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R25-036 RESOLUTION NO. R25-036 A RESOLUTION OF THE CITY COMMISSION OF THE CITY OF BOYNTON 4 BEACH, FLORIDA, ADOPTING THE CITY OF BOYNTON BEACH 5 MOBILITY FEE TECHNICAL REPORT WITH UPDATED MOBILITY PLAN t, PROJECTS; AND FOR ALL OTHER PURPOSES. 7 8 WHEREAS, in 2021, the City adopted a Complete Streets Mobility Plan that established a 9 framework to enhance mobility for people walking, bicycling, riding transit, and driving vehicles. 10 The Plan emphasized safety and connectivity on arterial and collector roads, the majority of which I ► are maintained and owned by Palm Beach County and the Florida Department of Transportation 12 (FDOT). The Complete Streets Mobility Plan was also intended to serve as a basis for the adoption 13 of a mobility fee as an alternative to transportation concurrency and County road impact fees. On 14 October 24, 2023, the City Commission authorized a study to move forward with the development 15 of a mobility fee; and 10 WHEREAS, the Mobility Fee Technical Report documents the future growth, the data, and 17 the methodology used to develop a Mobility Fee to mitigate the impact of new development and 18 the establishment of a benefit district within the City. This Report provides the updated Mobility 19 Plan Projects, which consist of separate plans for (1) Streets, (2) Multimodal Corridors, and (3) 20 Transit; and 21 WHEREAS, the updated Mobility Plan Projects serve as the basis to develop the City's 22 Mobility fee and provide a foundation for the City to proactively prioritize projects to meet the 23 growth, travel, and mobility needs of the community in a manner that is coordinated with the 24 Future Land Use Element in the City's Comprehensive Plan. The Mobility Plan Projects contains 25 walking and streetscape enhancements, curbless shared streets, roadway improvements, shared- 20 use paths, sidewalks, bike lanes, boardwalks, transit circulators, water taxi service, mobility hubs, 27 and multimodal programs, services, and studies; and 2R WHEREAS, the City Commission, upon the recommendation of staff, has deemed it in the 29 best interests of the city's citizens and residents to adopt the City of Boynton Beach Mobility Fee 30 Technical Report and Updated Mobility Plan Projects. 31 32 NOW, THEREFORE, BE IT RESOLVED BY THE CITY COMMISSION OF THE CITY OF BOYNTON 33 BEACH, FLORIDA, THAT: 34 SECTION 1. The foregoing "Whereas" clauses are hereby ratified and confirmed as 35 being true and correct and are hereby made a specific part of this Resolution upon adoption. 36 SECTION 2. The City Commission of the City of Boynton Beach, Florida, does hereby 37 adopt the City of Boynton Beach Mobility Fee Technical Report with Updated Mobility Plan 38 Projects as further detailed in Exhibit A. 39 SECTION 3. The City Commission of the City of Boynton Beach, Florida, hereby 40 authorizes the Mayor to execute any ancillary documents necessary to accomplish the purposes 41 of this Resolution. 42 SECTION 4. This Resolution shall take effect in accordance with law. 43 44 45 46 47 48 [SIGNATURES ON THE FOLLOWING PAGE] 49 50 PASSED AND ADOPTED this LI day of Y n.i 2025. L1-141 51 CITY OF BOYNTON BEACH, FLORIDA 52 YES NO 53 Mayor-Ty Penserga 54 V 55 Vice Mayor-Aimee Kelley 56 iV 57 Commissioner-Angela Cruz 58 - 59 Commissioner-Woodrow L. Hay V 60 61 Commissioner-Thomas Turkin 62 63 VOTE c-O 64 ATTE:T: 65 / / 66 1.... 6' , i 10Ir 67 Maylee De Je PA, MM y P- -rga 68 City Clerk M. •r 69 70 APPROVED AS TO FORM: 71 (Corporate Seal) 72 ;—sOi N TO/1;N G�� y �G„.., 73 i O GpRPORgte•'. - + 74SEAL :._ Shawna G. Lamb h' 75 % City Attorney I.INCORPORATED; ' 1920 ``"t • LORIUP y # r'% , - ';y, 'T1 CITY OF�� T1 BOYNTON BEACH e s. -acnv ._• . Aillinjr # 1 t'' �; ` AO I 4 -- CITY OF BOYNTON BEACH r MOBILITY FEE TECHNICAL REPORT . ,, , ., oo WITH UPDATED MOBILITY PLAN PROJECTS 4top 4 z . ., _. - '-'- .. j� , r. .JANUARY 2025. . fe,.. ..........- . _ or, v r()\ rr VII r .; ' ti ,rr4 I ir,,' RISA DISTRICT 1 - I '1111` A 1 1(4° ._- `thi ` * � _ ,IIS 1 9 .s' -it .i'1\ A i I A.78. ..� =�: . � 4.4 I TM NUE URBAN CONCEPTS future Ian i,;p MOBILITY COHORT REPLAUC LAND USE -MOBILITY- PARKING - FEES °ESS I- NUE URBAN CONCEPTS, LLC 2000 PGA Blvd,Suite 4440 NUE URBAN [ 1]N[ EPTS Palm Beach Gardens,FL 33408 833-NUC-8484 LAND USE • MOBILITY • PARKING • FEES nueurbanconceptsigmail.com January 17th, 2025 Amanda Radigan, AICP, LEED AP Director, Planning & Development City of Boynton Beach 100 E. Ocean Avenue Boynton Beach, FL 33435 Re: City of Boynton Beach Mobility Fee Technical Report with Updated Mobility Plan Projects Dear Amanda: Enclosed is the City of Boynton Beach Mobility Fee Technical Report with Updated Mobility Plan Projects dated January 2025.The Mobility Fee is based on the updated Mobility Plan Projects.The Technical Report has been prepared for consideration by the City Commission.The Mobility Fee Technical Report would be adopted through an implementing ordinance.The earliest that an implementing ordinance could become effective is a minimum of 90 calendar days after first public notice per Florida Statute 163.31801. The updated Mobility Plan Projects address the future mobility needs for the residents, businesses, employees, students, and visitors to Boynton Beach. The updated Mobility Plan Projects include walking and streetscape enhancements, curbless shared streets, sidewalks, bike lanes, pathways, shared-use paths, boardwalks,transit circulators, mobility bubs, water taxi service, and roadway improvements. The updated Mobility Plan Projects are illustrated on Street, Multimodal, and Transit Plans included in both the Mobility Fee Technical Report and a separate Executive Summary.The Executive Summary provides a high level overview that summarizes the 250 plus page Technical Report. The Mobility Fee is designed to allow new development to mitigate its impact to the City's multimodal transportation system and serve as a revenue source to fund the updated Mobility Plan Projects. The updated Mobility Plan Projects and Mobility Fee serve as an alternative transportation system per Florida Statute Section 163.3180 that will replace the City's transportation concurrency exception area (TCEA) policies and serve as an alternative to Palm Beach County's transportation concurrency and road impact fee system to mitigate transportation impacts. The calculated Mobility Fee is consistent with all legal and statutory requirements and meets the dual rational nexus test and the rough proportionality test consistent with Florida Statute Sections 163.3164, 163.3180, 163.31801,and Florida Statute Chapter 380. After adoption, the City will need to update its interlocal agreement with Palm Beach County consistent with House Bill 479 adopted in 2024. The City is intending to update its Complete Streets Mobility Plan and will also need to commence with an amendment to its Comprehensive Plan to ensure consistency. The NUE Urban Concepts team looks forward to continuing to work with City staff on finalize the Mobility Fee Technical Report and updated Mobility Plan Projects per direction from the City Commission. Sincerely, St Pad Jonathan B. Paul, AICP Principal www.nueurbanconcepts.com -----------CITY OF--- BOYNTON B E A C H Mobility Fee Technical Report Figures Figure 1. Concurrency Cycle 6 Figure 2. Developing a Mobility Fee 19 Figure 3. Integrating Land Use,Transportation, Parking&Funding 21 Figure 4. Person Miles of Travel Increase (PMTi) 25 Figure 5. Street Quality of Service (QOS)Standards 28 Figure 6. Speed,Accessibility& Mobility 29 Figure 7. Bicycling and Walking Quality of Service(QOS)Standards 30 Figure 8. Bicycling and Micro-mobility Quality of Service(QOS)Standards 31 Figure 9. Transit Quality of Service(QOS)Standards 32 Figure 10. Moving People,Providing Choices 33 Figure 11. Multimodal Elements 34 Figure 12. Speed of Travel 35 Figure 13. Mobility Projects and Mobility Fee 42 Figure 14. Existing Conditions Evaluation Factor(ECEf) 44 Figure 15. New Growth Evaluation Factor(NGEf) 48 Figure 16. Person Miles of Capacity Rate (PMCr) 49 Figure 17. Person Travel Demand Per Land Use(PTDu) 55 Figure 18. Mobility Fee per Use(MFu) 57 Figure 19. Mobility Fee Schedule Components 58 Figure 20. Mobility Hub 67 Figure 21. Smaller Mobility Hub 68 Figure 22. FDOT's Context Classification 93 ®2025 NUE Urban Concepts 1LC.All riots reserved ii -------CITY OF_ BOYNTON B E A C H Mobility Fee Technical Report Appendices Appendix A. Florida Commerce Transportation Planning Guidance Appendix B. Laws of Florida HB 479 (Chapter 2024—266) Appendix C. Impact Fee Act (Florida Statute Section 163.31801) Appendix D. Traffic Characteristics Data Appendix E. 2022 National Household Travel Survey Data Appendix F. Streets Plan Appendix G1. Multimodal Corridors Plan Appendix G2. Multimodal Corridors Plan Detail: East Appendix G3. Multimodal Corridors Plan Detail:West Appendix H. Transit Plan Appendix I. Mobility Plan Programs Appendix J. FDOT Generalized Tables Appendix K. Planning Level Cost (PLC) &Planning Level Capacities (PLC) Appendix Li. County Road Impact Fee Collections from Boynton Beach (2014 to 2023) Appendix L2. County Road Impact Fee Collections from Boynton Beach (2003 to 2013) Appendix M. Trip Generation Appendix N. Person Travel Demand per Use(PTDu) Appendix O. 2022 National Household Travel Survey Data:Trip Purpose Appendix P. Palm Beach County: Household Travel Appendix Q. Interstate 95 Ramp Volumes Appendix R. Mobility Fee Schedule Appendix S. Residential Square Footage& Bedrooms Appendix T. Bedrooms& Household Vehicles Appendix U. 2022 National Household Travel Survey: Household Vehicles Appendix V. Downtown Development Inventory (Recently Built & Under Review) Appendix W. Downtown Development Parking Inventory(Recently Built & Under Review) Appendix X. Origin & Destination Evaluation Appendix Y. Comparison of Mobility Fees with County Road Impact Fees Appendix Z. Multimodal Characteristics Inventory ®2075 NUE Urban Concepts.ILC All rights reserved. iv --CITY OF��- BOYNTO N Mobility Fee Technical Report BEACH Mobility Fees are not: (1)a reoccurring tax;(2)assessed to existing residential or non-residential property;or(3) deposited into general revenue funds of the City. Mobility Fees are: (1) a streamlined one-time assessment on new development;(2)intended to offset the impact of new development;and(3)deposited into a special revenue fund for mobility fees to be expended within a defined benefit district. The mobility fee system features a single Assessment Area that includes all portions of the City east of 95 and select portions of the City west of 95 (Map A). An assessment area defines where new development is assessed a mobility fee.The mobility fee system has been developed to assess a uniform mobility fee rate per land use established on the mobility fee schedule. Mobility fees are assessed at the time of development permit application and are paid at the time a development permit is issued by the City. The mobility fee system features a single Benefit District that covers the entire City and adjacent areas outside City limits to address extra jurisdictional impacts (Map B). The Benefit District extends beyond the Assessment Area as people from new development will walk, bicycle, ride transit, and drive vehicles through-out the City and surrounding areas. There may be instances where it makes sense to fund or contribute to a mobility project beyond the Assessment Area to enhance mobility, to the extent there is a mobility benefit provided to new development. This Technical Report includes an Origin and Destination evaluation that demonstrates the majority of projected travel demand in the future will occur within City limits and surrounding areas. When mobility fees are paid by new development, they will be deposited into a special revenue fund to be established by the City. Mobility Fees are legally and statutorily required to be spent on mobility projects that provide a mobility "benefit" to the new development that paid the mobility fee. The City Commission may also elect to add mobility projects to the Capital Improvements Program (CIP) to make the projects eligible to be fully or partially funded through mobility fees. The City Commission shall determine how mobility fee revenues are allocated and expended through its annual Capital Improvements Program (CIP). The City Commission may also elect to provide matching funds for mobility projects identified in the most recently adopted Palm Beach County Transportation Planning Agency (TPA) Long Range Transportation Plan (LRTP) or the Florida Department of Transportation (FDOT) Transportation Improvements Program (TIP). The City Commission will be required to amend the CIP to identify the expenditure of any mobility fee revenues on mobility projects that are on the LRTP or TIP, but not the City's adopted CIP. c 2025 NUE Urban Concepts.ILC.All rights reserved. Page 2 ---------CITY O F' -.