Study to evaluate bicycle and pedestrian connectivity along the A1A/US 1 Corridor between SE 17th St. and Dania Beach Blvd., through the Fort Lauderdale/Hollywood International Airport and Port Everglades, an area notorious for being hazardous to bicycle travel.
How to design healthy team dynamics to deliver successful digital projects.pptx
A1A Greenways Ideas and Opportunities Study Part 2
1. 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
2. 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 Griffin 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 Wayfinding
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 Griffin 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 21Primary Route - Dania Beach Boulevard and John U. Lloyd State Park
T
4. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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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 specific
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
5. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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Florida Department of Transportation,
District 4
Jeff Weidner, Office of Modal Development
John-Mark Palacios, Office of Modal Development
Birgit Olkuch, Office of Modal Development
City of Dania Beach
Robert Daniels, Community Development
Jeremy Earle, Community Redevelopment Agency
Kristin Dion, Community Development
City of Hollywood
Jorge Camejo, Community Redevelopment Agency
Broward County
Natacha Yacinthe, Port Everglades Department
City of Fort Lauderdale
Commissioner
Bruce Roberts
Staff
Albert Carbon, Engineering
Peter Partington, Engineering
Wayne Jessup, Planning and Zoning
Ella Parker, Planning and Zoning
Adrienne Ehle, Planning and Zoning
Kevin Walford, Planning and Zoning
Broward County Bicycle and Pedestrian
Advisory Committee
Michael D. Kroll
Joseph T. Caliri
Hugh B. Bailey
Lawrence G. Stuart
Steve Lim
Hartwig H. Hochmair
Howard Kaplan
David Marshall
Bill Goetz
Ted Vitale
Mark 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 Office of Modal Development. It also involved discussions with key
stakeholders in the Fort Lauderdale beach communities.
6. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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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 traffic. 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 traffic 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 traffic 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 traffic, and fulfilling a vital transportation and recreation need for the region.
The next sections describe the different corridor ‘districts,’ or ‘place’ areas defined by cross-section characteristics and land use context.
These form the basis of selecting candidate segment areas as defined in Section 3 of this study.
1.3 Corridor District Introduction
A1A Corridor
7. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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1.4.1 Water Taxi Connection
The 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 Area
This district encompasses the area from the Intracoastal bridge
along SE 17th Street, a heavily trafficked 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 Gateway
Airport 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 traffic for the
airport and Port Everglades.
1.4.4 Airport, Port Everglades,
Griffin Road East Extension
Squeezed 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,Griffin Road East Extension
8. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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1.4 Corridor Districts continued
1.4.5 Dania Beach Core
The 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 first 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 traffic 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 Park
Dania 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
9. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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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 traffic 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
DaniaBeach
Dania Beach
Hollywood
Hollywood
Dania Beach
Broward County
BrowardCounty
DaniaBeach
Hollywood
Hollywood
Fort Lauderdale
DaniaBeach
Hollywood
SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
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SW 34th St
SW 28th St
SW 17th St
W
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NE 1st St
NW 1st St
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Fort Lauderdale
Broward County
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SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
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SW 28th St
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NE 1st St
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D a n i a C u t o f f C a n a l
Fort Lauderdale-Hollywood
International Airport
P o r t E v e r g l a d e s
Snyder Park
Davis
Park
Ft Lauderdale
Memorial Park
IntracoastalWaterway
Approximate Outline
Future Airport Runway Extension
10. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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DaniaBeach
Dania Beach
Hollywood
Hollywood
Dania Beach
Broward County
BrowardCounty
DaniaBeach
Hollywood
Hollywood
Fort Lauderdale
DaniaBeach
Hollywood
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SE 18th St
SE 20th St
SR 84 -
SW 24th St
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SW 34th St
SW 28th St
SW 17th St
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SE 17th St /A1A
SE 18th St
SE 20th St
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SW 24th St
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SW 34th St
SW 28th St
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NE2ndAve
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each
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Fort Lauderdale
ch
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SW 28th St
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D a n i a C u t o f f C a n a l
Fort Lauderdale-Hollywood
International Airport
P o r t E v e r g l a d e s
Snyder Park
Davis
Park
Ft Lauderdale
Memorial Park
IntracoastalWaterway
Approximate Outline
Future Airport Runway Extension
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 fifteen separate
greenway segments. This is somewhat
different from the organization of the first
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
16
17
18
19
20
21
12. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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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 specific to context, this section is
intended to provide more information on the strengths and caveats
of each of these tools, with information reflecting 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 Terms
Throughout this study, these five terms are used frequently;
sometimes in a general sense and sometimes to refer to specific
items or features. Many other site-specific design features are
identified 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.
