LTC 320-2004 Evaluation and Appraisal Report (EAR)
CITY OF MIAMI BEACH
Office of the City Manager
Letter to Commission No. 320-2004
To:
Mayor David Dermer and
Members of the City Commission
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Date: December29, ~04 CJ
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From:
Jorge M. Gonzalez
City Manager
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Subject: EVALUATION AND APPRAISAL REPORT (EAR)
As the Commission is aware, the EAR process is mandated by the state Department of
Community Affairs in an effort to ensure that municipal and county comprehensive plans
are kept up-to-date and relevant to the jurisdictions they represent. This process requires a
review of the Goals, Objectives and Policies (GOPs) in the Comprehensive Plan, looking at
whether or not they have been implemented or achieved, looking at how relevant they are
to the changed circumstances of the jurisdiction, and looking at whether or not they need to
be amended, deleted or new ones created to adequately address the current issues facing
the jurisdiction. The EAR process is not designed to answer questions or solve problems, it
is designed to find problems and force the asking of questions, which will then be analyzed
and debated in the following year, followed by the creation of solutions and the amending of
the Comprehensive Plan to address the questions and problems.
The results of the EAR being presented (a draft of which is attached for your information),
are that the Miami Beach Comprehensive Plan needs to be amended in many areas, both
to conform to changes in State statutes, and to more efficiently and adequately address the
major issues facing Miami Beach today. Several of the Elements (chapters) of the
Comprehensive Plan will be merged into a new Element; others may be split to form new
ones. Within the EAR document there are recommendations to delete or amend certain
Objectives and Policies.
After approval by the City Commission, the EAR document will be transmitted to the South
Florida Regional Planning Council (SFRPC) for review and comment. After their review,
the document will be returned in order to address the comments that may be raised by the
SFRPC, and then brought back to the Planning Board and City Commission to be adopted
and transmitted to DCA for approval. The EAR document must be approved and delivered
to the Department of Community Affairs no later than April 1 , 2005.
The Miami Beach Commission and Planning Board identified the five major issues facing
the City during their meeting in May of this year. Those issues were Traffic Congestion,
Housing, Pedestrian/Bicycle Amenities, Incompatible Uses and Over-Development. The
Comp Plan was analyzed specifically as to how it relates to these major issues, and how it
measures up in addressing those issues. Again, the results are too long to mention here,
and are contained in the EAR document. Once the EAR is adopted and approved by DCA
sometime in the late spring of 2005, the amendment process will begin. The Goals should
be reviewed again through a public process, following which staff will propose amendments
Evaluation and Appraisal Report
December 29, 2004
Page 2
to the Objectives and Policies to best address the recommendations of the public, the
findings of the EAR, and the policy direction of the Commission. There is a period of 18
months after approval of the EAR where the Plan can be amended.
The EAR document was reviewed by the Planning Board at its December 21,2004 meeting
during a public hearing. In a motion approved unanimously by 7-0 vote, the Board
recommended that the Commission approve the EAR and transmit the document to the
South Florida Regional Planning Council. Because the transmission of the EAR to the
SFRPC is time-sensitive, the Administration will be presenting this document at the Land
Use and Development Committee meeting of January 10, 2005 for your review and
discussion, and at the January 12, 2005 City Commission for review and approval. Jorge
G. Gomez, Planning Director, will be available for individual briefings, if you so desire.
JMG\C~I:ur:r;
c: Jorge G. Gomez, AICP
Planning Director
F:IPLANI$PLBICCMEMOSIL TCsIL TC-EAR #2 12-29-04.doc
Evaluation and Appraisal Report
2000 Comprehensive Plan
of the City of Miami Beach
Prepared by:
Miami Beach Planning Department
December 2004
Table of Contents
CMB Profile and EAR Purpose
1
EAR Process
2
CMB Local Issues Discussion
Population
Land Area, Vacant Land & Demands of Growth
Location of Growth & School Coordination
WMD Coordination & Density Reduction and Property Rights
Evaluate Local Issues
Element/Issue Matrices
Element Successes/Shortcomings
Development in RDAs
3
3
4
5
6
11
17
19
State/Regional Regulatory Changes Affecting CMB Comp Plan
Chapter 163, F.S. & Section 9J-5 FAC.
State and Regional Comprehensive Plans
20
21
Appendices
A-Summary of Public Comments
B-Lexicon
C-Bicycle/Pedestrian Corridors
A1
B1
C1
Miami Beach Profile and Purpose of the Evaluation and Appraisal Report (EAR)
Miami Beach is a dense urban city located on a barrier island on the southeast coast of Florida.
Incorporated in 1915, the City has grown from a resort island into a cosmopolitan city of 90,000,
though tourism is still our largest industry. The southern portion of Miami Beach, commonly
known as South Beach, is the primary dining and entertainment destination in Southeast Florida
for tourists and residents of the greater metropolitan area.
The City comprises 7.1 square miles, with a 2004 permanent population of approximately
91,540 though this swells by tens of thousands during the winter, and with 18,000+ hotel rooms
within the City, there are always thousands of tourists sharing our streets and shops. An internal
analysis estimates that t he average daily population in Miami Beach tops 1 75,000, i neluding
tourists, day visitors, and commuting workers.