--- BOYNTON Mobility Fee Technical Report BEACH LEGISLATIVE BACKGROUND The State of Florida passed the Growth Management Act of 1985 that required all local governments in Florida adopt Comprehensive Plans to guide future development. The Act mandated that adequate public facilities must be provided "concurrent" with the impacts of new development. State mandated "concurrency" was adopted to ensure the health, safety, and general welfare of the public by ensuring that adequate public facilities would be in place to accommodate the demand for public facilities created by new development. Transportation concurrency became the measure used by the Florida Department of Community Affairs (DCA), Florida Department of Transportation (FDOT), Regional Planning Councils (RPCs), and local governments to ensure that adequate public facilities, in the form of road capacity, was available to meet the transportation demands from new development. To meet the travel demand impacts of new development and be deemed "concurrent", transportation concurrency was primarily addressed by constructing new roads and widening existing roads. Traditional transportation concurrency allowed governmental entities to deny development where road capacity was not available to meet the travel demands from new development. Transportation concurrency also allowed governmental entities to require that developments be timed or phased concurrent with the addition of new road capacity. In addition, transportation concurrency also allowed governmental entities to require new development to improve (widen) roads that were already overcapacity (aka "deficient" or "backlogged'). In urban areas throughout Florida, traditional transportation concurrency had the unintended consequence of limiting and stopping growth in urban areas. This occurred because roads were often over capacity based on traffic already on the roads or the combination of that traffic and trips from approved developments. Further, the ability to add road capacity in urban areas was more limited as right-of-way was often constrained by existing development and utilities, physical barriers, and environmental protections. Stopping development in urban areas encouraged suburban sprawl by forcing new development to suburban and rural areas where road capacity was either readily available or cheaper to construct. In the late 90's, as the unintended impact of transportation concurrency became more apparent, the Legislature adopted Statutes to provide urban areas with alternatives to address the impact of new development through Transportation Concurrency Exception Areas (TCEA) and Transportation Concurrency Management Areas (TCMA). c:2025 NUE Urban Concepts.LLC.All rights reserved. Page 4 -------------CITY O F w�- BOYNTON Mobility Fee Technical Report B E A C H Although local governments are still required to adopt and implement a comprehensive plan, the requirements changed significantly and shifted more discretion to local governments to plan for mobility within their community and enacted further restrictions on the implementation of transportation concurrency, proportionate share, and backlogged roads. The Florida Legislature did not include any provisions in House Bill 7207 exempting local governments existing transportation concurrency system, when it elected to abolish statewide transportation concurrency, made transportation concurrency optional for local governments, and enacted further restrictions on the implementation of transportation concurrency. House Bill 319, passed by the Florida Legislature in 2013, amended the Community Planning Act and brought about more changes in how local governments could implement transportation concurrency and further recognized the ability of local governments to adopt an alternative mobility funding system, such as mobility fees based on a plan of improvements, to allow development, consistent with an adopted Comprehensive Plan, to equitably mitigate its travel demand impact. Prior to the passage of the Florida Community Planning Act by the Legislature on June 2, 2011, transportation concurrency was mandatory for local governments statewide, except those with approved TCEAs or MMTDs. After adoption of the Community Planning Act, transportation concurrency became optional for any local government. The Legislature encouraged local governments to adopt alternative mobility funding systems and specifically referenced mobility fees, based on a plan for mobility improvements. Figure 1. Concurrency Cycle The Community Planning Act enabled local governments to break the transportation e` Q�. KOOK CONCURR `� concurrency cycle by transitioning away from Q ioNArps F regulating road capacity and toward planning for P A mobility(Figure 1). Florida Commerce, which replaced the Department of Economic. t REGULATING Opportunity (DEO), which replaced the D CAPACITY PLANNINGU t. Department of Community Affairs (DCA), d' FOR MOBILITY F R provides direction to local governments related 'AO .ft)i �� / to elimination of transportation concurrency and 70 ii Q, adoption of a mobility fee-based plan, in �qA ! 0�� Q accordance with Florida Statute 163.3180 lctry 596�,rc°��``\` (Appendix A). x \'`b c 2025 NUE Urban Concepts,EEC.All rights reserved. Page 6 —CITY OF�--- BOYNTON Mobility Fee Technical Report BEACH "(32) "Mobility fee"means a local government fee schedule established by ordinance and based on the projects included in the local government's adopted mobility plan. (33) "Mobility plan" means an alternative transportation system mobility study developed by using a plan-based methodology and adopted into a local government comprehensive plan that promotes a compact, mixed use, and interconnected development served by a multimodal transportation system in an area that is urban in character, or designated to be urban in character, as defined in s. 171.031." One of the most significant amendments under HB 479 was the recognition that where a county and a municipality both charge a fee for transportation capacity impacts,that only one fee may be assessed on development activity by the entity issuing the building permits. The amendment requires a county and a municipality to enter into an interlocal agreement to establish that only one fee is to be collected by the local government issuing building permits. The interlocal agreement is also required to address negotiations between the county and municipality related to the distribution of collected revenue from development activity to mitigate transportation impacts. The following are the recent additions to Florida Statute 163.3180(5)(j): "1. If a county and municipality charge the developer of a new development or redevelopment a fee for transportation capacity impacts, the county and municipality must create and execute an interlocal agreement to coordinate the mitigation of their respective transportation capacity impacts. 2. The interlocal agreement must, at a minimum: a. Ensure that any new development or redevelopment is not charged twice for the same transportation capacity impacts. b. Establish a plan-based methodology for determining the legally permissible fee to be charged to a new development or redevelopment. c. Require the county or municipality issuing the building permit to collect the fee, unless agreed to otherwise. d. Provide a method for the proportionate distribution of the revenue collected by the county or municipality to address the transportation capacity impacts of a new development or redevelopment, or provide a method of assigning responsibility for the mitigation of the transportation capacity impacts belonging to the county and the municipality. ©2025 NUE Urban Concepts,EEC.All rights reserved. Page 8 �q .-- ----CITY OF�--- BOYNTO N Mobility Fee Technical Report BEACH IMPACT FEE & MOBILITY FEE COMPARISON The Florida Constitution grants local governments broad home rule authority to establish special assessments, impact fees, mobility fees, franchise fees, user fees, and service charges as revenue sources to fund specific governmental functions and capital infrastructure. Payment of impact fees or mobility fees are one of the primary ways local governments can require new development, along with redevelopment or expansion of existing land uses that generate additional transportation demand,to mitigate its impact to a local governments transportation system.While road impact fees and mobility fees are both intended to be a means in which a development can mitigate its transportation impact,the following are the major differences between the two fees: Road Impact Fees • Partially or fully fund road capacity improvements, including new roads, the widening of existing roads,and the addition or extension of turn lanes at intersections to move people driving vehicles (i.e., cars, trucks, SUVs, motorcycles). • Are based on increases in trip generation, vehicle trip length, and road capacity, along with the cost of road capacity improvements and the projected vehicle miles of travel from development. • May be based on either an adopted LOS standard (aka standards or consumption-based fee) or on future road improvements (aka plan or improvements-based fee). Mobility Fees • Pay for the cost associated with adding new multimodal capacity to move people walking, bicycling, scooting, riding transit, driving vehicles, or using shared mobility technology. • Partially or fully fund multimodal projects, including sidewalks, paths, trails, bike lanes, streetscape and landscape, complete and low speed streets, micromobility (i.e., electric bikes, electric scooters) devices, programs, and services, microtransit (i.e., golf carts, neighborhood electric vehicles, autonomous transit shuttles, trolleys) circulators, services and vehicles, new roads, the widening of existing roads, and turn lanes, signals, and ADA upgrades at intersections. • Are based on increases in person trips, person trip lengths, and person miles of capacity from multimodal projects, along with projected person miles of travel from development. • Assessment areas may include all or portions of a municipality or county, and may vary based on geographic location (e.g., downtown) or type of development (e.g., mixed-use). • Must be based on future multimodal projects adopted as part of a mobility plan and incorporated or referenced in the local governments Comprehensive Plan. ic 2025 NUE Urban Concepts.UC.AM rights reserved. Page 10 --CITY OF _ BOYNTON Mobility Fee Technical Report BEACH In 2009, the Legislature made several changes to the "Impact Fee Act", the most significant of which was placing the burden of proof on local governments, through a preponderance of the evidence, that the imposition of the fee meets legal precedent and the requirements of Florida Statute Section 163.31801. Prior to the 2009 amendment, Courts generally deferred to local governments as to the validity of an imposed impact fee and placed the burden of proof, that an imposed impact fee was invalid or unconstitutional on the plaintiff. In 2019, the Legislature, through HB 207 and HB 7103, made several changes to the "Impact Fee Act", the most significant of which was the requirement that fees cannot be collected prior to building permit issuance. The changes also expanded on the requirements of the dual rational nexus test, the collection and expenditure of fees, credits, and administrative cost. In 2020, the Legislature, through SB 1066, made several additional changes to the Impact Fee Act to clarify that new or updated impact fees cannot be assessed on a permit if the permit application was pending prior to the new or updated fee. The bill also made credits assignable and transferable to third parties. In 2021, the Legislature, through HB 337 made significant amendments to the "Impact Fee Act", which the Governor subsequently approved. The amendments require that impact fees be based on planned improvements and that there is a clear nexus between the need for improvements and the impact from new development. The amendments have a greater impact on increases to existing impact fees and have phasing requirements for increases to existing fees. There are provisions that allow a local government to fully implement updated fees based on a finding of extraordinary circumstances, holding public hearings, and requiring a super majority approval by elected officials. In 2024, the Legislature, through HB 479 made amendments to the "Impact Fee Act" that requires fee studies be completed and adopted within 12 months from the date of initiation of the study. The amendment also stipulated that data used in fee studies should not be older than four years. The amendment also requires alternative transportation systems recognize transportation or road impact fee credits granted prior to adoption of the alternative transportation systems. The most recently enacted version of Florida Statute Section 163.31801 is provided in Appendix C. ©2025 NUE When Concepts.