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Striping bicycle lanes on roadways defines 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 confident 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 traffic, 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 specific 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 five-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 traffic. In this case, it may be logical to
have a second contra-flow bicycle lane that allows for an
exceptional case of two-way bicycle traffic, 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 traffic in the opposite
direction cannot accommodate an on-street bicycle lane. Never
should a single bicycle lane allow for bi-directional traffic.
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 traffic, 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.
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2.1 On-Street Bicycle Lanes continued
Color Surface Treatment on Bicycle Lanes
Bicycle 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 specific 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
fire 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, British
Columbia
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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 efficient. 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.).
Traffic 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 traffic calming are numerous, but some examples
include raised crosswalks, road narrowing, speed bumps, lower
posted speeds, and half or full closures. While traffic calming helps
create a generally safer bike environment, such methods are not
intended to create facilities specifically 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 traffic on neighborhood
streets.
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Exclusive right-of-way for all forms of non-motorized travel defines
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 find
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 fixed obstruction on the side of the path. Other design
considerations can be specified relative to design speed, turn
capacity, and vertical grade and are found in the AASHTO manual.
Separating pedestrians and bicyclists is a safe and efficient
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
traffic helps pedestrians and cyclists be more aware
of other users.
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Bicycle and vehicle travel lane interactions are most complicated at
intersections. The AASHTO guidelines are specific 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 traffic 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 conflicts 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 traffic volumes, truck traffic,
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 specifications 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
areapproachingorproceedingthroughanintersection.
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.
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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
19. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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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 sufficient distance from
intersections such that traffic 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 conflict 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 traffic
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 traffic.
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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 insufficient parking facilities, especially in
urban areas, cyclists tend to find 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 fitting for major destination points or where
the rack would be amid an aesthetic viewshed.
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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 difficult 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 flexible
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 fit into one on-street space.
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All traffic signs and pavement markings are regulated by the
Manual on Uniform Traffic 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 + Wayfinding
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
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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 significance is identified, 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 identified 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 fit best in a location and to guide
discussions in developing consensus on what will ultimately be selected.
2.8 Types of Site Furnishings
Bike
Racks
See section 2.7
Bike Lockers
See 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
significance may use custom-
designed storage to fit the
sense of place
High capacity: many different
design options available
Bike cages
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2.8 Types of Site Furnishings continued
Street Lights
Trash
Receptacles
Beach
Showers
Signage
See 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
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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 traffic 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
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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-
specific 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 modifications, bicycle parking and storage, and potential easements for passage to and from A1A are
identified. The descriptions provide an assessment of constructibility challenges, but they do not provide detailed
construction engineering guidance. In further project definition 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
Identifies the
intersection or places
at the ends of each
segment
Places of
Significance /
Points of Interest
Identifies 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
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DaniaBeach
Dania Beach
Hollywood
Hollywood
Dania Beach
Broward County
BrowardCounty
DaniaBeach
Hollywood
Hollywood
Fort Lauderdale
DaniaBeach
Hollywood
SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
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SR 84 -SR 84 -SR 8SR 8484 -
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D a n i a C u t o f f C a n a l
Fort Lauderdale-Hollywood
International Airport
P o r t E v e r g l a d e s
Snyder Park
Davis
Park
Ft Lauderdale
Memorial Park
IntracoastalWaterway
Approximate Outline
Future Airport Runway Extension
Each of the greenway segments includes a Primary, Alternate and Optional Route as
described in Part 1.5. Segment endpoints are based on similarities in the ROW cross
sections along the Primary Route, similarities in adjacent land uses and the major
signalized intersections along the greenway corridor.
Map of A1A Greenway Segments
16
17
18
16
17
18
19
19
20
20
21
21
Water Taxi Connection
Primary Route
SE 17th Street Causeway Area
Primary Route Alternative Route Optional Route
US1 at South Miami Road Gateway
Primary Route Alternative Route Optional Route
Airport and Port Everglades
Primary Route Alternative Route Optional Route
Dania Beach Core
Primary Route Alternative Route Optional Route
Dania Beach Blvd. and
John U. Lloyd State Park
Primary Route Alternative Route Optional Route
29. State Road A1A | Greenway Ideas and Opportunities Study AECOM
26
Existing Context
The 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 fishing pier or other destinations south. This route bypasses the heavily
trafficked 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 significant 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 traffic 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 fitted 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 five minutes, a time that would be difficult to beat for even a professional
cyclist given the context of the land-based routes.