The purpose of the 2005 EAR process is to evaluate the performance of the City's
Comprehensive Plan over the past 10 years, and see what has been completed, what needs to
be changed to reflect new data or circumstances, and what should be kept to further the goals
of the City. Through a public participation process, 5 major' sues were selected from the many
issues raised by staff and residents. These 5 major issu . ere compared to pertinent areas of
the Comprehensive Plan. As part of that compariso tperformance of the Comp Plan in
addressing those issues was analyzed, as well wellijprepared the Plan is to address
those major issues into the future.
Through the 2005-2006 EAR-based Arn.~ndme
Comprehensive Plan to incorporate new daH~~;i1
City and its residents want to move forw 'ffto'
may include a more active involvem
exploration of alternatives to eas
bicycle and pedestrian paths
mobility even during the mo
ound, staff expects to amend the
stances and a new vision for how the
ainder of the 2151 Century. This vision
g housing for the City's work force residents,
n, and the creation of a City wide network of
er the residents and visitors with increased
g~sted periods of the year.
K"h
,<-tv
ousing and Hotel Information, 1970-2004
1970 1980 1990 2000 2004
PODulation 87,072 96,298 92,639 87,933 91,540
# Res. Units 51,856 64,561 62,413 59,723 62,750
1970-2000 figures from US Census. 2004 figures from University of Florida, Bureau 0 f Economic and Business
Research (BEBR).
1
Process to Create Miami Beach EAR
Miami Beach Planning Department staff worked on planning for the EAR process for several
weeks prior to actually launching the project in February, 2004. Planning staff held several
internal meetings to gather input on possible major issues, then approached various City
Departments who have a stake in the Comprehensive Plan, and gathered more input on major
issues. At this time, staff also asked for representatives from various City departments to work
with the Planning Department on the EAR project through its initial phase of October 1, 2004.
Once the internal discussions had been held, three public hearings were advertised and held.
These meetings were geographically dispersed within the City, one each in North, Mid and
South Beach. The Mid and North Beach meetings had poor turnout, and so were re-advertised
and held again at different locations in an attempt to garner more public input for the process.
At the conclusion of the public hearings, the Planning Board and City Commission held a joint
meeting to hear a presentation and to discuss the input from all of the previous meetings. This
was followed by the Scoping Meeting with State, Regional and local agencies and municipalities
to discuss with them the major issues facing Miami Beach,ii!On December 8th, at the request of
the Planning Department, the City Commission adopte~.(~;resolution requesting that the South
Florida Regional Planning Commission(SFRPC) revieVVi:tne;~.iami Beach EAR.
Date
March 26
March 31
A ril15
A ril16
April 19
nt represehtatives, spent the summer and
tne Planning Board and City Commission
FRPC for their review and comment will
Planning staff, with the assistance of other Dep
early Fall preparing the Draft EAR for presentatio
in November and early December. Transm' to
follow Commission approval.
resentatives
2
Local Jurisdiction Subject Matter
This section will contain the majority of the evaluation and appraisal of the Miami Beach
Comprehensive Plan.
Changes in Population: Miami Beach permanent population figures are showing a slow
increase, after 20 years of modest decline. From 1980 to 2000 the permanent population
dropped from 96,288 to 87,933, but the number has been increasing since then, to a total of
89,312 in 2003. The 1994 EAR data prediction for the 2002 permanent population was 98,965.
As stated in the 1994 EAR, Miami Beach has unique circumstances that set it apart from the
rest 0 f Miami-Dade County, including a higher residential vacancy rate d ue to the significant
seasonal influx 0 f temporary residents a nd a large year round tourist population in the more
than 225 hotels and their 18,000+ hotel rooms. These circumstances make projecting
population, and the required services, much more difficult in Miami Beach than in the rest of the
County, as can be seen by the differences between the projected and actual population. In the
1994 EAR, it was identified that due to the large number of tourists and seasonal residents, the
demand on City services measured by concurrency and i pact fee programs is much higher
than the impact of only the 91,540 residents. Therefore, City's consultant devised a formula
to more accurately portray the need for services within" y. The permanent population was
multiplied by 1.2, which gives a 20% increase inl!5ulatiorit~. estimate required services and
facilities.
uare miles in size, and is bounded by
~ Ocean. There is no change in size
Changes in land Area: None. The City r
three other municipalities, Biscayne Bay an
expected in the foreseeable future.
Vacant land: Miami Beach has all amount of vacant land, only 140 acres on
437 parcels scattered through~,Mt are parcels with no uses on them at all, not
even parking or accessory Mses: recreation lands, and the conservation lands along
the Atlantic Ocean beach are luded in the vacant land numbers. Planning staff is
continuing to check the co ata through windshield surveys. This is expected to be
completed prior to forwarding t hed report to DCA in March 2005. In addition, there are
many surface parking lots (350) c ring 116 acres. Of those, 100 lots with some 47 acres are
City-owned, and are therefore less likely to be developed than the 250 lots in private ownership.
The City-owned land is affected by a City Charter amendment that requires a City-wide
referendum to change the use. All of the vacant land discussed in this paragraph is fully
developable and zoned for development.
Given the limited amount of vacant land, and t he small size of t he individual parcels, Miami
Beach is not creating plans for these parcels specifically. These parcels are scattered
throughout the city, and will be addressed by staff on an individual basis when development
proposals are submitted for them, and will be subject to the existing development regulations
and policies at that time.
Demands of Growth: While there has been a small drop in the City's permanent population
during the last 15 years, the pace of development throughout the City has continued unabated,
with many new high rise buildings being constructed, especially in the South Pointe area.