[IC.All rights reserved. Page 12 CITY O F_ BOYNTON Mobility Fee Technical Report B E A C H However, the Court reversed the decision, based on the finding that the City did not create a separate fund where impact fees collected would be deposited and earmarked for the specific purpose for which they were collected, finding: "The failure to include necessary restrictions on the use of the fund is bound to result in confusion, at best. City personnel may come and go before the fund is exhausted, yet there is nothing in writing to guide their use of these moneys, although certain uses, even within the water and sewer systems, would undercut the legal basis for the fund's existence. There is no justification for such casual handling of public moneys, and we therefore hold that the ordinance is defective for failure to spell out necessary restrictions on the use of fees it authorizes to be collected.Nothing we decide,however prevents Dunedin from adopting another sewer connection charge ordinance,incorporating appropriate restrictions on use of the revenues it produces. Dunedin is at liberty, moreover, to adopt an ordinance restricting the use of moneys already collected. We pretermit any discussion of refunds for that reason."329 So.2d 314 321, 322(Fla. 1976) The case tied impact fees directly to growth and recognized the authority of a local government to impose fees to provide capacity to accommodate new growth and basing the fee on a proportionate share of the cost of the needed capacity. The ruling also established the need for local government to create a separate account to deposit impact fee collections to help ensure those funds are expended on infrastructure capacity. The Utah Supreme Court had ruled on several cases related to the imposition of impact fees by local governments before hearing Banberry v. South Jordan. In the case, the Court held that: "the fair contribution of the fee-paying party should not exceed the expense thereof met by others.To comply with this standard a municipal fee related to service like water and sewer must not require newly developed properties to bear more than their equitable share of the capital costs in relation to the benefits conferred" (Banberry Development Corporation v. South Jordan City, 631 P. 2d 899 (Utah 1981). To provide further guidance for the imposition of impact fees, the court articulated seven factors which must be considered (Banberry Development Corporation v. South Jordan City, 631 P. 2d 904 (Utah 1981): "(1) the cost of existing capital facilities; (2) the manner of financing existing capital facilities (such as user charges, special assessments, bonded indebtedness, general taxes or federal grants); (3) the relative extent to which the newly developed properties and the other properties in the municipality have already contributed to the cost of existing capital facilities (by such means as user charges, special assessments, or payment from the proceeds of general taxes); (4) the relative extent to which the newly developed properties in the municipality will contribute to the cost of existing capital facilities in the future; gl 2025 NUE Urban Concepts.EEC.All rights reserved. Page 14 tB-.---.—CITY OF_ BOYNTON Mobility Fee Technical Report E A C H The second case, Dolan v. Tigard, heard by the U.S. Supreme Court in 1994 solidified the elements of the "dual rational nexus test". The Petitioner Dolan, owner, and operator of a Plumbing & Electrical Supply store in the City of Tigard, Oregon, applied for a permit to expand the store and pave the parking lot of her store. The City Planning Commission granted conditional approval, dependent on the property owner dedicating land to a public greenway along an adjacent creek and developing a pedestrian and bicycle pathway to relieve traffic congestion. The decision was affirmed by the Oregon State Land Use Board of Appeal and the Oregon Supreme Court. The U.S. Supreme Court overturned the ruling of the Oregon Supreme Court and held: "Under the well-settled doctrine of "unconstitutional conditions," the government may not require a person to give up a constitutional right in exchange for a discretionary benefit conferred by the government where the property sought has little or no relationship to the benefit. In evaluating Dolan's claim,it must be determined whether an "essential nexus"exists between a legitimate state interest and the permit condition. Nollan v. California Coastal Commission, 483 U. S. 825, 837. If one does, then it must be decided whether the degree of the exactions demanded by the permit conditions bears the required relationship to the projected impact of the proposed development."Dolan v. City of Tigard,512 U.S. 383, 386(1994) The U.S. Supreme Court in addition to upholding the "essential nexus" requirement from Nollan also introduced the "rough proportionality" test and held that: "In deciding the second question-whether the city's findings are constitutionally sufficient to justify the conditions imposed on Dolan's permit-the necessary connection required by the Fifth Amendment is "rough proportionality."No precise mathematical calculation is required, but the city must make some sort of individualized determination that the required dedication is related both in nature and extent to the proposed development's impact. This is essentially the "reasonable relationship"test adopted by the majority of the state courts. Dolan v. City of Tigard,512 U.S. 388,391 (1994)" An often-overlooked component of Dolan v. City of Tigard is the recognition that while multimodal facilities may off-set traffic congestion there is a need to demonstrate or quantify how the dedication of a pedestrian / bicycle pathway would offset the traffic demand generated. per the following excerpt from the opinion of the Court delivered by Chief Justice Rehnquist: "The city made the following specific findings relevant to the pedestrian/bicycle pathway: "In addition, the proposed expanded use of this site is anticipated to generate additional vehicular traffic thereby increasing congestion on nearby collector and arterial streets. Creation of a convenient, safe pedestrian/bicycle pathway system as an alternative means of transportation could offset some of the traffic demand on these nearby streets and lessen the increase in traffic congestion." We think a term such as "rough proportionality" best encapsulates what we hold to be the requirement of the Fifth Amendment. No precise mathematical calculation is required, but the city must make some sort of individualized determination that the required dedication is related both in nature and extent to the impact of the proposed development. lc 2025 NUE Urban Concepts.ttC.All rights reserved. Page 16 ----------CITY- OF��- BOY N TO N Mobility Fee Technical Report B E A C H The Florida First District Court of Appeals recently affirmed, through The BoCC of Santa Rosa County vs. the Builders Association of West Florida, that impact fees are required to meet the "dual rational nexus" test to avoid being found to be an unconstitutional tax. The Court cited the following sections of Florida Statute: "Second, the Florida Impact Fee Act sets forth the minimum statutory requirements for a valid impact fee. §163.31801(3), Fla. Stat. (2019). The Act requires impact fees to be based on the "most recent and localized data." § 163.31801(3)(a), Fla. Stat." The Board of County Commissioners v. Home Builders Assoc. of West Florida, Inc., 325 So. 3d 981, 985(Fla. Dist. Ct.App.2021). The Court cited expert testimony that the County's school impact fee did not recognize differences in growth or needs that would be the basis for different fees based on geographic location and needs due to new growth: "the impact fees failed the dual rational nexus test because they did not account for the differences between the northern and southern parts of the county. This resulted in impact fees that were disproportionate to the growth in these geographical regions." The Board of County Commissioners v. Home Builders Assoc. of West Florida, Inc., 325 So. 3d 981, 985(Fla. Dist. Ct.App. 2021). The U.S. Supreme Court in April 2024 issued a unanimous decision in Sheetz v. County of El Dorado, California (144 S.Ct. 893) where the Court narrowly determined that legislatively enacted impact fees are not exempt from the requirements set forth in two previous property rights cases (Nollan v. California Coastal Commission and Dolan v. City of Tigard, Oregon). Thus, local governments that impose impact fees will now be subjected to a standard requiring them to demonstrate the relationship and relative impact of the development on the community. Specifically, local governments will have to show that conditions (impact fees) to obtain a land- use permit have an "essential nexus" (relationship) to the government's land-use interest and a "rough proportionality" between the weight on the property owner and the development's effects of the proposed land use. The Impact Fee Act already requires that imposed impact fees and mobility fees demonstrate an "essential nexus" between the fee and the impact from development activity.The Supreme Court ruling reinforces the prior impact fee case law that the amount of impact fees or mobility fees imposed must be "rough proportionality"to the impact from development activity. The ruling also stipulated that required monetary payments in the form of impact fees are an exaction just like requiring development activity to dedicate land for a governmental purpose and could be subject to a takings claim if the impact fees imposed do not demonstrate an "essential nexus" between the amount and imposition and the impact from development activity. 7075 NILE Urban Cnirepts,LLC.All riots reserved. Page 18 qr:11 -- .----CITY OFw-- ...°- BOYNTO N Mobility Fee Technical Report BEACH COMPREHENSIVE PLAN In 2019, the City amended the Transportation Element of the Comprehensive Plan to establish legislative intent to develop a mobility plan and fee. As of January 2025, the following are the Goals, Objectives, and Policies in the Transportation Element of the Comprehensive Plan: TRANSPORTATION ELEMENT GOAL 2: "To develop and maintain a transportation system which will serve the transportation needs of all sectors of the City of Boynton Beach in a safe, efficient, cost effective, and aesthetically pleasing manner that promotes multi-modal transportation options, such as walking, bicycling, and transit." Figure 3. Integrating Land Use, Transportation, Parking & Funding Objective 2.4 "The City shall develop and .ScGRATj maintain a safe, convenient, multi-modal oFg. •N6 transportation system, including walking, (� t ., < bicycling, and public transit, which will R.' Q . "9 meet future as well as current 0 i 20 transportation needs, particularly within C the TCEA and the CRA." .D c:;1 A -i), 4"64 P1 E Policy2.6.3 "The Citymayseek to repeal •• and replace Palm Beach County ..A Mi.. ■.r •: S� 7 ii :: •i• , .. j transportation concurrency, proportionate 'A9� 411// O� fair share and road impact fees with a ' P1c\ 1 Mobility Fee based upon a Complete ck •,' Streets Mobility Plan. Repeal of Palm Beach 7-RANSPG '°cp�\z County transportation concurrency, k1ais �� proportionate fair-share and road impact fees will require consultation with Palm Beach County. The City may also apply a Mobility Fee to the city-maintained facilities, repealing City transportation concurrency and proportionate fair-share applicable to local roadways." Policy 2.6.4"The Mobility Fee may be implemented and adopted citywide or may be adopted only for specific areas or districts within the City. For each such specific area or district, an adopted Mobility Fee shall replace both Palm Beach County transportation concurrency, proportionate fair-share and road impact fees and City transportation concurrency and proportionate fair- share." lci 2025 NUE Urban Concepts.LEC.All rights reserved. Page 20 rB�-----CITY O F_--��- BOYNTON Mobility Fee Technical Report E A C H Policy 2.6.12 "The Mobility Fee would be a one-time assessment on new development or redevelopment that results in an impact to the transportation system through an increase in vehicular trips or vehicular miles of travel or an increase in person trips or person miles of travel. The Mobility Fee, consistent with State Statute, shall be required to meet the dual rational nexus test and shall be reasonably attributable to the travel demand impact of new development, infill and redevelopment." Policy 2.6.13 "The Mobility Fee may include provisions to encourage and incentivize new development, infill and redevelopment within targeted areas of the City. The Mobility Fee may also include provisions to encourage affordable and workforce housing, mixed- use, multi-modal supportive development, and desired land uses that increase employment and attract economic development." Policy 2.6.14 "An application for private development may not be required to pay a Mobility Fee and also meet transportation concurrency, proportionate-fair share and road impact fees to the extent the Mobility Fee address the same facilities and travel demand impacts as would be addressed through the application of transportation concurrency, proportionate-fair share and road impact fees for City and/or County or State maintained facilities." Policy 2.6.15 "In consideration of a future Complete Streets Mobility Plan, the City may review the Land Development Regulations to consider incentives for and accommodate the needs of compact four-and-two-wheel vehicles (such as hybrids, smart cars, and vespas/scooters, etc.) by