Principal Bicycle and Pedestrian Needs
• Bicycle racks fitted 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 Significance / 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 fishing, 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
30. State Road A1A | Greenway Ideas and Opportunities Study AECOM
27
Segment 16 Water Taxi Connection map
16 Water Taxi Connection
Primary Route
Segment 16 - Water Taxi Connection
Hollywood
Fort Lauderdale
SE 18th St
dvlBrewohnesiE
Drive
A1A
SE 18th St
dvlBrewohnesiE
Drive
A1A
r g l a d e s
SE 18th StSE 18th StSE 18th StSE 18SE 18t8tth StSt
Hollywood
Fort Lauderdale
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A1A
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31. State Road A1A | Greenway Ideas and Opportunities Study AECOM
28
Existing Context
The 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-traffic. 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
difficult, 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 conflicts or problems with potential cut-through traffic 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 Significance / 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 Route
SE 17th Street Causeway Area
SE 17th St view east
SE 10th Ave view north
South Miami Rd view north
32. State Road A1A | Greenway Ideas and Opportunities Study AECOM
29
Segment 17 - Primary Route
SE 17th Street Causeway Area map
17 SE 17th Street Causeway Area
Primary Route
Segment 17 - Primary Route
Hollywood
Fort Lauderdale
SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
SW4thAve
SW 17th St
W
Park Dr
evAdr3WS
SW2ndAve
evAht01ES
dvlBrewohnesiE
SMiamiRd.
SE 24th St
A1A
SAn
SW
US SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
SW4thAve
W
Park Dr
SW 17th St
evAdr3WS
SW2ndAve
evAht01ES
dvlBrewohnesiE
SMiamiRd.
SE 24th St
A1A
SAn
SW
US SE 17th St /A1A
eevAht01SSS
SSMiamiR
SE 17th St /A1ASE 17th St /A1ASE 17th SSE 17t7tth StSt /A/A1A1A
eeeevvvvvvvAAAvAAvvvAAvvhhhtttt000111EEESSSSSSSS
SMiaRd
SMMiamiamiaaaammmmmmiRiRRRdR
SMiMiaiamamimiRdRd.d.
Davis
Park
Lauderdale
morial Park
S 18t St
US
S 18th StSE 18th StS 18th SSE 18t8tth StSt
SUSUSUS
Hollywood
Fort Lauderdale
S 0t Stt
S 84 -
SW 24th St
SW4thAve
SW 17th St
W
P
rrkk Dr
evAdr3WSS
d2WWSS
AAeev
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SE 24th St
A1A
SAn
SW
U
SE 20th SSE 20th SStSE 20th SSSt tSE 20 SS 2 h Sh0t StS 200 SSSSE 200th SSt
SR 4 -SR 84 -R 8SR 8484 -
SW 24th StSW 24th StSW 24th SSWSW 24244th SSt
SW4thAveSW4thAveSAveSWSW4t4tthAvAveve
W
Park Dr
W
PaParkrkaarkr
Parark D
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WW
PaPararkrkk DrDr
SW 17th StSW 17th StSSWSW 17t7th SSt
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SSW2ndn2ndddnnW22W2WWSWSWSSSSSSWSW2n2ndndAAAAAAAveveveeeevevevvAvveveAAAvvAA
dddddvvvvvlBBBBrrreeeeewwwwwooooohhhnnneeeessssiEE
SE 24th StSE 24th StSE 24th SSE 2424t4tth StSt
A1AA1AA1AA11A
SSSAAnAnAn
SWSWSSWSW
UUUUDavisss
Park
Lauderdale
morial Park
33. State Road A1A | Greenway Ideas and Opportunities Study AECOM
30
Segment 17 - Primary Route
SE 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 traffic volumes. 20’ wide easements have
future potential for off-street bicycle lanes.
34. State Road A1A | Greenway Ideas and Opportunities Study AECOM
31
Segment 17 - Primary Route
SE 17th Street Causeway Area Cross Sections
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.
