 – A1A southbound, approaching Dania Cutoff Canal Bridge

US 1 – A1A just north of Old Griffi n Road and the Dania Cutoff Canal

NE 1st Street looking east at US 1 – A1A intersection


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Segment 20 - Primary Route Dania Beach Core map

20 Dania Beach CorePrimary Route


Dania Beach

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Existing Cross Section - US-1 North of Dania Cutoff Canal

Proposed Cross Section - US-1 North of Dania Cutoff Canal - New off-street bike trail along west side of ROW.

Segment 20 - Primary Route Dania Beach Core Cross Sections


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Existing Cross Section - US-1 Bridge at Dania Cutoff Canal

Proposed Cross Section – Option 1 - US-1 Bridge at Dania Cutoff Canal - Lanes restriped to provide regulation size bike lanes, color added to pavement to alert drivers at this narrow section of the ROW.



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Proposed Cross Section – Option 2 - US-1 Bridge at Dania Cutoff Canal - Existing bridge modifi ed and lanes restriped to include a trail along the west side of the bridge.



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Proposed Cross Section - US-1 Dania Beach South of the Cutoff Canal - Sidewalks widened where there are currently grass strips. Travel lanes restriped to make room for regulation size bike lanes; optional color shown on bike lanes due to heavy traffi c volumes. Optionally, color may be added at the major intersections only.


Existing Cross Section - US-1 Dania Beach South of the Cutoff Canal


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Existing ContextAn Alternative Route along NW 4th Avenue through Dania Beach allows the wider paths in the NW 7th Avenue Primary Route or the powerline and the Perimeter Road alternative routes to continue into the Dania Beach downtown area. The route would parallel the FEC ROW in the NW 4th Avenue ROW from Old Griffi n Road to NW 1st Street where it would extend to the east and cross US 1 at a signalized intersection and join with the Greenway Primary Route.

Principal Bicycle and Pedestrian Needs• Pedestrian bridge over canal or restriping and other modifi cations to existing US 1 bridge and approaches• 10’ to 12’ pathway in NW 4th Avenue ROW • Reduce or narrow driveway cuts on NW 1st Street • Mark NW 4th Avenue and NW 1st Street as sharrows• Complete missing segments of sidewalk and improve crossings for NW 1st Street • Trailhead improvements at C.W. Thomas Park

Segment Endpoints• NW 4th Avenue from Griffi n Road to NW 1st Street at US 1

Places of Signifi cance / Points of Interest• Dania Beach City Hall• Dania Beach Library• Collins Elementary School• C. W. Thomas Park

Segment 20 - Alternative RouteNW 4th Avenue


Old Griffi n Road at FEC Railroad

Old Griffi n Road at FEC RR view east


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Segment 20 - Alternative RouteNW 4th Avenue map

20 Dania Beach CoreAlternative Route


Dania Beach

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Existing ContextThis route takes advantage of the existing roadway and sidewalk infrastructure without regard to future redevelopment plans for the downtown core of Dania Beach or the Jai-Alai Fronton. Pedestrians and bicyclists in this route use existing streets marked as sharrows, and sidewalks improved with the construction of several small missing pavement links. This allows bicyclists to weave eastward away from the highway and into the neighborhood, although the one long block between Old Griffi n Road and NE 3rd Street has narrow sidewalks on both sides of the street, and the Old Griffi n Road intersection is very congested.

Principal Bicycle and Pedestrian Needs• Infi ll sidewalk gaps and add sharrow markings on NW 2nd and 3rd Streets, NE 2nd Avenue, NE 1st and 2nd Street and Gulfstream Road Gulfstream Road• Trailhead amenities at Frost Park

Segment Endpoints• US 1 at NE 3rd Street to Dania Beach Boulevard at Gulfstream Road

Places of Signifi cance / Points of Interest• Frost Park• Dania Jai-Alai Fronton• Boat Docks

Segment 20 - Optional RouteNE 2nd & 3rd Streets, NE 3rd & 5th Avenues, Gulfstream Road