assessing the parking requirements and other provisions of the code." The Remainder of This Page is Intentionally Left Blank ;c 2025 NUE Urban Concepts,RE.All rights reserved. Page 22 tBCITY OF----------- BOYNTON Mobility Fee Technical Report E A C H VEHICLE MILES OF TRAVEL (VMT) The growth in vehicle miles of travel (VMT) is one of the factors evaluated to determine the need for future Mobility Projects within the Mobility Study Area. The evaluation of future vehicle miles of travel (VMT) includes minor and major collectors as well as arterials. The VMT analyses includes City, County,and State roads within the Mobility Study Area (Map C).The growth rates from the model data used for the 2045 LRTP were used to determine the VMT growth of 396,230 within the Mobility Study Area between 2024 and 2045 (Table 2). TABLE 2. GROWTH IN VEHICLE MILES OF TRAVEL (VMT) Year VMT Arterials & VMT Limited VMT All Collectors Access 2024 (Mobility Plan base year) 975,600 1,937,230 2,912,830 2045 (Model & Plan future year) 1,344,830 2,024,470 3,369,300 VMT increase (2024 to 2045) 369,230 87,240 456,470 Source: Projected growth in VMT prepared by NUE Urban Concepts, LLC based on the Traffic Characteristics Data for the Mobility Study Area(Appendix D).The VMT data were calculated based on applying the annual growth rate of 1.54% in VMT based on base year and future year model data for the Mobility Study Area (Map C). The VMT increase is based on the difference between 2024 and 2045. The major roads network does not include roads classified as local. The projected increase in VMT for the arterial and collector roads in the Mobility Study Area is projected to increase by 37.8%[(1,344,830—975,600)=369,230;(369,230/975,600)=0.378%)].The annual growth rate of 0.21%for 1-95 is significantly lower than for arterials and collectors(SEFRPM 8.541).The limits for 1-95 extend from Atlantic Ave (SR 806) in Delray Beach to Lantana Road in Lantana to account for travel to the next interchange exits outside the Mobility Study Area. The VMT data for limited access facilities (i.e., Interstate 95) will be used to adjust the travel demand for land uses established in the mobility fee schedule. Travel on limited access facilities is excluded from both road impact fee and mobility fee studies as the limited access facilities serve intercity and regional travel. Furthermore, improvements to Interstate 95 would be funded through federal and state gas tax revenues. The data for limited access facilities extend roughly one mile (1) north and three (3) miles south of the Mobility Study Area to account for travel to the next Interstate 95 interchange. is;2025 NUE Urban Concepts,IEC.All rights reserved. Page 24 --CITY OF- BOYNTO N Mobility Fee Technical Report BEACH The projected increase in PMT within the Mobility Fee Study Area, excluding 1-95, between the Mobility Plan base year of 2024 and the future year of 2045 is 568,614 (Table 3). The increase was calculated per the formula illustrated in Figure 4.The projected person miles of travel (PMT) increase of 586,614 demonstrates that there are future person miles of travel demand projected by 2045 that will result in the "need" for Mobility Projects to accommodate the increase in person travel demand (Table 3). The documented increase in PMT and the identification of updated Mobility Plan Projects, consistent with the "needs" test of the dual rational nexus test. TABLE 3. INCREASE IN PERSON MILES OF TRAVEL (PMT) Vehicle&Person Miles of Travel (VMT&PMT) 2024 Mobility Plan Base Year 2024 Base Year Vehicle Miles of Travel (VMT) 975,600 Person Miles of Travel factor(PMTf) 1.54 2024 Base Year Person Miles of Travel (PMT) 1,502,424 2045 Mobility Plan Future Year 2045 Future Year Vehicle Miles of Travel(VMT) 1,344,830 Person Miles of Travel factor(PMTf) 1.54 2045 Future Year Person Miles of Travel (PMT) 2,072,038 Increase in VMT& PMT Vehicle Miles of Travel increase (VMTi) 369,230 Total Increase in Person Miles of Travel(PMTi) 568,614 Source:The 2045 VMT increase was obtained from Table 2. PMTi obtained by multiplying VMTi by 1.54(Figure 4.) The Remainder of This Page is Intentionally Left Blank (d 2025 NUE Urban Concepts.llC.All rights reserved. Page 26 --CITY OF--------- BOYNTON Mobility Fee Technical Report BEACH The street QOS standards are the inverse of roadway LOS standards in that as speed limits go down, street QOS goes up and provides the City with increased flexibility to design safer streets for all users. Whereas, for roadway LOS, as speed limits go down, road LOS also goes down, requiring the City to look at ways to add road capacity. Street QOS standards that promote slower speeds provide planners and engineers with greater flexibility to implement innovative street designs, such as low speed streets, shared streets, complete streets, appropriately sized travel lanes, and locating buildings and trees closer to travel lanes. To ensure streets are designed to be safer for all users, design speeds are intended to be based on posted speed limits.This approach differs greatly from the 85th percentile speed of travel traditionally used to design road and streets based on the speeds at which 85% of drivers travel. This traditional approach prioritizes driving vehicles. The proposed QOS standards prioritize slower speeds, where more people walk and bike, and recognizes higher posted speeds are more appropriate on corridors carrying higher volumes of motor vehicles. The QOS standards and corresponding posted speed limit for the City are proposed to vary by both geographic location and type of multimodal facility, street, and roadway (Figure 5). The adoption of Street QOS standards is the first step in providing increased flexibility in street design and moving towards the goal of zero fatalities (aka Vision Zero). FIGURE 5. STREET QUALITY OF SERVICE (QOS) STANDARD AS SPIED INCREASES.SO DOES THE NSA 010156 NA CRASH MOVING TOWARDS CITY OF BOYNTON BEACHi-AIAUIY VISION ZERO,SERVCESTANDARD9 BB E A H 10 -X-XAA'XAAA A 0% WENT DESIGN SPEED=POSTED SPEED CITYWIDE 20 AAA ' A -X.Xt 5/ POSTED SPEED LIMIT APPROPRIATE LOCATIONS LOCAL !ET. :: P:: TSON4C20 Y MOIFICOOW30 A' tilt 45°/2 VEHICLE �S }'-,. 0ETf.ALONG WITH fCLE(I QUALITY OF SERVICE(CLOS)B 5 ARTERIALS AND COLLECTORS WITH RIGHTOF-WAY 25 MODIFC.SflO TOtiOW VEHICLEsPEEOS 40 M I' Uy 0 Q50/ I.lo MAJOR COLLECTORS AND MINOR ARTERIALS.SE LEC T QUALITY OF SERVICE(CLOS)C1 MINOR COLLECTORS AND PRINCIPAL ARTERIALS 30 NIGHER SPEEDS REDUCE NOT ONLY THE SIGHT DISTANCE BUT ALSO IRE REACTION TIME A DRIVER NEEDS TO AVOID A COLLISION QUALITY OF SERVICE(CLOS)D SELECT COLLECTORS.ARTERIALS =., (t�1t 35 j S v``, F PRINCIPAL ARTERIALS.LIMITED ACCESS ROADS.SELECT I ' I•' �, `� QUALITY OF SERVICE(CLO$)E tn. ;I' ARTERIALS AND RURAL HIGHWAYS(ARTERIAL OR 140 COLLECTOR) IQIS MPH 1) 30 MPH` 0 Nj • POST LEI WELL/LIN K.M A S.W .LOWER*PEE OS V/OOLO ALIO SE DOS A .��yr •.POSTED SPEED LIMIT IS WHIMUM.HIGNER SPEEDS WOULD ALSO=OOt[ .. \,'L jt. �Tt SOURCE:0(15 STANDARDS ESTABLISHED BV NUE URBAN CONCEPTS.LLC T'� .It'. : 1 1`j Al' C DOS STANDARDS WORN W CONJUNCTION WITH AREAWIDE ROADWAY LEVEL OF SERVICE STANDARDS DOS - �� STANDARDS ARE INTENDED TO ALLOW FOR LOWERING VEHICLE SPEEDS AND INCREASING FLEXIBILITY TO DESIGN L YL.YY1 • f E. \vim ROADS AT THE DESIRED SPE ED OF TRAVEL IPOSTEOSPEEDI VS TRADITIONAL APPROACHES USING 85TH PERCENT ILE 20 MPH 0 40.RRII 44 SPEED OR THE ACTUAL OR ANTICWATED SPEED OF TRAVEL 00S STANDARDS ARE APPLICABLE AS PART OF AN ®- lL� M OVERALL VISION ZERO OR SAFER STREETS PROGRAM AT A NEIGHBORHOOD.DESIGNATED AREA OR COMMUNITY WIDE agratits E R LWSM�I1Ir .iS •EariSSB.L YEIb.d SO ^TA',. SCALE.SEE ADOPT ED 20E5 MOBILITY PLAN FOR FURTHER USE Or 005 STANDARDS . ts AT*-.H.- i !—e �. BB IEypl [E 2025 NUE Urban Concepts.[IC.All rights reserved. Page 28 Y--CITY OFw.- BOY N TO N Mobility Fee Technical Report B E A C H As the City continues to transition its transportation system from one that prioritizes moving cars towards a multimodal system that emphasizes moving people, there may need to be an update of standards to guide the retrofit of existing streets and the design of future streets serving new development. Proposed Curbless Shared Streets and Walking and Streetscape Enhancements would be the ideal streets to implement higher Streets QOS Standards. The proposed multimodal QOS standards, which are based on multimodal facilities rather than performance measures, are used to establish multimodal capacities for the mobility fee calculations. The proposed multimodal QOS standards can also be used for: (1) performance measures; (2) mobility planning; (3) design standards; and (4) prioritizing multimodal projects. The proposed multimodal Q05 standards for people bicycling and walking on off-street sidewalks, paths, and trails are based on: (1)the width of the facility(i.e., bike lane, path, sidewalk); (2)the type of physical separation between multimodal facilities and travel lanes for cars, SUVs, and other motor vehicles; and (3) the posted speed limit. The following are multimodal 005 standards for people bicycling and walking on off-street multimodal facilities: (Figure 7): Figure 7. Bicycling and Walking Quality of Service(QOS) Standards CITY OF MOVING Tr" " Rte! BOYNTON BEACH --CITY 0f------ OFF MULTIMODAL B visION ZERO QUALITY OF SERVICE(QOS) BEACH FOR BICYCLING&WALKING FACILITY TYPE ROW FEATURES (SEE NOTES FOR ROW WITH MULTIPLE FEATURES) LIMITED LANDSCAPE ON-STREET LANDSCAPE SPEED LIMIT OFF-STREET ST I�+ SEPARATION STREET PARKING OR BUFFER 25 MPH OR TREES PHYSICAL LESS BARRIER BOARDWALK,SHARED-USE PATH, B A A A A SIDEWALK,TRAIL(10'OR WIDER) PATHWAY(8'TO 9'WIDE) C B B B B SIDEWALK(6'TO 7'WIDE) D C C C C SIDEWALK(4'TO 5'WIDE) E D D D D NUE URBAN CONCEPTS 6'45 14v075NO Urbe•onespt lIC UE SOURCE:QOS STANDARDS ESTABLISHED BY NUE URBAN CONCEPTS.LLC •iBIS NO I/rhn Ln�aga llC Al Rphe q..ervd INTENT:MOBIITY PLANNING AND MEASURE PERFORMANCE OF MULTIMODAL PROJECTS OVER TIME. www.nueurbanconcepta.com(rysa 5,) NOTES:THE PRESENCE OF TWO ROW ELEMENTS.EXCEPT FOR LIMITED SEPERATION,SUCH AS ON-STREET PARKING AND STREET TREES WOULD RESULT IN AN INCREASE IN ONE ADDITIONAL LETTER GRADE.FOR EXAMPLE.A TEN(1 O)FOOT WIDE PATH WITH STREET TREES AND ON-STREET PARKING WOULD RESULT IN A QOS OF"A-.THE PRESENCE OF THREE OR MORE ROW ELEMENTS.EXCEPT FOR LIMITED SEPARATION.SUCH AS A FIVE(5)FOOT SIDEWALK.WITH A LANDSCAPE BUFFER AND A POSTED SPEED LIMIT OF 25 MPH WOULD RESULT IN A QOS OF C .OR AN INCREASE OF TWO LETTER GRADES.PHYSICAL BARRIER INCLUDES ANY TYPE OF PERMANENT.PHYSICAL VERTICAL SEPARATION.GRASS BUFFER MUST BE AT LEAST FIVE(5)FEET IN WIDTH BETWEEN VEHICLE TRAVEL LANES AND THE FACILITY.LANDSCAPE INCLUDES VERTICAL LANDSCAPE ELEMENTS THAT WOULD PROVIDE A DEGREE OF PROTECTION FOR MULTIMODAL USERS. 1 2025 NUE Urban Concepts.LEC.All rights reserved. Page 30 —CITY OF�-,- B BE A CN H OYNTON Mobility Fee Technical Report FIGURE 9. TRANSIT QUALITY OF SERVICE (QOS) STANDARDS fir` l,i if'' TY /'! P `?c CITY BOYNTON BEACH -- - - VISIONZERO TRANSIT QUALITY OF t-BOYNTON EACHSERVICE(UOS) STANDARD E A C H REGIONAL TRANSIT PROVIDERS REPRESENTATIVE OF CITY TRANSIT FREQUENCY OF SERVICE RAIL BUS MICROTRANSIT TROLLEY I' 10 MINUTES OR LESS A A A A 15 MINUTES A A B A 20 MINUTES A B C B 30 MINUTES B C D C 45 MINUTES C D E D 60 MINUTES D E E E SOURCE:QOS STANDARDS ESTABLISHED BY NUE URBAN CONCEPTS.LLC NUE UREIAN CONCEPTS UE$ UNO USE N08111i PIPING fii INTENT:EVALUATE PERFORMANCE OF EXISTING OR PROPOSED TRANSIT SERVICE. K 2025 NUE Urben Concepts.LLC.All Rights Reserved www.nueurbenconcepts.com psrmQa NOTES: A SPAN OF SERVICE EXCEEDING 16 HOURS WOULD RESULT IN AN INCREASE IN ONE ADDITIONAL LETTER GRADE. A FUNCTION OF BEING ABLE TO ACHIEVE QOS A AND B FREQUENCY IS THF PROVISION OF MULTIMODAL LANES AND WAYS.DEDICATED TRANSIT LANES.AND HOV LANES. The City's currently adopted roadway LOS standards are primarily intended to implement transportation concurrency and identify the need for additional road capacity on a segment-by- segment basis. It is also recommended that the City consider proposed multimodal QOS standards for Complete Streets, walking, bicycling, micromobility, and transit. These multimodal QOS standards promote creating a safe and efficient multimodal system to encourage walking, biking, and transit use. The proposed multimodal QOS standards will allow for effective mobility planning, measuring mobility plan performance over time, developing Complete Street design standards for new and retrofitted streets, and developing mobility criteria to be met by new development. i[i 2025 NUE Urban Concepts.EEC.All rights reserved. Page 32 —CITY OF�_ BOYNTO N Mobility Fee Technical Report BEACH Figure 11. Multimodal Elements \�/ MOBILITY:THE ABILITY TO MOVE PEOPLE BETWEEN THEIR STARTING 0,)t II PLACE (ORIGIN) TO THEIR DESTINATION BY MULTIPLE WAYS (MODES. SUCH AS/�� (SPEED)ANDALK, BIKE, TRANSIT,EFFICIENT MANNER, VEHICLE) OF TRAVEL IN A TIMELY •�:W cr_i= EQUITY: THE ABILITY TO ACCESS RELEVANT ACTIVITIES SUCH AS EMPLOYMENT, EDUCATION, ENTERTAINMENT, HEALTH CARE, ii'VAT. PERSONAL SERVICES. RECREATION. AND RETAIL OPPORTUNITIES BY L '` PEOPLE OF ALL AGES.ABILITIES, RACE,AND SOCIOECONOMIC STRATA CL, ; — WITHOUT UNDUE AND UNJUST BURDEN. PEOPLE HAVE A LW] _ FUNDAMENTAL RIGHT TO MOVE AROUND EASILY. SAFELY. AND Z CONVENIENTLY. 