35. State Road A1A | Greenway Ideas and Opportunities Study AECOM
32
Segment 17 - Primary Route
SE 17th Street Causeway Area Cross Sections
Proposed Cross Section - Option 2 - SE10th Avenue
36. State Road A1A | Greenway Ideas and Opportunities Study AECOM
33
Segment 17 - Primary Route
SE 17th Street Causeway Area Cross Sections
Existing Cross Section - S. Miami Road
Proposed Cross Section - S. Miami Road - Sharrow symbols added and existing walk on east side widened
37. State Road A1A | Greenway Ideas and Opportunities Study AECOM
34
Existing Context
SE 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 finger canal to the north, so truck and trailer traffic is common, plus, the Post
Office and restaurants make this area a multi-faceted destination. However, in general the
road is sufficient 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 first 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 traffic
• 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 Significance / Points of Interest
• Restaurants, Retail Shops, Post Office 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
38. State Road A1A | Greenway Ideas and Opportunities Study AECOM
35
Segment 17 - Alternative Route (Northern Route)
SE 16th Street map
17 SE 16th Street
Alternative Route
Segment 17 - Alternative Route
Hollywood
Fort Lauderdale
SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
SW4thAve
SW 17th St
W
Park Dr
evAdr3WS
SW2ndAve
evAht01ES
dvlBrewohnesiE
SMiamiRd.
SE 24th St
A1A
SAn
SW
US SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
SW4thAve
W
Park Dr
SW 17th St
evAdr3WS
SW2ndAve
evAht01ES
dvlBrewohnesiE
SMiamiRd.
SE 24th St
A1A
SAn
SW
US
AnAnAn
W
Davis
Park
Lauderdale
morial Park
S 18t St
US
SE 18th SSE 18th StSE 18th SSE 18t8tth StSt
SUSUSUS
Hollywood
Fort Lauderdale
SE 17th St /A1A
S 0t Stt
S 84 -
SW 24th St
SW4thAve
SW 17th St
W
P
rrkk Dr
evAdr3WSS
d2WWSS
AAeev
eevAht01SSS
dvvBrewwoohnesE
SSMiamiR
SE 24th St
A1A
SAn
SW
U SE 17th St /A1ASE 17th St /A1ASE 17th SSE 17t7tth StSt /A/A1A1A
SE 20th SSE 20th SStSE 20th SSSt tSE 20 SS 2 h Sh0t StS 200 SSSSE 200th SSt
SR 4 -SR 84 -R 8SR 8484 -
SW 24th StSW 24th StSW 24th SSWSW 24244th SSt
SW4thAveSW4thAveSAveSWSW4t4tthAvAveve
W
Park Dr
W
PaParkrkaarkr
Parark D
a k DrD
WW
PaPararkrkk DrDr
SW 17th StSW 17th StSSWSW 17t7th SSt
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SSW2ndn2ndddnnW22W2WWSWSWSSSSSSWSW2n2ndndAAAAAAAveveveeeevevevvAvveveAAAvvAA
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SMiaRd
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SE 24th StSE 24th StSE 24th SSE 2424t4tth StSt
A1AA1AA1AA11A
SSSAAnAnAn
SWSWSSWSW
UUUUDavisss
Park
Lauderdale
morial Park
39. State Road A1A | Greenway Ideas and Opportunities Study AECOM
36
Existing Context
Through 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
modifications to existing parking lots and connecting service roads currently separated by
a fence, but this route allows bicyclists to quickly and completely bypass the traffic
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 Significance / 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
40. State Road A1A | Greenway Ideas and Opportunities Study AECOM
37
Segment 17 - Optional Route (Southern Route)
Harborside Shops Basement map
17 SE 17th Harborside Shops Basement
Optional Route
Segment 17 - Optional Route
Hollywood
Fort Lauderdale
SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
SW4thAve
SW 17th St
W
Park Dr
evAdr3WS
SW2ndAve
evAht01ES
dvlBrewohnesiE
SMiamiRd.
SE 24th St
A1A
SAn
SW
US SE 17th St /A1A
SE 18th St
SE 20th St
SR 84 -
SW 24th St
SW4thAve
W
Park Dr
SW 17th St
evAdr3WS
SW2ndAve
evAht01ES
dvlBrewohnesiE
SMiamiRd.