Demands on services throughout the City have continued to rise due to a large number of
seasonal residents, an improved tourist economy, the popularity of the nightlife/entertainment
district and the impacts of through traffic on the constrained roadways of the City. Due to these
3
impacts, it has proven difficult to maintain the traffic Level of Service within the City. The
concurrency system has been utilized, and tweaked by the addition of Transportation
Concurrency Management Areas (TCMA), but the current traffic concurrency system is not
controlling congestion, and alternatives must be developed to address these traffic congestion
problems.
There are ongoing programs to upgrade the service infrastructure within the City, and the
expenditure of Redevelopment Area (RDA) funds handled several large projects of upgrading
streets capes and other infrastructure costs in the South Pointe and City Center areas, where
most of the growth and development occurred. South Pointe and the Sunset Harbor
neighborhoods had some issues with the effects of some restaurants changing hours and uses
to become quasi-nightclubs, but those issues are not associated with population or economic
growth so much as with existing businesses modifying their uses to appeal to a broader
spectrum of customer, and doing so within districts that have become overwhelmingly
residential in the last decade.
South Beach has become the premiere entertainment destination in South Florida, and this has
brought both positive and negative effects. Obviously thEl>economic effect is a benefit, with
increased funds spreading throughout the South Beach ~r~a and into City coffers. The negative
effects include increased traffic congestion, as well a~::poli<:;jng and sanitation issues near the
entertainment establishments. . ...
There have been requests for re-alignment of service provision throughout the city
over the last decade. For example, with thecpmpl f several high rise residential towers in
the South Pointe area, the new residents arre y enhanced trash and policing services
around some 0 f the newly created la!Elnigh cin~f::~nd entertainment establishments. Other
portions of the City also have had cplalnts.c:: residents regarding the provision of services.
This has necessitated a re-alig . servi.ce provision to ensure these concerns are
addressed.
rent zonin 's not supported by the existing traffic infrastructure.
ructure, and so alternatives must be found to handle this
The build-out of the city a
There is no room to expand
potential problem.
Location of Development: Staff's understanding of the intent of this section is a discussion
focusing mainly on whether development occurred in areas where it was not anticipated, which
may have caused problems in service delivery or infrastructure construction before the City was
ready or willing to provide those services to that area. This does not apply to Miami Beach due
to the fact that the city is a wholly urban environment. The City's redevelopment efforts during
the early and mid-90s were focused mainly in the South Beach area, but since 1998 this has
been shifting more and more along the Collins Avenue corridor and into the North Beach area.
While many sites within the City have been redeveloped, there has been no greenfield
development within the City since the 1994 EAR, and there are no greenfield sites left within our
borders, other than parks and recreation facilities. Therefore we concentrate our answer on
redevelopment activities, and whether or not that has occurred where expected, which is
covered in a later section on RDA development.
Land Use-School Siting Coordination: The City of Miami Beach has 4 public schools located
within its boundaries. There are 2 elementary, 1 middle and 1 senior high within the City, and
Miami Beach students are also served by another school just outside the City boundaries,
Treasure Island Elementary. Miami Beach High School is undergoing a 3-4 year renovation to
4
increase capacity and upgrade the facilities beginning in the summer of 2004. No new public
schools are planned within the City limits.
The City and the School District have signed a County-wide Schools Inter-Local agreement
which requires intensive cooperation and collaboration between the parties. This agreement
includes, but is not limited to, the following: regular meetings between the parties; use of County
population data by all parties for consistency; sharing of enrollment, development, growth and
other pertinent information; requiring notification to affected parties of upcoming presentations at
board or committee meetings; the local governments will invite the School Board to send a non-
voting representative to any land use hearings where proposals to increase density are
proposed; and encourage shared use of School Board, County and City facilities.
Table 3:Miami Beach School Information
04-05
Enrollment
512
1200
944
660
1005
1300
22
Notes
Capacity data from 2003 School Board facilities report.
school officials at each school.
U~[ently beginning renovation to
increase ca acit to 2823.
and notes from Dec 2004 conversations with
Water Supply Plan: The City of Miami ,13
Sewer Department (WAS D) and do~.~h6t"
work plan since we have no such
an extent that large increases .
with WASD to ensure that t
time horizon of the water
ses its water from the County Water and
implement a long range water supply facilities
ity population is not expected to rise to such
demand will occur. The City does coordinate
h capacity to supply our needs through the 20-year
Previous Reduction in Densi iring Redevelopment Property Rights: In 1998-99, the
Miami Beach City Commission opted a FLUM amendment and applicable zoning map
amendments that downzoned almost 277 acres of the City, thereby reducing the allowable
density in those areas by 6464 housing units.
There are several alternatives for the redevelopment of non-conforming properties, should there
be a need for reconstruction due to the effects of a disaster. However, should the property
owner(s) voluntarily decide to demolish the existing structure and rebuild, the alternative to
rebuild to pre-existing conditions would not apply, and the property would have to conform to
existing regulations.
It should be noted that certain provisions of the City Charter would require City-wide referenda
to resolve non-conforming floor area situations.
Some alternatives are as follows:
- Rebuild to pre-disaster building size.
5
- Rebuild to existing FLUM standards. The justification would be for public safety, to reduce
overbuilding and densities in coastal high hazard area, which eases the congestion problems
during emergency evacuations. .