0 a C� • -5- ACCESSIBILITY:THE EASE AT WHICH PEOPLE OF ALL ABILITIES AND Q OM AGES REACH. ENTER.AND USE MODES OF TRAVEL AT THE ORIGIN AND o )•..• DESTINATION OF THEIR TRIP. PROVIDING AMERICANS WITH DISABILITIES ACT(ADA)COMPLIANT CURB ACCESS RAMPS AT ORIGINS. w = DESTINATIONS. INTERSECTIONS. DRIVEWAYS. AND MID-BLOCK Z o CROSSINGS IS IMPERATIVE TO REMOVING IMPEDIMENTS TO ACCESS. Z FE ' CONNECTIVITY: THE NUMBER OF ROUTE OPTIONS PEOPLE HAVE O �p . AVAILABLE TO THEM AND THE DIRECTNESS AND/OR DISTANCE OF co THOSE ROUTES. INNOVATIVE APPROACHES TO ENHANCE ' ECTIVITY.SUCH AS c Ri TRAIILS MPROVE MOBIL TYOAND ACC SSI BILIRTW SPEED OR Y D STREETS.PATHS AND v) O Z E c VISIBILITY: THE FREQUENCY AT WHICH THOSE DRIVING A VEHICLE y C. SEE PEOPLE WALKING, BICYCLING, SCOOTING. AND ACCESSING =I- TRANSIT. MORE PEOPLE WALKING AND BIKING EQUATES TO GREATER co AWARENESS THAT PEOPLE WALK AND BICYCLE (AKA SAFETY IN a U = NUMBERS. O o U U = = co CONTINUITY: THE PROVISION OF UNINTERRUPTED SIDEWALKS, / ` PATHS. TRAILS, AND BIKE LANES IN WIDTH AND CONDITION WITH ,, CU / \ LOGICAL BEGINNING AND ENDPOINTS. ROADS DO NOT SUDDENLY END z C OR CHANGE WIDTH WITHOUT WARNING:NEITHER SHOULD SIDEWALKS Lra cv OR BIKE LANES. 3 N c 3 0SAFETY: PHYSICAL DESIGN ELEMENTS OF THE BUILT ENVIRONMENT A( O 1 THAT MAKE THE MULTIMODAL TRANSPORTATION SYSTEM COMFORTABLE AND PLEASANT FOR ALL AGES AND ABILITIES. e t TRIP0COMFORT:THE SUM OF ALL THE MULTIMODAL ELEMENTS, PLUS THE OVERALL QUALITY OF THE BUILT ENVIRONMENT PROVIDED FOR THE VARIOUS MOBILITY MODES THAT ALLOW FOR COMFORTABLE TRAVEL. SATISFACTION, IMPROVED TRAVEL CHOICES. AND MINIMIZES TRAVEL TIME AND DISTANCETO USE NON-VEHICULAR MODES. L SOCIAL VALUE: THE PEOPLE-TO-PEOPLE CONNECTIONS ONE 41) EXPERIENCES IN A SHARED SPACE ENVIRONMENT, WHETHER BIKING. WALKING, OR RIDING TRANSIT. THE SOCIAL VALUE OF THESE INTERACTIONS CAN ENHANCE THE QUALITY OF LIFE IN THE COMMUNITY THROUGH ACTIVE ENGAGEMENTS. Irl 7025 NUE Urban Concepts.LIC.All rights reserved. Page 34 ----CITY OF_ BOYNTON Mobility Fee Technical Report BEACH STREETS PLAN The Streets Plan emphasizes improving accessibility, connectivity, and mobility within Boynton Beach. The Streets Plan consist of the following types of projects: (1) Walking & Streetscape Enhancement; (2) Curbless Shared Streets;and (3) Complete Street Roadway Widening(Map D).The detail for the Streets Plan includes the limits, length and description for each project, along with the associated planning level cost, person miles of capacity, reasonably anticipated sources of funding, and a projected timeframe (Appendix F). Walking&Streetscape Enhancement Updated mobility plan projects for Walking&Streetscape Enhancement are proposed to be designed prioritize walking with lower speeds, safer crossings, and in longer blocks and key destinations providing mid-block crossings with appropriate traffic calming and streetscape measures. Walking & Streetscape Enhancement projects could be provided through the construction of wider sidewalks and streetscape improvements as part of resurfacing or new road, intersection, or safety improvements. The City may desire to update standards in its Land Development Regulations to require new development to be setback from the adjacent street right-of-way at a distance that will accommodate wider sidewalks, along with room for on-street parking, streetscape features such as shade-trees and seating areas. The City may also consider offering new development mobility fee credits or reimbursements through the construction of off-site sidewalk and streetscape improvements that are beyond the limits or boundaries of the development that help to create an environment that is welcoming to people walking and accessing transit. Curbless Shared Streets Curbless Shared Streets are a relatively new concept in the U.S. The recent reconstruction of portions of Clematis Street and Rosemary Avenue within Downtown West Palm Beach are both examples of Curbless Shared Streets. These Streets prioritize creating a walkable environment where vehicles drive slow enough to allow for people to safely bicycle and access transit circulators within shared travel lanes. East Ocean Avenue between US 1 and Seacrest is an ideal initial corridor for conversion to a Curbless Shared Street within Downtown. Complete Street Roadway Widenings The Streets Plan does include proposed widenings of portions of SE/SW 23rd Avenue, Miner Road, and SW 8th Street to construct either center turn lanes or raised landscape medians, along with enhanced multimodal improvements for people walking and bicycling.The Streets Plan also includes the widening of High Ridge Road to four(4) lanes between Gateway Blvd and Miner Road,along with enhanced multimodal improvements for people walking and bicycling. id 2025 NUE Urban Concepts.LLC.All rights reserved. Page 36 -��--CITY OF' - BOYN TO N Mobility Fee Technical Report BEACH Major Multimodal Corridors The concept behind Major Multimodal Corridors is similar to major arterial or collector roads. Major Multimodal Corridors feed into the Principal Multimodal Corridors,just as major arterial and collector roads feed into principal arterials for the motor vehicle transportation system. Major Multimodal Corridors connect residents with schools, parks, and major destinations with the Principal Multimodal Corridors.There are a total of six(6) Major Multimodal Corridors. The first is a Major Multimodal Corridor east of 1-95 that connects the Principal Multimodal Corridor to Downtown,the future FEC Rail Station,and the Woolbright Mobility District.The second is a Major Multimodal Corridor west of 1-95 that connects the TRI-Rail Station with Boynton High School, Renaissance Commons, the Boynton Beach Mall, and Congress Middle School. The third is a Major Multimodal Corridor that runs along US 1 (Federal Highway) that will connect several proposed water taxi stops within parks along the intracoastal with Downtown and the Woolbright Mobility District. The fourth is a Major Multimodal Corridor that connects US 1, the Principal and Major Multimodal Corridors East, Galaxy Elementary, Galaxy Park, and Barton Memorial Park. The fifth and sixth Major Multimodal Corridors are along Gateway Blvd and Boynton Beach Blvd to provide east-west connectivity. Minor Multimodal Corridors The concept behind Minor Multimodal Corridors is similar to minor arterial or collector roads. Minor Multimodal Corridors feed into the Principal and Major Multimodal Corridors,just as minor arterial and collector roads feed into major and principal arterials for the motor vehicle transportation system. Minor Multimodal Corridor tend to provide connectivity between residents and a specific school, park, or major destination.These tend to be shorter overall routes, but are a key component to providing a convenient, safe, and visible multimodal network. Boardwalks The Multimodal Corridors Plan identifies several boardwalks project along the intracoastal. The boardwalk projects are intended to fill in gaps between existing publicly accessible boardwalks and docks.These boardwalks would either be freestanding wooden structures or provided in conjunction with docks or seawalls.The boardwalks will provide enhanced connectivity to existing City parks and may serve as docks or stops for future water taxi services. Future updates of the Mobility Plan may include connections to other boardwalks, to the extent there is permission and easements granted by private property owners to allow access to the public or there are future developments that provide publicly accessible boardwalks, or seawalls have to be constructed either within public lands or with assistance by a governmental entity that requires public access. NI 2025 NUE Urban Concepts,RC All rights reser-Rd. Page 38 - CITY OF --- BOYN TO N Mobility Fee Technical Report BEACH Transit Circulators The Transit Plan identifies five (5)transit circulators connected to mobility hubs throughout the City. The transit circulators are proposed to be either 15 to 25 passenger vehicles or smaller low speed vehicles that can accommodate anywhere from three (3) to eight (8) passengers. The following are the five (5) proposed transit circulator routes (routes subject to change upon further evaluation): (1) Downton to Beach is the first route and is already being provided from Downtown to Ocean Front Beach Park. (2) Downtown to Mall is the second route and would connect the Downtown mobility hub to a mobility hub proposed at the Boynton Beach Mall. (3) Circulator East is the third route that is proposed to primarily run along Gateway Blvd and US 1 and connect mobility hubs at the TRI-Rail Station, Downtown, and in the Woolbright Mobility District. (4) Circulator West is the fourth route that is proposed to connect mobility hubs at the TRI-Rail Station, Renaissance Commons,the Mall, SW 8th Street,and the Woolbright Mobility District. (5) Woolbright to Hospital is the fifth and final proposed route and would connect mobility hubs at the Woolbright Mobility District and the Bethesda Baptist Memorial Hospital. Passengers from the Hospital could then access Downtown, the Mall, or TRI-Rail riding either the Circulator East or West routes from the Woolbright Mobility District. Mobility Hubs Mobility hubs are locations where multiple ways (modes)to travel (e.g., walk, bike,transit) converge and feature various amenities (e.g., covered waiting areas, pick-up / drop-off lanes), that allow a person to easily switch modes of travel to reach their destination.The Transit Plan identifies ten (10) potential mobility hubs within the City, all interconnect by proposed transit circulators. The final location of mobility hubs shall be determined through further evaluation and potential partnerships with existing developments, redevelopment, and existing property owners. The Downtown mobility hub is proposed to feature a parking structure. There is an existing parking structure at the proposed mobility hub within the Woolbright Mobility District at the NW corner of US 1 and Woolbright Road. There are several large surface parking lots at the Boynton Beach Mall and the TRI-Rail Station that could be repurposed as mobility hubs. Mobility hubs are proposed in the vicinity of US 1 and Gateway Blvd, MLK Jr. Blvd and Seacrest, Bethesda Baptist Memorial Hospital, SW 8th and Woolbright, and within the Renaissance Commons development. As part of the City's update of the Complete Streets Mobility Plan, mobility hubs will be further refined. H 2025 NUE Urban Concepts.LIC.All rights reserved. Page 40 ------- CITY O F' - BOYNTON Mobility Fee Technical Report BEACH MOBILITY FEE The basis for the City of Boynton Beach Mobility Fee is the updated Mobility Plan Projects identified to meet future travel demand from new development,consistent with Florida Statutes 163.3180 and 163.31801. Development is defined as "any new residential and non-residential construction or expansion of building(s), lanes(s), structure(s), or any changes in the use of any building(s) or structure(s) or land use that will generate additional impact on the city's public facilities." Impact is defined as "any new development that results in an increase in person travel demand above the demand generated by the existing use of property." The updated mobility plan projects are intended to provide the person miles of capacity needed to meet future person miles of travel demand, consistent with the "needs" requirement of the dual rational nexus test. The mobility fees collected from new development are to be used to fund the updated mobility plan projects that provide a mobility benefit to new development and accommodate the increase in person travel demand from that new development, consistent with the "benefits" requirement of the dual rational nexus test(Figure 13). Figure 13. Mobility Projects and Mobility Fee 1? PR 00 . E_ Ts.FROGRq S ' SJo �MF 1•0000 1;1 • • Nilik' p A -en At iv' t i ;I 6. 