SE 24th St
A1A
SAn
SW
USDavis
Park
Lauderdale
morial Park
S 18t St
US
S 18th StSE 18th StS 18th SSE 18t8tth StSt
SUSUSUS
Hollywood
Fort Lauderdale
SE 17th St /A1A
S 0t Stt
S 84 -
SW 24th St
SW4thAve
SW 17th St
W
P
rrkk Dr
evAdr3WSS
d2WWSS
AAeev
eevAht01SSS
dvvBrewwoohnesE
SSMiamiR
SE 24th St
A1A
SAn
SW
U SE 17th St /A1ASE 17th St /A1ASE 17th SSE 17t7tth StSt /A/A1A1A
SE 20th SSE 20th SStSE 20th SSSt tSE 20 SS 2 h Sh0t StS 200 SSSSE 200th SSt
SR 4 -SR 84 -R 8SR 8484 -
SW 24th StSW 24th StSW 24th SSWSW 24244th SSt
SW4thAveSW4thAveSAveSWSW4t4tthAvAveve
W
Park Dr
W
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Parark D
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WW
PaPararkrkk DrDr
SW 17th StSW 17th StSSWSW 17t7th SSt
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SE 24th StSE 24th StSE 24th SSE 2424t4tth StSt
A1AA1AA1AA11A
SSSAAnAnAn
SWSWSSWSW
UUUUDavisss
Park
Lauderdale
morial Park
41. State Road A1A | Greenway Ideas and Opportunities Study AECOM
38
Existing Context
This 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 modifications added over
the years and changes to how the road functions in the larger traffic 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 configured 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 reconfigured in the near future to
relieve much of the current truck traffic congestion with a ramp to convey traffic more
directly into Port Everglades.
Principal Bicycle and Pedestrian Needs
• Widened sidewalks in front of businesses along South Miami Road
• Traffic 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 Significance / 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 Route
US 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
42. State Road A1A | Greenway Ideas and Opportunities Study AECOM
39
Segment 18 - Primary Route
US 1 at South Miami Road Gateway map
18 US 1 at South Miami Road Gateway
Primary Route
Segment 18 - Primary Route
Dania Beach
Hollywood
SE 17th
SE 20th St
SR 84 -
SW 24th St
SW4thAve
SW 34th St
SW 28th St
SW 17th St
W
Park Dr
evAdr3WS
SW2ndAve
evAht01ES
SMiamiRd.
SE 24th St
SE6thAve
SAndrewsAve
SW2ndAve
US1
FECRailroad
SE 17th
SE 20th St
SR 84 -
SW 24th St
SW4thAve
W
Park Dr
SW 34th St
SW 28th St
SW 17th St
evAdr3WS
SW2ndAve
evAht01ES
SMiamiRd.
SE 24th St
SE6thAve
FECRailroad
SAndrewsAve
SW2ndAve
US1
P o r t
Snyder Park
Davis
Park
Ft Lauderdale
Memorial Park
USS1US1US1US1
Dania Beach
Hollywood
SE 17
S 0t Stt
S 84 -
SW 24th St
SW4thAe
SW 34th St
SW 28th St
SW 17th St
W
P
rrkk Dr
evAdr3WSS
d2WWSS
AAeev
eevAht01SS
SSMiamiR
SE 24th St
SE6thAvvve
SAndrewsAve
SW2dAve
U
FECRroad
SE 17thSE 17thSSE 17t7tth
SE 20th SSE 20th SStSE 20t StSE 20th S0th SSt SSE 200th SSt
SR 4SR 84 -8SR 8484 -
SW 24th StSW 24th StSW 24th SSWSW 24244th SSt
SW4thAveSW4thAveSSWSW4t4tthAvAveve
W
Park Dr
W
PaP
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Parark D
a k DrD
WW
PaPararkrk Dk DrDr
SW 34th StSW 34th StSW 3SWSW 3344th SSt
SW 28th StSW 28th StSW 28th SSWSW 288th SSt
SW 17th SSW 17th StSW 17th SSWSW 17t7th SSt
eeeevvvvvvAAAvAAvvvAAvvdddddrrrrrr3333WWWWSSSSSSSSSSS
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SMiaRd
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SE 24th StSE 24th StSSE 2424t4tth StSt
SE6thSE6thSE6tSESE6t6ththAAAAvevveeAvveveveAAAvvAA
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FECRailroad
FECRailroad
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SW2nd
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UUUU
P o r t
Snyder Park
Davisss
Park
Ft Lauderdale
Memorial Park
43. State Road A1A | Greenway Ideas and Opportunities Study AECOM
40
Segment 18 - Primary Route
US 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.