Evaluate Local Issues
Planning staff injtiated a series of inter-Departmental meetings in February 2004, followed by 5
public meetings throughout the City of Miami Beach in March and April, all with the intent of
gaining input on what the most important issues facing Miami Beach, from a Comprehensive
Planning perspective. This input was then presented to the City Manager and his staff, and
then to the Planning Board and City Commission in a joint session in May. As a result of this
process, 5 Major Issues were selected: Traffic Congestion; Housing; Pedestrian and Bicycle
Issues; Over-Development and Incompatible Uses. These issues will be evaluated to explain
why they were chosen as the most important issues facing Miami Beach.
Traffic Congestion
arterials, are congested an
Issue defined: Roads within the City, especially the.
increasing number of hours every day.
Traffic congestion is an increasingly common in Miami Beach, as it is across the
county, and indeed the country. While th~ ns nd intensities of new construction are
increasing over the existing land uses in s J Miami Beach, this is only one of the
causes for this congestion. The prim ca e popularity of the retail/entertainment
destinations in South Beach, and. ollins/Harding Avenues and Alton Road as
throughways for traffic coming fro nds north of Miami Beach going to downtown
Miami and points south. Ther sons for this, including congestion on 1-95, but
also the limited number of ~.~ ction points between the barrier islands and the 1-95
corridor plays a part. Therej~.little t can do to limit those types of trips, other than to urge
the improvement of connection to 1-95 corridor from the more northern barrier islands, so
that the traffic flows to that hig city corridor instead of through Miami Beach. This issue
has been mentioned at several pl.l lic meetings to representatives of the Metropolitan Planning
Organization (MPO) with the intent of getting a traffic study done, and a formal proposal has
been initiated by the city Public Works Department for a Coastal Communities Transportation
Master Plan. The City can also explore ways to inhibit the use of the Collins/Harding corridor as
a throughway, such as returning them to two-way traffic, or changing paving surfaces to make
fast driving uncomfortable. Attempting to reduce congestion by widening roads or creating new
ones are not feasible, as there is simply no room to do so in this historic, built-out community.
Mass transit currently serves Miami Beach in the form of County buses and City Electrowave
shuttles, and possibly in the future a streetcar system, but there is no certainty on its
implementation as it is currently listed on Tier 2 of the MPO priority list. Public support for this
streetcar system is evident form a City-wide referendum held in November 2004. Improved
mass transit would certainly ease some of the congestion in the City, but only insofar as the
transit system as a whole serves the needs of those commuting to and from Miami Beach in an
efficient and timely manner. Currently, headways and bus maintenance are seen as problems
by some residents that inhibit their ability to effectively utilize the transit system in place. A
program is being discussed with Miami-Dade Transit Agency (MDTA) to replace the
Electrowave shuttles with small diesel buses, and have MDTA run them in conjunction with their
6
whole bus system. Although specifically required by this Element, no transit rights of way have
been purchased or protected.
Expanding alternative modes of transportation is another possible way to reduce automobile
congestion. A citywide plan for a network of bicycle paths was completed some years ago, but
has not been implemented yet. Various trails and paths are in place, but are not connected into
a coherent whole that would allow anything other than recreational use. These alternative
methods will primarily benefit roads in the denser areas of the City, but are likely to have less
effect on the single-family areas where congestion is also a problem.
The current focus on providing amenities and incentives for people to u se cars must be re-
evaluated in light of the increasing congestion that is clogging the City streets. The only way to
reduce congestion within the City is to make it easier to use some alternative method of
transportation to enter or exit the congested area.
Possible options to explore: Shift focus from automobile to mass transit and bicycle/scooter
amenities such as more parking/locking facilities for these small vehicles and fewer for visitors'
cars; make dedicated bicycle lanes on non-arterial streets, nd implement a program to create
an unbroken network; limit development until there is a r concurrency method; coordinate
with adjoining communities to reduce through traffiq4~f, their jurisdictions; utilize different
parking options on wide streets to increase the num,Qer of spa~rs, which could offset the loss of
spaces to bike lanes/wider sidewalks; decrease t) ays on bli~ routes to improve service and
upgrade buses to those better suited to the dens Ii areas; create incentives for the use of
the 71 st/79th Street causeway to the mainla tho other jurisdictions are exploring options
which would make this suggestion less viabl
Public comments received on this is
Efficiency/effectiveness of Mass Trawas questioned.
What are the trip generatio ,(ojects(commercial [large & small], entertainment uses
and residential projects).'/?'
Circulation limitations due to .o,ke ts in the existing street network.
Impact of providing viable altern (pedestrian, bike, transit).
Ability to re-schedule construction ay from peak hours.
Ability to affect drawbridge openings during peak hours.
Housing
Issue defined: Housing in Miami Beach is too expensive for residents who earn middle class
incomes and below.
Service workers and white collar employees, are increasingly being priced out of the housing
market. While Miami Beach assists some 5,000 households with their housing financial needs,
there is a growing shortage of workforce housing for people of moderate and even middle
income.
The rejuvenation of the entertainment industry has raised land prices. Building high rise condos
for the very wealthy has taken land that could have been used for more-moderately priced mid-
rise and low-rise buildings more in character with the surrounding neighborhoods. However,
costs incurred by developers for land, insurance and construction often make it unprofitable to
create even moderate income housing here.
7
The City contains approximately 62,750 residential units in 7.1 s quare miles, for a n average
density of 8838 units per square mile. There is a noticeable lack of new housing being
constructed for moderate and low income residents of Miami Beach. There have been about
3000 residential units, mainly condominium, built in the last 4 years, but because of the
influence of market forces, almost all of these units are planned for high income or very high
income residents, and many are being purchased by foreign investors as a second or third
home. Workforce housing is in short supply and not much is being constructed.