46 ti\i, , co G III ■ ■ ■■ k' . . In e 111 • • ■■■ • ■ ■ • ■ . ■ a a ■ . O 11 ■ ■ 1 I ■ ■ 77 I • 7 III ■■■ ..a " ' °8I LIT`l F c�°`��`S. 612025 NUE Urban Concepts.llC.All rights reserved. Page 42 CITY OF_ .... NBOYNBE A C H TO N Mobility Fee Technical Report Figure 14: Existing Conditions Evaluation Factor (ECEf) Existing Conditions Evaluation factor(ECEf) 2 VMC= (2 VMCmic + y VMCmac + >VMCmia + 2 VMCpa) 2 VMT= (2 VMTmic + 2 VMTmac + 2 VMTmia +2 VMTpa) ECEf= (VMC/VMT) If ECEf> 1.00, then the ECEf is set at 1.00 Where: VMC = Vehicle Miles of Capacity (Appendix D) VMT = Vehicle Miles of Travel (Appendix D) mic = Minor Collector mac = Major Collector mia = Minor Arterial pa = Principal Arterial ECEf = Existing Conditions Evaluation factor(Table 4B) Prepared by NUE Urban Concepts,LLC A VMC/VMT ratio greater than 1.00 indicates that the current system has adequate capacity to accommodate existing traffic. The VMC/VMT ratio is 2.63 based on the existing conditions evaluation (Table 4B). Thus, development activity is not being assessed for any system-wide deficiencies. For the Mobility Fee calculation, the ECEf will be set to 1.00. TABLE 4B. EXISTING CONDITIONS EVALUATION FACTOR (ECEf) Functional Classification Length (miles) 2024 VMC 2024 VMT VMC/VMT Minor Collector IM 12.7 11 81,560 248,170 3.04 Major Collector 17.2 201,700 619,660 3.07 Minor Arterial 11.1 299,810 805,440 2.69 Principal Arterial 10.4 392,530 891,070 2.27 Total 51.3 975,600 2,564,340 2.63 Source:Existing conditions are based on Traffic Characteristics Data for the Mobility Study Area (Appendix D). (c12025 NUE Urban Concepts,UC.AU rights reserved. Page 44 CITY OFA BOYNTO N Mobility Fee Technical Report BEACH REASONABLY ANTICIPATED FUNDING The availability of funding for the updated Mobility Plan Projects over the next 20 years is projected to come from a variety of funding sources. These sources include the City, the Community Redevelopment Authority (CRA), new development, the federal government, Palm Beach County, partnerships, the State of Florida, and various transit providers. The updated Mobility Plan Projects is the first step in a multi-step process to fund mobility within the City. Proactively collaborating with new development is a way to advance Mobility Projects by entering into partnerships to extend these projects beyond development boundaries. Palm Beach County and Boynton Beach could allocate a portion of gas taxes and infrastructure sales tax towards updated Mobility Plan Projects. However, gas taxes have been declining locally, statewide, and nationally as vehicles have become more fuel efficient and the percentage of electric vehicles and hybrid vehicles increase. The federal government has not raised gas taxes in a number of years. The State of Florida annually adjust gas taxes on the first day of the year based on the prior year Consumer Price Index to adjust for inflation. The vast majority of gas taxes at all levels of government are largely earmarked for maintenance and operations of the existing transportation system, leaving minimal revenues available for new capacity and multimodal improvements. There has been some discussion of a VMT tax to replace the gas tax at the federal and state level. Given the current political climate,a VMT tax is unlikely to pass anytime soon. However,as a greater number of electric vehicles and autonomous vehicles come online,there may be renewed interest in replacing the gas tax with a VMT fee in the future. The County's infrastructure sales tax, if renewed by referendum of the registered residents of Palm Beach County, provides a broader opportunity to have available funds to contribute towards updated mobility plan projects. The Palm Beach TPA has available federal and state funding identified through the 2045 Cost Feasible Long Range Transportation Plan (LRTP). A large portion of projected funding is allocated towards improvements on the Strategic Intermodal System (SIS), with a significant amount of the funds allocated toward the Florida Turnpike and Interstate 95. Historically, the Palm Beach TPA has a number of funding opportunities through grants and various pool of funds identified in the LRTP to allocate towards mobility plan projects. Funding for mobility projects for federal and state roads would be allocated through the most recently adopted LRTP and the five year FDOT Transportation Improvement Program (TIP). Il 2025 NUE Urban Concepts,LEC.All rights reserved. Page 46 Mr..."-- —CITY OF_ BOYNTON Mobility Fee Technical Report BEACH NEW GROWTH EVALUATION (NGE) A new growth evaluation has been conducted to ensure that new development is not paying for more than its attributable share of the cost of the updated Mobility Plan Projects, as required by Florida Statute.The new growth evaluation factor (NGEf) is based on the increase in person miles of travel (PMT) and person miles of capacity (PMC) from the Mobility Projects (Figure 15). FIGURE 15. NEW GROWTH EVALUATION FACTOR (NGEf) New Growth Evaluation factor(NGEf) NGEf= (PMTi/ PMCi) If NGEf> 1.00,then the NGEf is set at 1.00 Where: PMTi = Person Miles of Travel increase (Table 3) PMCi = Person Miles of Capacity increase (Table 5) NGEf = New Growth Evaluation factor(Table 7) Prrpare•d by NUI Urban Conncpte,llC The new growth evaluation factor (NGEf) is 1.13 (Table 7). A NGEf ratio that is less than 1.00 indicates that more capacity is being planned than what is needed to meet future demand. The calculated NGEf ratio is greater than 1.00. Thus, the updated Mobility Plan Projects are not assessing new development for more person miles of capacity (PMC) than what is needed to accommodate the projected increase in person miles of travel (PMT). For purposes of the calculation of the Mobility Fee rate, the new growth evaluation factor (NGEf) is set to 1.00. TABLE 7. NEW GROWTH EVALUATION (NGE) Increase in Person Miles of Travel (PMTi) 568,614 Increase in Person Miles of Capacity(PMCi) 503,425 New Growth Evaluation factor (NGEf) 1.13 Source:The increase in person miles of travel is based on Table 3.The increase in person miles of capacity is based on Table 5. The new growth evaluation calculation is based on the formula in Figure 15. k',2025 NUE Urban Concepts ILC.All rights reserved. Page 48 --.--CITY OF`--��- BOYN TO N Mobility Fee Technical Report B E A C H The following is the calculation for the Person Miles of Capacity Rate (PMCr) illustrated in Figure 16: (SPc+MCPc+ TPc+MPPc)=PLC;(SPf+MCPf+TPf)=AF (PLC-AF)=PLCa;((PLCa x ECEf)x NGEf)=MPCa;(MPCa/PMCi)=PMCr. ($110,534,256 + $101,350,000+ $50,410,000 + $9,675,000) = PLC of$271,969,256 ($21,906,756+ $32,871,500+ $39,205,000) = AF of$93,982,000 ($271,969,256- $93,982,756) = $197,986,500; (($197,986,500 x 1.00) x 1.00) = $197,986,500; ($197,986,500/ 503,425) = $393.28 With an assignable Mobility Plan Cost (MPCa) of $197,986,500 and a Person Miles of Capacity increase (PMCi) of 503,425, the calculated Person Miles of Capacity PMC rate (PMCr) is $393.28 (Table 8). The PMCr will be multiplied by the Person Travel Demand per land use on the Mobility Fee schedule to calculate the Mobility Fee rate per land use. TABLE 8. PERSON MILES OF CAPACITY RATE (PMCr) Planning Level Cost(PLC) $271,969,256 Anticipated Funding(AF) $93,982,756 Attributable Planning Level Cost (PLCa) $197,986,500 Existing Conditions Evaluation Factor (ECEf) 1.00 New Growth Evaluation Factor (NGEf) 1.00 Assignable Mobility Plan Cost (MPCa) $197,986,500 Increase in Person Miles of Capacity (PMCi) 503,425 Person Miles of Capacity Rate (PMCr) $393.28 Source:Street Plan PLC and AF(Appendix F). Multimodal Corridor Plan PLC and AF(Appendix G1).Transit Plan PLC and AF(Appendix H). Mobility Plan Programs(Appendix I).The Attributable Planning Level Cost(PLCa)of mobility projects per the calculation in Figure 16.The Existing Conditions Evaluation factor(ECEf) is obtained from Table 4B.The New Growth Evaluation factor (NGEf) is obtained from Table 7. Per Miles of Capacity increase(PMCi) per Table 5.The Person Miles of Capacity Rate(PMCr)are determined per Figure 16. K 7075 NUE Urban Concepts.EEC.All rights reserved. Page 50 rB--�-CITY OF _ BOYNTON Mobility Fee Technical Report E A C H While ITE's Trip Generation Handbook does not recognize pass-by rates for uses other than retail, pass-by rates are utilized for uses such as medical offices, day care, entertainment, and recreation use to reflect how people move about the community. A pass-by trip is a trip that is traveling and stops at another land use between an origin point (commonly a dwelling) and a destination (place of employment). The detail for the % new trips is included in Appendix N. Vehicle Trip Length (VTI) The vehicle trip length(VTI) is used to calculate the vehicle miles of travel for land uses in the mobility fee schedule. Vehicle trip lengths are based on the 2022 National Household Travel Survey (NHTS). The NHTS vehicle trip length data is based on travel surveys collected for the South Atlantic Region of the U.S., which includes Florida. The travel surveys are from metropolitan statistical areas with a population of more than 1,000,000 people with heavy rail service, which includes Palm Beach County(Appendix 0). Vehicle trip lengths vary by trip purpose. Several trip purposes have been combined to more accurately reflect trip characteristics of the uses established in the Mobility Fee schedule. The travel survey data utilized are for trips of 10.0 miles or less. The U.S. Department of Transportation has been evaluating household trip length data for all counties in the U.S. The trip length data measures population staying at home, population making trips,trips of 5 miles or less, 5 to 10 miles,and varying trip lengths greater than 10 miles.The data has been collected monthly since 2019. Within Palm Beach County, more than 65% of all household trips are 5 miles or less and 81% of all household trips are 10 miles or less (Appendix P). Trips over 10 miles in length would primarily be using limited access roads such as Interstate 95. Limited Access Evaluation Factor (LAEf) Travel on Interstate 95, which is a limited access facility, is excluded from Mobility Fee calculations as the Interstate System is principally funded and maintained by the Federal Government in coordination with FDOT. To ensure development activity is not charged for travel on 1-95, a limited access factor has been developed. Typically, the limited access factor is based on travel on the Interstate system within City limits. However, given the long distance of almost four (4) miles between the 1-95 Interchanges at Woolbright Road and Atlantic Avenue (SR 806) and the relatively short distance of just over one(1) mile between the 1-95 Interchanges at Hypoluxo Road and Lantana Road, additional analysis was required. Based on the volumes and length of 1-95 between Lantana Road and Atlantic Avenue (SR 806), adjustments were required, otherwise all travel would be assumed to use the Interstate System. To better account for travel on 1-95 within the City, the on and off ramp volumes along 1-95 were evaluated (Appendix Q). C]2025 NUE Urban Concepts,LLC.All rights reserved. Page 52 rB— CITY OFA—. -- BOYN TO N Mobility Fee Technical Report E A C H Origin Destination Factor (ODf) Trip generation rates represent trip-ends at the site of a land use.Thus,a single origin trip from home to work counts as one trip-end for the residence and from work to the residence as one trip-end,for a total of two trip ends.This distributes the impact of travel between origins and destinations of trips based on the overall share of travel by trip purpose. The application of the origin and destination factor (ODf) eliminates double charging new development for the same trip. The ODf is used in the calculation of PTDu (Appendix N). Vehicle Miles of Travel(VMT) The vehicle miles of travel are calculated based on trip generation, percent new trips, vehicle trip length, the limited access evaluation factor, and the origin and destination factor (Figure 17). The vehicle miles of travel (VMT) for land uses in the mobility fee schedule are then converted into person travel demand (PTD) based on the person miles of travel (PMT) factor. Person Miles of Travel Factor (PMTf) The person miles of travel factor (PMTf) are used to convert the vehicle miles of travel (VMT) to person travel demand (PTD) for land uses in the mobility fee schedule. The PMTf allows for the conversion of vehicle travel to person travel by accounting for people walking, bicycling, riding transit, and for vehicle occupancy. The person miles of travel factor (PMTf) are based on the are based on the 2022 National Household Travel Survey (NHTS) . The NHTS vehicle trip length data is based on travel surveys collected for the South Atlantic Region of the U.S., which includes Florida. The travel surveys are from metropolitan statistical areas with a population of more than 1,000,000 people with heavy rail service, which includes Palm Beach County (Appendix 0).The person miles of travel factor (PMTf) vary by trip purpose. Several trip purposes have been combined to more accurately reflect trip characteristics of the uses established in the Mobility Fee schedule. Person Travel Demand per Land Use (PTDu) The result of multiplying vehicle miles of travel (VMT) by the person miles of travel factor(PMTf) is the establishment of a Person Travel Demand per land use (PTDu) (Appendix N). The PTD per land use reflects projected person travel during an average weekday for the various land uses in the Mobility Fee schedule. The following is the calculation for Person Travel Demand (PTD), with an example for how PTD is calculated for a single family residential use per 1,000 sq.ft. (Figure 17): ((((TG x% NT)x VTI) x LAEf) x ODf) =VMT; (VMT x PMTf) = PTDu ((((4.10 x 1.00)x 3.86)x 0.56) x 0.50) = 4.43; (4.43 x 1.61) = 7.13 ki 2025 NUE Urban Concepts RE All rights reserved. Page 54 --�--CITY OF BOYN TO N Mobility Fee Technical Report BEACH MOBILITY FEE ASSESSMENT AREA There are two kinds of geographic areas in mobility fee systems: assessment areas and benefit districts. Assessment areas are based on either a physical location, such as a downtown, or a type of development pattern, such as a traditional neighborhood development (TND). New development within the City only pays the mobility fee rate