44. State Road A1A | Greenway Ideas and Opportunities Study AECOM
41
Segment 18 - Primary Route
US 1 at South Miami Road Gateway Cross Sections
Proposed Cross Section - US 1 at South Miami Road - Modifications to the existing
turn lane provides enough room for two-way bike path or cycle track. New curb and
a re-configured intersection at S. Miami Road is necessary to maintain vehicle
access to adjacent commercial properties.
Bike Trail
Begin modification 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-configured 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
45. State Road A1A | Greenway Ideas and Opportunities Study AECOM
42
Segment 18 - Primary Route
US 1 at South Miami Road Gateway Cross Sections
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.
46. State Road A1A | Greenway Ideas and Opportunities Study AECOM
43
Segment 18 - Primary Route
US 1 at South Miami Road Gateway Cross Sections
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.
47. State Road A1A | Greenway Ideas and Opportunities Study AECOM
44
Existing Context
Few 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 first 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 traffic 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. Insufficient
roadway pavement width and multiple curb cuts in combination with the oftentimes
frenetic traffic 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 traffic is relatively low along these streets but there are
existing bus stops; fitting a narrow bus shelter may be a challenge on SW 24th Street, but
SW 4th Avenue appears to have sufficient 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 traffic and improve pedestrian crosswalks
Segment Endpoints
• US 1 at Spangler Boulevard / SE 24th Street intersection to Perimeter Road
Places of Significance / Points of Interest
• Croissant Park Community Center
• Bryant Peney Park trailhead
• Snyder Park trailhead
• Floyd Hull Stadium Park
Segment 18 - Alternative Route
SW 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
48. State Road A1A | Greenway Ideas and Opportunities Study AECOM
45
Segment 18 - Alternative Route
SW 6th Avenue, SW 24th and 34th Streets map
18 US 1 at South Miami Road Gateway
Alternative Route
Segment 18 - Alternative Route
Dania Beach
Hollywood
SE 17th
SE 20th St
SR 84 -
SW 24th St
SW4thAve
SW 34th St
SW 28th St
SW 17th St
W
Park Dr
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SW2ndAve
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SMiamiRd.
SE 24th St
SE6thAve
SAndrewsAve
SW2ndAve
US1
FECRailroad
SE 17th
SE 20th St
SR 84 -
SW 24th St
SW4thAve
W
Park Dr
SW 34th St
SW 28th St
SW 17th St
evAdr3WS
SW2ndAve
evAht01ES
SMiamiRd.
SE 24th St
SE6thAve
FECRailroad
SAndrewsAve
SW2ndAve
US1
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Snyder Park
Davis
Park
Ft Lauderdale
Memorial Park
Segment 18 - Alternative Route
USS1US1US1US1
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Hollywood
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Snyder Park
Davisss
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Ft Lauderdale
Memorial Park
49. State Road A1A | Greenway Ideas and Opportunities Study AECOM
46
Overview
These 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 traffic
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 traffic and improve pedestrian crosswalks
Segment Endpoints
• From SW 17th to SW 24th Streets, between SW 6th and SW 2nd Avenues
Places of Significance / Points of Interest
• Croissant Park
• Bryant Peney Park
• Snyder Park
• Lauderdale Memorial Park Cemetery
Segment 18 - Optional Routes
SW 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
50. State Road A1A | Greenway Ideas and Opportunities Study AECOM
47
US 1 at South Miami Road Gateway
Optional Routes
Segment 18 - Optional Routes
SW 2nd, 3rd and 6th Avenues, SW 17th Street map
18
Dania Beach
Hollywood
SE 17th
SE 20th St
SR 84 -
SW 24th St
SW4thAve
SW 34th St
SW 28th St
SW 17th St
W
Park Dr
evAdr3WS
SW2ndAve
evAht01ES
SMiamiRd.
SE 24th St
SE6thAve
SAndrewsAve
SW2ndAve
US1
FECRailroad
SE 17th
SE 20th St
SR 84 -
SW 24th St
SW4thAve
W
Park Dr
SW 34th St
SW 28th St
SW 17th St
evAdr3WS
SW2ndAve
evAht01ES
SMiamiRd.