The Miami Beach Housing Authority, a non-profit organization, and the Housing Department for
the City combine to offer assistance to approximately 5,000 residential units within the City,
about 8.5% of the housing stock.
Possible options to explore: Create regulations that require different sizes of housing units and
spaces for different levels of income in the same development; require mixed uses on ground
floor of buildings over a certain height, to ensure life on the street during the day and evening;
create incentives to re-configure existing buildings to create some larger units that would more
easily support families.
Public comments received on this issue are summarize,
;1:)'/
There is a lack of new/renovated housing that is ~;~<5+dab'e for die-income residents
Should a mix of housing types/sizes be required in: evelopment?
Should there be incentives for middle incomlil ousi
Assisted housing is perceived as too concen
Is maintenance of assisted housing su . . nt
Are design guidelines the answer tQ?
subsequent creation of very large
Pedestrian/Bicycle Issue
Beach.
ith demolition of single family homes and the
J are out of scale with their surroundings?
Issue defined: There are ins
throughout the City in a safe
facilities for pedestrians and bicyclists to navigate
There are many fragments of pleasant bicycle/pedestrian paths spread throughout the City, but
as of yet there is no existing system that connects them all into a coherent system. Sidewalks
are too narrow for the most part, and also obstructed by poles, signs, newspaper boxes, poorly
tended overhanging landscaping and sometimes by street trees.
A proposed citywide map for a network of bicycle paths (Bicycle/Pedestrian Corridors Master
Plan) was completed in 2000, and authority to begin implementing portions of it was authorized
by the City Commission. The Public Works Department maintains the Master Plan, and
conducts studies on various segments and corridors prior to moving forward with locating and
constructing them. The Master Plan is included as Appendix C.
Possible options to explore: Move forward more quickly with implementation of the Master Plan;
shift focus from automobile to mass transit and bicycle/scooter amenities such as more
parking/locking facilities for these small vehicles; widen sidewalks on main streets; make
dedicated bicycle lanes on non-arterial streets, especially the east-west streets, to connect the
8
many trail/path fragments together in a coherent manner; more shade trees need to be planted
along city streets, especially around bus stops and intersections where people wait.
Public comments received on this issue are summarized below:
Lack of networks of bike trails.
Need more shaded and protected sidewalks, paths, lanes
Need to address links to neighboring communities.
Prioritizing pedestrian over automobile - widen sidewalks, move impediments such as signs,
poles, etc
Need to address greenways. Location, funding, etc.
Over-Development
Issue defined: New development, both residential and commercial, has increased the traffic and
demand for services in parts of the City.
Increased densities mean more residents attempting t use the available services, such as
streets, parking and open space. Increased intensitie more shoppers/patrons attempting
to use the available services such as streets ang"parking. oth of these increases lead to
worse traffic congestion. Some services, such as'" can provided by building vertically,
but at a vastly increased cost. On a barrier isla iami Beach, there is no room to widen
roads or sidewalks, or to create a park in a nfi for the residents.
hat were only in the planning stages
express disapproval of them. The perception
cause of the traffic congestion and service
s to limit growth and density. Construction of
g shadows extending across the city during sunrise
ches, which are one of the main tourist attractions.
r 1500 hotel rooms in Miami Beach since 1998, to a total
tourists and visitors to come to the City and utilize our
The actual construction of several h'
between 1989 and 1994 has caused
is prevalent that these new towe ","
delivery issues, and that has s
these higher buildings does""
and sunset hours, especial~ over
There has also been an incre f
of 18,369 in 2004. This allo
services.
The City is implementing a new program of Growth Management, which may initiate a system of
annual permits for large developments (50,000+ square feet) to ensure that development
proceeds at a pace the City can manage, and that the development that occurs is a benefit to
the residents of the City as a whole, and not a detriment. This system could supplement or
replace the current concurrency standards if found to be effective in achieving the concurrency
goals. This new program was submitted to a City-wide referendum, and passed, so support
from the citizens is evident.
Possible options to explore: The downzoning of the mid-90's has limited the number of high-
and mid-rise buildings that can be built in the future; switching from FAR-based development to
a combined FAR and units-per-acre system may limit future high rise development; study the
feasibility of downzoning other areas of the City.
Public comments received on this issue are summarized below:
Effectiveness of 1997-98 downzoning in managing growth (are heights/densities still too high?)
9
Concurrency problems-traffic, stormwater, sewer
Address issue of lot aggregation allowing buildings that are out of scale with the neighborhood.
Incompatible Uses
Issue defined: Due to the dense urban nature of Miami Beach, there are some commercial
uses, especially late night entertainment uses, that are located too close to residential uses, and
these uses negatively impact on the quality of life of residents.
Residents have been complaining about too much noise too late at night, especially during the
work week, from nearby restaurants, bars and clubs staying open well after midnight. Also, the
collateral effects of the entertainment industry such as trash, public drunkenness, and loud
crowds filtering into the residential neighborhoods have been identified as a problem. This is
true in several parts of the City, but especially so in the South Pointe area of the City where new
high rise residential towers continue to be built, low rise buildings are being renovated, and
restaurants are trying to change into night clubs later in the evening to keep the clientele they
attracted for dinner.