applicable to the Assessment Area in which the new development is located. A benefit district is a geographic location within which mobility fees collected are earmarked for expenditure as required by the "benefits"test of the dual rational nexus test. The establishment of different assessment areas is done in recognition that certain geographic locations or types of developments will result in shorter trips, more people walking and bicycling, and higher levels of internal capture; thus, minimizing impact to the external roadway network. Multiple assessment areas are established for mobility fees to reflect differences dues to internal capture or external distribution of trips. The mobility fee features a single Assessment Area for the Mobility Study Area (Map A). Thus, all new development within the Assessment Area will pay the same mobility fee rate per the applicable land use and unit of measure. In the future, the City could elect to adopt Assessment Areas that vary either by location or mobility projects. Should the City elect to eventually extend the mobility fee throughout the City, then an update to the mobility plan projects and mobility fee would be required to extend the mobility fee citywide. Those areas of the City outside the current Mobility Study Area may end up with a different mobility fee based on the need for future updates of the Complete Street Mobility Plan. The Mobility Fee Ordinance will address assessment and imposition of the mobility fee on new development. The Mobility Fee Ordinance may either incorporate the Assessment Area map by reference or include the map as an exhibit to the Ordinance. The Remainder of This Page is Intentionally Left Blank z 2025 NUE Urban Concepts,EEC.All rights reserved. Page 56 ------------CITY OF�-- B-� OYNTON NMobility Fee Technical Report B E A C H The Mobility Fee schedule seeks to strike a balance between the City's Comprehensive Plan and current market trends. The uses included on the Mobility Fee schedule enable Boynton Beach to use the Mobility Fee as an additional tool to further integrate land use and transportation planning consistent with the City's Comprehensive Plan. The calculated Mobility Fee per land use is provided in Appendix R. The Mobility Fee schedule of uses is broken down into five (5) components that are further described below the figure: (1) category of land uses; (2) individual land use classifications; (3) representative land uses; (4) Assessment Area; and (5) the mobility fee rates per land use. The following is an example the five (5) components of the mobility fee schedule (Figure 19). FIGURE 19. MOBILITY FEE SCHEDULE COMPONENTS Five(5) Components of a Mobility Fee Schedule (4th Assessment Area) Use Categories, Use Classifications&Representative Uses Citywide (Pt Use Category) = Institutional Uses per sq.ft. (2nd Use Classification) = Community Serving (5th Mobility Fee Rates) (3rd Representative Use) =(Assembly, Centers, Lodges, Museum, Performance Venues, Religious Institution, Studios) The first (1st) component are overall categories of land uses, such as residential or office. Under each overall category there are multiple uses for which a mobility fee is calculated. The overall category is generally consistent with the function of a given land use for the individual land use classification. These overall categories are generally consistent with the City Comprehensive Plan and the ITE Trip Generation Manual. These categories headings also specify if the individual uses are calculated on a per 1,000 square feet or a different unit of measure, such as the number of rooms for overnight lodging. The second (2"d) component are individual land use classifications, such as community serving or commercial storage. These individual land use classifications have similar person travel demand characteristics and / or similar functions to the overall land use category. These individual land use classifications are generally consistent with the ITE Trip Generation Manual classification under a given category of land uses. The individual land use classifications will specify the unit of measure to calculate the mobility fee if it differs from a rate per 1,000 square feet. Al 2025 NUE Urban Concepts.11C.All rights reserved. Page 58 f:,4,:"....-- ----------CITY O F ---��- BOYN TO N Mobility Fee Technical Report BEACH The calculation of Mobility Fees per sq. ft. fee is consistent with how the building industry prices permits and is a tool available to the City to address affordability. The assessment of a mobility fee on a per square foot basis for residential uses reflects that as the size of a residential dwelling unit increases, there is a corresponding increase in the number of bedrooms specific to Boynton Beach based on parcel data from the Palm Beach County Property Appraiser (Appendix S). An analysis of data from the American Community Survey for Boynton Beach illustrates that there is a strong correlation between the number of bedrooms and the number of vehicles per household; this applies equally to owner occupied units and rental units (Appendix T). Data from the 2022 National Household Survey illustrates that as the number of vehicles increases, so does household size and vehicle miles of travel per household (Appendix U). Thus, similar to the trip generation rates for non-residential land uses, as the size of a dwelling unit increases, so does the number of associated vehicle trips. Affordable or Workforce Housing The Mobility Fee schedule does not feature a calculated Mobility Fee rate for affordable or workforce housing. The City of Boynton Beach per Florida Statute Section 163.31801 (11) could elect to waive mobility fees for affordable housing consistent with the requirements of Florida Statute Section 420.9071. Institutional Uses The Mobility Fee schedule features three institutional use classifications: (1) community serving; (2) group homes; and (3) private education. Community serving uses include civic uses, museums, performing arts venues, and places of assembly, such as clubs, lodges, and places of worship. Long term care uses include assisted living facilities, congregate care facilities, and nursing homes. Private education uses include day cares, private schools, and Pre-K. Public and charter schools are exempt from mobility fees and impact fees per Florida Statute. Commercial Recreational Uses The Mobility Fee schedule includes three commercial recreational use classifications: (1) marina; (2) entertainment, outdoor and; and (3) entertainment, indoor. A marina may include wet berths and dry slips, as well as ancillary maintenance, repair and fueling facilities, and small retail operations. Recreation, retail, and restaurant uses that are accessible and open to the public (i.e., they are not storing a boat) would pay a mobility fee per the applicable rate and unit of measure. Outdoor recreation and entertainment uses consist of uses such as golf courses, tennis courts, and multipurpose recreation facilities, and the mobility fee is based on the number of acres. A separate indoor recreation and entertainment category is included and is based on a rate per sq. ft. for indoor uses such as gyms, health clubs, yoga, and dance studios. hI 2025 NUE Urban Concepts.RC.All rights reserved. Page 60 tB- CITY OF BOYNTON Mobility Fee Technical Report E A C H Non-Residential Use: Overnight Lodging per room Overnight lodging includes hotels, motels, bed and breakfast, and other transient accommodations. The Mobility Fee for overnight lodging is based on a rate per room. Any square footage leased to third party uses, such as office, retail, or restaurant uses, would pay the applicable rate for those uses. Non-Residential Use: Fast-Food or Quick Service Restaurant per drive-thru Fast food restaurant uses have the highest impact of any retail land use and are experiencing a transformation where buildings are getting smaller, while the number of drive-thru lanes and delivery services are increasing. Due to their high travel demand impact, an additive fee has been calculated per fast food drive-thru lane to capture the impact of fast food uses that offer one or more drive-thru lanes. Some fast food uses are migrating to walk-up ordering, outdoor seating only, with two drive-thru lanes and one delivery pick-up lane, further increasing travel demand. This impact is not captured by simply evaluating the building. The fast food space will continue to evolve to accommodate more vehicles as quickly as can be served. Non-Residential Use: Banks or Financial Institutions per drive-thru or free-standing ATM Some financial institutions, especially Credit Unions, are increasing their brick-and-mortar presence to attract additional customers. Other banks are eliminating branches entirely and just offering drive-thru or walk-up free-standing ATMs. For banks with drive-thru lanes, an additional Mobility Fee is assessed per drive-thru lane. A Mobility Fee is also assessed for any free-standing walk-up ATMs or ATMs accessed via drive-thru lanes. Non-Residential Use:Auto charging or fueling per position Convenience uses have primarily been uses with motor vehicle fueling. Increasingly superstores, supermarkets,variety stores, and wholesale clubs have started to add vehicle fueling.The additive mobility fees will be assessed to any use that offers commercial vehicle charging and fueling and is accessible to the public or through a membership club. The mobility fee is assessed per commercial charging station or fueling position. If electric charging is provided as an accessory use, such as at a multi-family residential complex for residents or a retail center for customers and not a commercial or principal use of property, then additive mobility fees would not be assessed for the EV charging stations. Lf 2025 NUE Urban Concepts.LIC.All rights reserved. Page 62 -- --CITY OF�—�— BOYNTON Mobility Fee Technical Report B E A C H MOBILITY FEE BENEFIT DISTRICT The benefit test of the dual rational nexus test requires that local governments establish defined areas or districts within which mobility fees collected are earmarked for expenditure.The geographic limits of the proposed Mobility Fee Benefit District include the Mobility Fee Assessment Area, the remainder of the City,and surrounding areas(Map B).The extension of a Mobility Fee Benefit District beyond the Assessment Area was done in recognition that travel demand does not start or stop at the limits of the Assessment Area or the City(Map B). The portion of the Benefit District outside City limits is referred to as the extra jurisdictional benefit district. Having a Mobility Fee Benefit District that extends beyond the Mobility Fee Assessment Area ensures that the City can expend Mobility Fees on Mobility Projects cross enclaves or terminate at logical endpoints. If the limits of the Mobility Fee Benefit District mirrored the Mobility Assessment Area, then Mobility Fees could not be expended to address any extra jurisdictional impacts. There may be instances that a local match for improvements on County or State Roads would advance a mobility plan project. The Mobility Fee Benefit District provides the City with flexibility to work in partnership with other governmental, non-profit, and private entities to improve mobility within the Mobility Fee Assessment Area and Benefit District. To advance mobility projects and to form public/private partnerships,the City may elect to establish a development specific Mobility Fee Benefit District. A development specific benefit district would accommodate instances where new development advances mobility projects within a defined area. The benefit district could be a tool to collect mobility fees from various end users within a development then reimburse the new development that advanced the mobility project. The Benefit District could also include unaffiliated third party development activity within a defined area that would pay its mobility fee, and the City would reimburse the development that provided a mobility benefit outside of the limits of its development boundary.Any development specific benefit district would be established through a developer agreement between the City and the development. The City will be required to establish a mobility fee special revenue account to ensure that mobility fees are expended within the Benefit District and are appropriately accounted for to address annual State mandated audit requirements for mobility fee collections and expenditures. Audit requirements also apply to any other impact fee collected by the City. c 7075 NUE Urban Concepts.LIC.All rights reserved. Page 64 -CITY OF BOYN TO N Mobility Fee Technical Report BEACH The construction of a parking structure within Downtown could also be used for the staging of future transit circulators included in the Transit Plan. These circulators will vary in size, with some being 15 to 25 passenger vehicles, and others being smaller low speed vehicles that can accommodate anywhere from three (3) to eight (8) passengers. These transit circulators are proposed to connect with mobility hubs located at destinations within the City, including the existing