SE 24th St
SE6thAve
FECRailroad
SAndrewsAve
SW2ndAve
US1
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SW2nd
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P o r t
Snyder Park
Davis
Park
Ft Lauderdale
Memorial Park
Segment 18 - Optional Routes
USS1US1US1US1
Dania Beach
Hollywood
SE 17
S 0t Stt
S 84 -
SW 24th St
SW4thAve
SW 34th St
SW 28th St
SW 17th St
W
P
rrk Dr
evAdr3WSS
d2WWSS
AAeev
eevAht01SS
SSMiamiR
SE 24th St
SE6thAvvve
SAndrewsAve
SW2dAve
U
FECRroad
SE 17thSE 17thSSE 17t7tth
SE 20th SSE 20th SStSE 20t StSE 20th S0th SSt SSE 200th SSt
SR 4SR 84 -8SR 8484 -
SW 24th StSW 24th StSW 24th SSWSW 24244th SSt
SSW4thAveSSWSW4t4tthAvAveve
k Dr
W
Parkrkrk
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DrD
W
PaPararkrk Dk DrDr
SW 34th StSW 34th StSW 3SWSW 3344th SSt
SW 28th StSW 28th StSW 28th SSWSW 288th SSt
SW 17th SSW 17th StSW 17th SSWSW 17t7th SSt
eeeevvvvvvAAAvAAvvvAAvvdddddrrrrrr3333WWWWSSSSSSSSSSS
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SMiaRd
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SE 24th StSE 24th StSSE 2424t4tth StSt
SE6thSE6thSE6tSESE6t6ththAAAAvevveeAvveveveAAAvvAA
CRailroad
FECRailroad
FECRailroad
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SSSSAndrews
Andrews
ndreAnAndndrdrerewewswsAAAAvevveeAvveveAAAvvAA
SSW2ndnd
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UUUU
P o r t
Snyder Park
Davisss
Park
Ft Lauderdale
Memorial Park
51. State Road A1A | Greenway Ideas and Opportunities Study AECOM
48
Existing Context
Expansion 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 traffic 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 sufficient
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 Griffin 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
traffic
• Potential boardwalk instead of widened shoulder, through mangroves across from airport
terminal ramp and constrained NW7th Avenue ROW
• Consider widening Griffin 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 Griffin Road
Segment Endpoints
• Eller Drive and US 1
Places of Significance / 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
NW 7th Ave view north
52. State Road A1A | Greenway Ideas and Opportunities Study AECOM
49
Segment 19 - Primary Route Airport and Port Everglades map
19 Airport and Port Everglades
Primary Route
Segment 19 - Primary Route
DaniaBeach
Hollywood
Dania Beach
Broward County
BrowardCounty
SW 34th St
Eller
Taylor Rd
Griffin Rd
NE7thAve
PowerlineEasement
FutureRailroadSpur
US1-A1A
Perim
eterRd
Fort Lauderdale
Broward County
d
SW 34th St
Eller
Taylor Rd
Griffin Rd
NE7thAve
PowerlineEasement
FutureRailroadSpur
US1-A1A
Perim
eterRd
Fort Lauderdale
Broward County
ANE7thNE7thNE7t7tthAAAAveveveeAA
Fort Lauderdale-Hollywood
International Airport
Snyder Park
Approximate Outline
Future Airport Runway Extension
Dania Be
Broward C
e
Broward County
FFort LauderdaleFoForortrt LLaaududedererdrdadalalele
Broward CountyBroward CountyBrBroroowawarardrd CoCooununntyty
DaniaBeach
HyHollywood
each
County
BroBrowardCounty
SW 34th St
e
Tay
dGG f
N7thAvvve
PowerlineEasement
FutureFuturep
US1A1A
Perim
eterRd
SW 34th StSW 34th StSWSW 334t4th SSt
eEllerereEller
TTTTaylor Rdaylor Rda Rdayayylor RdRdTaTT
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US1-
US1-
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Perim
eterRd
Perim
eterRd
Perim
eterRd
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e
m
etetetererrRdRd
Fort Lauderdale-Hollywood
International Airport
Snyder Park
imate OutlineApproximaA
FF port Runway ExtensionFuture AirporFFutFu
53. State Road A1A | Greenway Ideas and Opportunities Study AECOM
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.
54. State Road A1A | Greenway Ideas and Opportunities Study AECOM
51
Segment 19 - Primary Route Airport and Port Everglades Cross Sections
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
modifications to keep the travelways dry and prevent direct runoff into wetlands.
55. State Road A1A | Greenway Ideas and Opportunities Study AECOM
52
Segment 19 - Primary Route Airport and Port Everglades Cross Sections
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.