Another impact is the encroachment of residential u~~~;lhtp non-residential areas where the
likelihood of conflict is magnified with respect to ip.\!:ompatibl~. uses. Applications to re-zone
industrial land, as well a the changing character ~t;the c.9l'nmercii;l1 uses within the light industrial
districts, are evidence of this phenomenon. Thel'~.g!-!ction in available Industrial land is not a
desirable prospect for the City. Miami BeaC;~.4c;annot~f<pand into vacant land for less desirable
uses, and so must maintain the small amourl h4 fHa! land currently within the City.
key entertainment as an accessory to their
bs after 10 pm or midnight, with dancing and
In close proximity to residential units, and have
ertainment establishment approval procedures.
Some restaurants which traditionall
culinary use have begun transfor
music. Several of these restau
too low of a capacity to trigg
The City is currently studyi ..',s initiatives to mitigate the effects of these incompatible
uses. These initiatives are: limit.i ntertainment uses in certain areas of the City; creating
entertainment districts within w most such uses would be located; limiting the size of
accessory uses depending on the size of the main permitted use; and creating a more useful
definition of entertainment.
Possible options to explore: Changing the list of allowed uses within certain residential and
mixed-use districts to disallow uses which are incompatible with nearby residential units;
ensure that surrounding development, both existing and potential, is taken into account when
reviewing new project proposals; limit outdoor entertainment uses to areas that do not have
residential units nearby; changing the entertainment and neighborhood impact establishment
regulations to encompass all such establishments, or lower the current threshold from 200 or
300 patrons to a number that will capture more of these places and regulate them more easily.
Public comments received on this issue are summarized below:
Address accessory uses usurping primary roles in commercial establishments.
Address noise-clubs, club-goers, street partiers, etc.
Allowed disruptive uses in inappropriate areas in the past.
Should CMB encourage/discourage certain locations?
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Element Successes & Shortcomings
A shortcoming of the Comprehensive Plan as a whole, in every Element to one degree or
another, is the lack of text specifically assigning responsibility to complete tasks and implement
programs. Also, there is a wide array of duplicate policies and objectives throughout the Plan.
There are housing policies in the FLUE, and HP policies in Housing and the FLUE, etc. There
is no need to repeat the exact same wording in 2 or 3 different Elements.
FLUE:
This Element has been successful in guiding the Future Land Use decisions of the Planning
staff over the past 10 years. A City-wide downzoning process was completed and adopted in
1999, resulting in the reduction of 6464 potential residential units, and approximately 13,000
potential residents, from the City's future development.
Traffic Circulation:
Success: The introduction of three Transportation Concurrency Management Areas (TCMAs) in
2000 led to the development of the Municipal Mobility Plan (MMP), which listed about four
dozen projects which would enhance the traffic system with' the City. Over 75% of those
projects have been completed, and more are underway.
Shortcoming was lack of preparation for the increase i that results in LOS 0 not being
maintained during rush hour at certain intersections d along"t;;ertain thoroughfares.
Mass Transit:
Success in that buses generally run at a mu I than the 60 minute headways called
for in this element. Also that a local circulat J called the Electrowave shuttle was
started and continues running to this d~ywith ric buses running a circular route
around South Beach. However, th . 'ctt.owa .. only moderately successful, its
shortcomings including maintenan~?~ring its early years, low ridership, and
operating hours that end too e , ro~iNhich contribute to a perception that it is not
worth the expense.
Ports, Aviation:
This Element was successful ntaining the operation of the cargo terminal during the
period 2002-04 when a proposal s submitted to change the use of the cargo terminal into a
residential tower with an accompanying marina. Partly due to Policy 1.2's language, and the
surrounding land uses, that application was denied, preventing the encroachment of
incompatible residential land uses onto Terminal Island.
Housing:
The City is one of the top producers of affordable housing among municipalities in Miami Dade
County, providing assistance to residents in almost 8% of the city's stock of housing.
Relocation program for residents living in unsafe buildings has also been implemented
successfully.
Shortcoming is that there are no incentives or requirements for the provision of new or
redeveloped housing affordable to moderate and lower income groups.
Infrastructure:
Repair and replacement of the infrastructure called for in the plan is progressing well, The
General Obligation bond projects are being completed throughout the city.
However, no real requirements are written here, no plans to ensure that a service line of a
certain size is in place by a particular year to handle the projected population at that time in a
17
certain neighborhood. Having the Plan state that deficiencies will be made up without
specifying the deficiencies or the remedies is too vague. The Public Works Department has
conducted studies based on the projects that are currently in the development process, and is
now in the planning stage of upgrading the sewer, water and stormwater systems to ensure
capacity is available for these developments. The Comp Plan should be amended with more
specific language.
Conservation/Coastal Zone: ..
Successful public improvements, such as the "Beachwalk" project and redevelopment of the
"Street-Ends" that reach the Atlantic Ocean. Also, the City has been able to restrict and control
those activities which would damage or destroy coastal resources by prohibiting them from
sensitive areas.
A shortcoming is the lack of any language addressing the private commercial uses which
sometimes dominate stretches of the beach for days at a time, disrupting normal public use of
that space, and sometimes even damaging the beach itself by the preparation or teardown of
the structures or storage spaces needed for the events.
Recreation & Open Space:""
Some of the pedestrian/bike trails are being constructed~~crplanned, though the city is not
being addressed as a whole in connecting these dispar~te1 .. ns into a coherent network, at
least at the implementation level.