NE 3rd St Eastbound

NE 3rd Ave Northbound

NE 2nd Street eastbound next to Dania Jai Lai Fronton


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Segment 20 - Optional RouteNE 2nd & 3rd Streets, NE 3rd and 2nd Avenues, Gulfstream Road map

20 Dania Beach CoreOptional Route


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Existing ContextDania Beach Boulevard functions extremely well as an east-west greenway route with the existing bike lanes and sidewalks and few roadway intersections. At the bridge over the Intracoastal Waterway, the bike lanes must transition onto the sidewalks due to limited visibility around the curved ramp; the sidewalks then terminate at the east bridge landings of A1A and Dania Beach Access Road. The recreation facilities at the terminus of Dania Beach Boulevard are somewhat dated, and a more clear accommodation of bicycle traffi c through the beach facility might be possible with future redevelopment.

Principal Bicycle and Pedestrian Needs• East bound users of the existing pathway need a completion of the sidewalk loop back toward the beach along 4th Terrace.• Trail amenities should be added to Dania Beach Ocean Park• Railings on bridge sidewalk ramps should be widened where possible and equipped with rub rails• Sharrows should be added to Dania Beach Access Road, 4th Terrace and North Ocean Drive• Potential to eliminate one lane westbound on Intracoastal bridge to accomodate a two-way trail on the north side of the bridge

Segment Endpoints• Dania Beach Boulevard from Fronton Boulevard east to A1A and Dania Beach Ocean Park

Places of Signifi cance / Points of Interest• Intracoastal Waterway• Beach • Dania Beach Ocean Park and Pier• Dania Beach Pier Restaurant• Florida Atlantic University• Intracoastal Restaurants• Charter Fishing Boats

Segment 21 - Primary RouteDania Beach Boulevard

Dania Beach Blvd view east through mangroves

Dania Beach Blvd view east at Intracoastal Bridge

A1A underpass view south at Dania Beach Blvd


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Segment 21 - Primary RouteDania Beach Boulevard map

21 Dania Beach Blvd. andJohn U. Lloyd State ParkPrimary Route


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Existing Cross Section - Dania Beach Boulevard

Proposed Cross Section - Dania Beach Boulevard - Trail added to north side of road. Drainage modifi cations will be needed to avoid fl ooding the trail with stormwater runoff from road.

Segment 21 - Primary RouteDania Beach Boulevard Cross Sections


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Existing Cross Section - Dania Beach Boulevard Bridge

Proposed Cross Section - Dania Beach Boulevard Bridge - This option adds a trail to the north side of the road eliminating one outbound lane on the existing bridge. This is only feasible if the traffi c volume reduction meets hurricane evacuation criteria.

Segment 21 - Primary RouteDania Beach Boulevard Cross Sections


71

Existing ContextThis Alternative Route provides connection to John U. Lloyd State Park by way of North Ocean Drive. The narrow width of this dead end park road and the environmental sensitivity of the adjacent land prohibit further pedestrian and bicycle improvements other than a sharrow. However, a pedestrian trail does extend north from the Ocean Beach Park Pier between the beach and Whiskey Creek with several connections to parking areas along Ocean Drive. The trail connects to the Loggerhead Café at Whisky Creek and additional parking areas to the north, offering a route for pedestrians and “fat tire” bicycles out of the roadway right of way.

If a Water Taxi stop is implemented near Whisky Creek or other portions of the park, this stretch of the greenway would be the primary connecting link between Fort Lauderdale at the SE 17th Street Bridge to points south on A1A.

Principal Bicycle and Pedestrian Needs• Sharrow markings on Ocean Drive• Consideration of a porous stabilized surface for bicyclists on existing trails where soft sand exists

Segment Endpoints• Dania Beach Boulevard / A1A north to Port Everglades Inlet

Places of Signifi cance / Points of Interest• Beach• Whiskey Creek• Loggerhead Café• Scuba dive sites• Nature Trails• Jetty fi shing• Port and inlet views

Segment 21 - Alternative RouteJohn U. Lloyd State Park


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Segment 21 - Alternative RouteJohn U. Lloyd State Park map

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A1A Greenways Ideas and Opportunities Study Part 2