56. State Road A1A | Greenway Ideas and Opportunities Study AECOM
53
Existing Context
This 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 Griffin Road. Existing plans for a greenway along the FEC
Railroad corridor have been in negotiation for many years, although no final 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 sufficient 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 fill and a paved surface the entire length
• Where Perimeter Road abuts Griffin 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 traffic ranging from passenger vehicles to buses and
some trucks but opportunity exists for sharrow markings.
Segment Endpoints
• Perimeter Road from SW 34th Street to Griffin Road
Places of Significance / 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
Griffin Road
57. State Road A1A | Greenway Ideas and Opportunities Study AECOM
54
Segment 19 - Alternative Route
Airport Perimeter Road / F.E.C. Rail R.O.W. map
19 Airport and Port Everglades
Alternative Route
Segment 19 - Alternative Route
DaniaBeach
Hollywood
Dania Beach
Broward County
BrowardCounty
SW 34th St
Eller
Taylor Rd
Griffin Rd
NE7thAve
PowerlineEasement
FutureRailroadSpur
US1-A1A
Perim
eterRd
Fort Lauderdale
Broward County
d
SW 34th St
Eller
Taylor Rd
Griffin Rd
NE7thAve
PowerlineEasement
FutureRailroadSpur
US1-A1A
Perim
eterRd
Fort Lauderdale
Broward County
Perim
eterRd
Perim
eterRd
Perim
eterR
PePereririim
etteerRdRd
Fort Lauderdale-Hollywood
International Airport
Snyder Park
Approximate Outline
Future Airport Runway Extension
Dania Be
Broward C
e
Broward County
FFort LauderdaleFoForortrt LLaaududedererdrdadalalele
Broward CountyBroward CountyBrBroroowawarardrd CoCooununntyty
DaniaBeach
HyHollywood
each
County
BroBrowardCounty
SW 34th St
e
Tay
dGG f
N7thAvvve
PowerlineEasement
FutureFuturep
US1A1A
SW 34th StSW 34th StSWSW 334t4th SSt
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US1-
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Perim
eterRd
Perim
eterRd
Perim
eterRd
PePereririmrim
e
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etetetererRrRdRd
Fort Lauderdale-Hollywood
International Airport
Snyder Park
imate OutlineApproximaA
port Runway ExtensionFuture Airpor
58. State Road A1A | Greenway Ideas and Opportunities Study AECOM
55
Existing Context
The 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 sufficient to carry maintenance vehicle loads
Segment Endpoints
• Eller Drive to the transition of NW 7th Avenue into Griffin Road
Places of Significance / Points of Interest
• Mangrove and wetland Greenway experience
Segment 19 - Optional Route
FP & L Easement
Example of a well-used off street trail within a
powerline easement
59. State Road A1A | Greenway Ideas and Opportunities Study AECOM
56
Segment 19 - Optional Route
FP & L Easement map
19 Airport and Port Everglades
Optional Route
Segment 19 - Optional Route
DaniaBeach
Hollywood
Dania Beach
Broward County
BrowardCounty
SW 34th St
Eller
Taylor Rd
Griffin Rd
NE7thAve
PowerlineEasement
FutureRailroadSpur
US1-A1A
Perim
eterRd
Fort Lauderdale
Broward County
d
SW 34th St
Eller
Taylor Rd
Griffin Rd
NE7thAve
PowerlineEasement
FutureRailroadSpur
US1-A1A
Perim
eterRd
Fort Lauderdale
Broward County
HyHollywood
y
dGG fGriffinnnGriffin RGriffin RdRdRdRGG ffGrrififffffin RRd
PliEasementPowerlineEasementPPooweerrlineEasemennt
Fort Lauderdale-Hollywood
International Airport
Snyder Park
Approximate Outline
Future Airport Runway Extension
Dania Be
Broward C
e
Broward County
FFort LauderdaleFoForortrt LLaaududedererdrdadalalele
Broward CountyBroward CountyBrBroroowawarardrd CoCooununntyty
DaniaBeach
Hollywood
each
County
BroBrowardCounty
SW 34th St
e
Tay
N7thAvvve
PowerlineEasement
FutureFuturep
US1A1A
Perim
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SW 34th StSW 34th StSWSW 334t4th SSt
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TTTTaylor Rdaylor Rda Rdayayylor RdRdTaTT
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US1-
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eterRd
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eterRd
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International Airport
Snyder Park
imate OutlineApproximaA
FF port Runway ExtensionFuture AirporFFutFu