Intergovernmental Coordination:
Miami Beach has an active program to ensur
city residents is available and distributed, as
informatjon about County programs that benefit
in..l;)olicy 1.1.
Capital Improvements:
This element has been successfull!!.~ g,.,,QR! .dCity of Miami Beach toward ensuring that all
development and locations are!i!'lrve~<!:>y p\lblic'facilities at established levels of service. Since
the adoption of this eleme~~i:tti&!:~ity1~~!s made great strides in revamping its 5-Year Capital
Improvement Plan and anlil9.a1 Capr BUdgeting process. It has adopted and implemented a
Concurrency Management Program a TCMA. The City has authorized the issuance of $92
million of General Obligation Bo~g 54 million of Water and Sewer Bonds and $52 million of
Stormwater Revenue Bonds, whitWare helping to leverage additional funding from county, state
and federal sources, as well as private investment.
A shortcoming of the Element is the overlap and duplication of policies and objectives within it.
The Element should be re-organized to more efficiently state its objectives.
Historic Preservation:
Successfully increasing the amount of historic designations between 1989 and 2004 (adding
nine historic sites, two historic structures, seven historic districts, and the expansion of three
historic districts) has enhanced the cultural and historic environment of Miami Beach. In 1994,
the City adopted the Lincoln Road Master Redevelopment Plan and created the Lincoln Road
Task Force. To date, the master redevelopment plan has been successfully implemented for
the area of Lincoln Road between Washington Avenue and Alton Road (completed in 1996).
Some shortcomings are: the lack of incentives to encourage retention, preservation, and
rehabilitation of historic properties;; and to encourage the retention, maintenance, and
restoration of all historically significant City-owned properties; a lack of regulation to prevent
"demolition by neglect"; and a failure to address the disconnect between the cities historic
preservation efforts and the Federal Flood Plain building floor requirements.
18
Development within Redevelopment Areas (RDAs)
Miami Beach has two Redevelopment Areas within its boundaries, the South Pointe RDA and
the City Center RDA. The South Pointe RDA was pre-existing at the time the 1989 plan was
written, and the City Center RDA was started in 1993.
The FLUE called for the focus in the South Pointe area to be on residential development,
especially townhouse and mixed residential and commercial uses. This has occurred, through
the construction of several townhouse projects as well as townhouses as part of the high-rise
residential tower projects. There have been small and large apartment projects, and
commercial development mixed in on the ground floor of residential buildings, as well as stand
alone commercial buildings. This RDA will expire on September 30, 2005, having completed its
task of rejuvenating the South Pointe area.
List of South Pointe projects completed:
Miami Beach Marina
South Pointe Park
Courts/Cosmopolitan Project (Land assemblage)
Phase I Streetscape improvements
5th Street corridor improvements
Portofino/SSD I
Washington Ave extension
that enhance the cultural and
tel, the Loews, was completed within this
, a new regional library , and a planned project
new park where today there are surface
within this RDA as well, and many buildings
ilitated by private developers.
In the City Center RDA, the focus is more on
commercial aspects of the city. A larg~ n
district, as well as a home for the Mi ..,
to expand the New World Sympho
parking lots. There are residen .
within them are being purch
List of City Center projects c
Loews Miami Beach Hotel
RDP Royal Palm Crowne Plazael
Anchor Shops and Parking Garage
Renovation of Lincoln Road
Land assemblage for Miami City Ballet and Regional Library
Renovation and expansion of Bass Museum
Colony Theater project (underway)
Beachwalk project (underway)
19
Compatibility with CH 163 F.S. and Section 9J-5, FAC.
There are several areas in the Miami Beach Comprehensive Plan which need amendments
based on the changes that have taken place in Chapter 163 Florida Statutes (F.S.) and in
section 9J-5 Florida Administrative Code (FA C.) These amendments will be accomplished
during the 18 month EAR-based amendment round in 2005-06.
Chanqes related to both Ch. 163 and section 9J-5
The most obvious is the amalgamation of the Traffic, Mass Transit and Ports Elements into a
combined Transportation Element. (Item #38 in DCA list of changes)
Other amendments required are:
Ensuring that all Objectives are measurable.(#2)
Infrastructure Element needs to have policy stating that public facilities and services
need to be provided concurrent with impacts of development. Concurrency section from
FLUE needs to be shortened to become a guide, moved to the Infrastructure Element,
and the details can be moved to the Zoning Code. (#4)
Adding provisions for very-low-income resident~. t~.~ Housing Element, as well as
provisions to avoid concentration of assistedt;l'ousing inylimited areas. Also add
provisions for streamlining permitting pro<;;~$$ ang identify\interlocal agreements for
affordable housing. (#35) ..'
participation provision, and add
Amending Capital Improvement Elelll
standards for managing debt. #.8
Amend Inter-Governmental'G 0 !i...... lement (ICE) to take into account plans of
agencies with no land p!i:l,nn' rs;1:and coordination with the County Water and
Sewer Department ASO) ; South Florida Water Management District (SFWMD)
plans, and a meth r det in ng if projects will impact state or regional facilities ie.
parks, roads, etc co renc .,~ Also, process to modify Developments of Regional
Impacts without removi opment rights. (#36, #68, #111, #113 & #115)
Currently Miami Beach has a combined Conservation/Coastal Management
Element(CON/CME). Given the increased emphasis on Hazard Mitigation and pre-
Disaster planning, we may need to create a separate Coastal Management Element to
encompass those areas. Also in the Con/CM Element, revise to include maintenance of
ports, and amend to coordinate with SFWMD water supply plan. (#39, #65 & #114)
Amend LDRs to allow participation by school boards and colleges. (#61 & #110)
Specific section 9J-5 Chanqes
Transportation Concurrency Management Areas need to be added to the Future Land
Use Map, and a comment indicating the whole City lies within the coastal high hazard
area. (#8 & #41)
Housing Element to streamline permitting process. (#46)
Add policies to include school concurrency, in concurrency area, and in ICE. (#74 & #84)
20
Compatibility with State and Regional Comprehensive Plans
The State Comprehensive Plan has not changed since the 1994 EAR in any way that would
require any changes to the Miami Beach Comprehensive Plan.
There are several areas in the Miami Beach Comprehensive Plan which need amendments
based on the changes that have taken place in the South Florida Regional Planning
Commissions (SFRPC) Strategic Regional Policy Plan (SRPP.) These amendments will be
accomplished during the 18 month EAR-based amendment round in 2005-06.
The new SRPP for South Florida was adopted in September 2004, and the most recent version
is being used to ensure the City Comprehensive Plan is up to date.
Following are the areas in which issues must be addressed.
Obj. 1: Education and Workforce Development, Policy 1.5 Adequate housing for workforce.
Obj. 4: Infrastructure, Policy 4.9 Procedures and schedule~Jor expenditure of assessed impact
fees.
Policy 6.14, Prograrp.;t6con.
development of hoLl for
whose income is moderate
Obj. 5: Schools, Policy 5.3 Discourage developme
overcrowding.
Obj. 6: Housing, Policy 6.1 Address needs
and below that is in need of housing.
Policy 6.9, Offer incentives t
work.
ho assist employees buying homes close to
pproval for high revenue, high employee uses upon
erate income and below residents.
Obj. 7: Water Conservation, Policy 7.14 Adopt xeriscape/Florida-friendly landscape guidelines.
Policy 7.14 Adopt water rate structure to create incentive to use less water.
Obj. 9: Energy, Policy 9.3 Increase use of alternative-fuel and hybrid vehicles.
Obj. 18: Emergency Planning, Policy 18.11 and 18.12 Ensure mitigation measures in place for
small businesses and the City as a whole.
Obj. 19: Coastal High Hazard areas, Policy 19.7 Require development to mitigate hazard
impacts and promote public safety and welfare.
Obj. 20: Connecting People & Places, Policy 20.14 Coordinate with other government agencies
and the public to develop waterborne transportation systems.
21
Appendices
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Appendix B - Lexicon
For purposes of simplification and clarity, the following terms are explained for use throughout
this document.
BayLink - Proposed light rail/trolley system to connect South Beach to downtown Miami and
regional rail transit systems.
BR - Bedroom
CIE - Capital Improvement Element
Comp Plan - Comprehensive Plan
CON - Conservation
CON/CME - Conservation/ Coastal Management Element
CMB - City of Miami Beach
DCA - Department of Community Affairs
DRI - Development of Regional Impact
EAR - Evaluation and Appraisal Report
FAC. - Florida Administrative Code
FAR - Floor Area Ratio
FEMA - Federal Emergency Management Agency
FLUC - Future Land Use Category
FLUE - Future Land Use Element
FLUM - Future Land Use Map
F.S. - Florida Statutes
ICE - Inter-Governmental Coordination Element
LDC - Land Development Code
LDR - Land Development Regulations
LOS - Level of Service
Mid-Beach - Roughly the middle third of Miami Beach, from 25th Street north to 63rd Street.
Almost wholly residential, with single family districts to the west of Indian Creek, and
B-1
condominium towers and hotels to the east along the Atlantic Ocean. One strong commercial
corridor along 4151 Street.
North Beach- Roughly the northern third of Miami Beach, from 63rd Street north to the City
border at 8th Street. Mainly residential, with a strong commercial corridor along 7151 Street,
and another strong commercial corridor along Collins Avenue south of 75th Street. North Miami
Beach is a separate municipality that is not adjacent to Miami Beach, so the use of that term
must be carefully controlled when speaking of the City of Miami Beach.
RDA - Redevelopment Area
ROSE - Recreation and Open Space Element
SFRPC - South Florida Regional Planning Council
SFWMD - South Florida Water Management District
South Beach - The bottom third of Miami Beach, south of 25th Street. Mainly dense multi-family
in the center, with some single family neighborhoods as well. The entertainment heart of South
Florida, as well as a strong commercial component surrounding the multi-family center. Hotels
occupy most of the eastern coast, while condominiums are the predominant use on the
southern and western shores. The Lincoln Road pedestrian mall connects the strong
commercial corridors of Alton Road on the west side, and Collins Avenue/Washington Avenue
corridor on the east, while 5th Street does the same in the south, where the MacArthur
Causeway connects to the city.
South Pointe - The portion of South Beach which is located south of 5th Street.
SRPP - Strategic Regional Policy Plan. Regional plan created by SFRPC.
Sunset Harbor Neighborhood - The northwest corner of South Beach, north of Dade Boulevard
and west of Alton Road.
TCEA - Transportation Concurrency Exception Area
TCMA - Transportation Concurrency Management Area
WASD - Miami-Dade County Water and Sewer Department
B-2
Appendix C
MIAMI BEACH
BICYCLE/PEDESTRIAN
CORRIDORS
MASTER PLAN
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