TRI-Rail Station. Development Parking Inventory An inventory of parking demand and parking to be provided by developments within Downtown was undertaken based on recently constructed development. These developments have either recently been constructed,are in various stages of site plan review,or has recently received site plan(Planning and Zoning)approval. There are 3,222 residential dwelling units,with some ancillary retail and office uses, that have either recently been constructed or that are in various stages of site plan review (Appendix V). A total of 6,936 parking spaces are needed, based on current City requirements, to accommodate this development. A total of 6,889 parking spaces have been proposed, of which 6,121 would be standard parking spaces(Appendix W).A total of 115 of the planned spaces are reserved for mobility impaired individuals as required through the American With Disabilities (ADA) Act. A total of 198 parking spaces would be compact spaces, with another 134 spaces designed for tandem parking associated with planned townhome developments (Appendix W). The proposed parking spaces to be provided by development include 162 parallel on-street parking spaces and 159 spaces either reserved for electric vehicles, motorcycles, or some form of on-street parking (Appendix W). The City of Boynton Beach Community Redevelopment Agency (CRA) has contracts to lease a total of 473 of the parking spaces to be provided.The spaces being leased by the CRA are not in addition to required parking spaces, they are part of the required number of spaces. Mobility Hubs The Transit Plan identifies ten (10) potential mobility hubs at major destinations in the City. The mobility hubs are proposed to be interconnected by proposed transit circulators. Mobility hubs are locations where multiple ways (modes) to travel (walk, bike, transit) converge at a safe and convenient location, and feature various levels of amenities (e.g., covered waiting areas, pick-up / drop-off lanes). These allow a person to easily switch modes of travel to reach their destination as illustrated in Figure 20. The mobility hubs could be located within mixed-use developments, existing developments,governmental properties, institutional uses,and various destinations through-out the City. As part of the City's update of the Complete Streets Mobility Plan, mobility hubs will be further refined and incorporated into the Plan. c 2025 NUE Urban Caicepts.EEC.All rights reserved. Page 66 CITY OF......___ BOYNTO N Mobility Fee Technical Report B E A C H Figure 21. Smaller Mobility Hub . , A e). %��i/.0 RES W4/ • vot. - ; MOBILITY 0 Li Z i* = iHUBS il .` C COW d rY • L. ' o`a V • • �'Stib `4NO� / 333 �lOZl3I �L� A-' 411 1 % 44,_ 0" c.c.,4 ,,,, .. ,,..,,, Q, ,..,. • \'►\,,, U� RBaN�p ,' t . CD(�, . cS��S - c\ Water Taxis Part of creating park once environments is looking for creative ways to move people without the need to drive their vehicle. The Transit Plan includes future water taxi routes and ADA accessible docks along the intracoastal that could provide additional mobility options.The water taxis could also be combined with transit circulators and mobility hubs to improve access to existing TRI-Rail service and future rail service along the FEC railroad in Downtown. Water taxi service at this present time would likely not be successful without either greater densities downtown or future rail service to serve as a draw to residents along the intracoastal. The Transit Plan has identified ten (10) potential water taxi stop along the intracoastal water taxi route (Map F). Stop locations are subject to change. le 2025 NUE Urban Concepts,EEC.All rights reserved. Page 68 -----.-----CITY OF _ BOYNTON Mobility Fee Technical Report BEACH Infill & Redevelopment Establishing park once environments with and without parking structures provides the opportunity to encourage infill and redevelopment by reducing the need to provide off-street surface parking. Infill and redevelopment can either be given a parking reduction for providing mobility hubs or be allowed to meet or offset parking requirements where parking structures are constructed. Reducing off-street surface parking areas also reduces the need for multiple curb cuts that introduce conflicts between people parking and people walking and bicycling. It also reduces impervious surfaces, allowing for more opportunities to introduce open spaces, stormwater management facilities, or more efficient use of private property. The City could explore opportunities to incorporate or promote attainable and workforce housing within mobility hubs and parking structures through innovative designs. Future residents would have access to enhanced mobility and where property is owned by governmental entities, the potential for reducing the cost basis of land could make attainable and workforce housing more economically viable. Creating park once environments and enhancing mobility options are effective tools to implement Comprehensive Plan policies 6.2.6 and 6.3.1. Complete Streets Mobility Plan Update The further establishment and refinement of park once environments are something that the City could further explore as part of the update of the Complete Streets Plan. Parking is a major component of a City's overall transportation system. It has too often been something that is addressed separately through land development regulations. In reality, it is something that should be addressed in conjunction with mobility planning as it has a major impact on the type and amount of traffic drawn to a given land use and area. Parking requirements also have a major impact on land uses, building design, site layouts, stormwater, and accessibility. The level of density, the compactness of a given area, the availability of transit through buses, circulators, and rail, and the feasibility of walking and bicycling that need to be present to allow someone the ability not to drive or have access to a vehicle only occurs in limited instances through- out Florida in places such as Miami Beach or Gainesville. However, even in those places,vehicles still provide a primary means of mobility and access. The establishment of park once environments is a recognition that people still drive vehicles, but once they reach a given destination,the availability of other mobility options allows them the choice to get around in ways other than driving. Park once environments are a bridge towards less reliance on vehicles as a primary means of mobility. fl 2025 NUE Urban Concepts.ILC.All rghts reserved. Page 70 qrCITY OF--.---- OYNTON Mobility Fee Technical Report E A C H During the AM peak hours, trips from the Mobility Study Area (origin) to each of the County's road impact fee zones (destination) represents the future trip impact attributable to development within the Mobility Study Area (Table 10). AM peak hours trips from the County's road impact fee zones to the Mobility Study Area represent trips impacts from the County and surrounding municipalities within the Mobility Study Area (Appendix X). TABLE 10. AM PEAK HOURS TRIPS (2045) Origin to Destination Trips Trip Percentage From Mobility Study Area to Road Impact Fee Zone 1 1,218 1.4% From Mobility Study Area to Road Impact Fee Zone 2 4,590 5.4% From Mobility Study Area to Road Impact Fee Zone 3 866 1.0% From Mobility Study Area to Road Impact Fee Zone 4 6,916 8.2% From Mobility Study Area to Road Impact Fee Zone 5 6,923 8.2% All trips in Mobility Study Area 64,313 75.8% Total 84,825 100% Source:Appendix X includes more detailed results for this Origin and Destination evaluation. The origin and trip destination data are based on internal trips within the Mobility Study Area and trips from the Mobility Study Area to County road impact fee zones (Map H). Mobility Study Area Districts and road impact fee are aggregations of traffic analysis zones (TAZs)from the Southeast Florida Regional Planning Model (SEFRPM 8.541). All trips in the Mobility Study Area includes internal trips,trips attributable to the Mobility Study Area and trips attributable from the County and surrounding municipalities. The projected AM Peak Hours impact of trips from the Mobility Study Area to the County's road impact fee zones represents 24.2%of the trips, with the impact of all trips within the Mobility Study Area representing 75.8% of the trips (Table 10). The impact internal to the Mobility Study Area is more than 300%greater than the impact from the Mobility Study Area to the County's five (5) road impact fee zones. The attributable impact from development within the Mobility Study Area within County road impact fee zone 4, outside of the Mobility Study Area, is just 8.2% of trips during AM peak hours (Table 10). The majority of road impact fees currently collected from development in the Mobility Study Area are required to primarily be expended within road impact fee zone 4,while road impact fees currently collected from development from the southern portions of the Mobility Study Area are required to be expended within road impact fee zone 5. lc 2025 NUE Urban Concepts.U.All rights reserved. Page 72 --CITY OF—.—�- BOYNTON Mobility Fee Technical Report BEACH The origin and destination evaluation was undertaken to determine the share of external impact attributable to future development within the Mobility Study Area and the share of impact within the Mobility Study Area from development within the County and surrounding municipalities.While there is some external impact attributable to future development within the Mobility Study Area by 2045, the majority of impact from future trips from the County and the City has the most significant impact within the Mobility Study Area, not unincorporated Palm Beach County or within County road impact fee zones 4 and 5. Further, the projected impact from development within the County and surrounding municipalities on travel within the Mobility Study Area is projected to be greater than the external impact attributable to future development within the Mobility Study Area. Thus, it could be reasonably interpolated,from the origin and destination evaluation,that at a bare minimum the external impact from the Mobility Study Area and impact from the County and surrounding municipalities within the Mobility Study Area cancel each other out. The origin and destination evaluation illustrates that the impacts from future development in the County into the City are greater than the impacts from future development in the City into the County. The Remainder of This Page is Intentionally Left Blank :2025 NUE Urban Concepts,LEC.All rights reserved. Page 74 -�- .-CITY OF_BOYN TO N Mobility Fee Technical Report B E A C H UPDATED MOBILITY PLAN PROJECTS ON COUNTY ROADS The updated mobility plan projects include projects on City, County, and State Roads. The share of the cost of mobility projects on County Roads in relation to the overall cost of the updated mobility plan projects is the primary way to determine what share of mobility fees should be set aside for the funding of mobility projects on County Roads. Since the mobility fee is based on the updated mobility plan projects, versus utilizing the Origin and Destination evaluation or looking at existing traffic flows, setting aside a percentage of the mobility fee based on the share of mobility projects on County Roads is an alternative approach to develop an interlocal agreement with the County to address transportation mitigation. The updated mobility plan projects include projects to improve existing streets and multimodal facilities within the Mobility Study Area. The updated mobility plan projects also include transit circulators that connect with proposed mobility hubs through-out the City. These mobility hubs are proposed within existing or future developments, not within existing rights-of-way. The transit circulators would primarily run along City streets and State Roads. The transit circulators would be funded through various sources. The Streets Plan includes widening portions of SE/SW 23rd Avenue (between US 1 and SW 4th) and Miner Road (between Congress Ave and High Ridge Road)from two (2) lane undivided roads to two (2) lane divided roads (Map D). There are also proposed walking and streetscape enhancements along Woolbright Road from US 1 to SW 2"d Street. The proposed multimodal facilities, such as bike lanes, pathways, and sidewalks, within the Mobility Study Area are primarily planned along City Streets as a part of a planned network of multimodal corridors (Map E). For connectivity to schools, parks, and other multimodal corridors, there are portions of County Roads where multimodal facilities are proposed. The Multimodal Corridos Plan includes multimodal improvements along portions of: (1) Miner Road east of 1-95 to connect Rolling Greens Elementary to the proposed Principal Multimodal Corridor East; (2) Miner Road west of 1-95 to connect Congress Ave to the proposed Principal Multimodal Corridor West; (3) Seacrest Blvd and SW 23rd Avenue as part of the Principal Multimodal Corridor East; and(4) High Ridge Road as part of the Principal Multimodal Corridor West (Map E). cl 2025 NUE Urban Concepts.EEC.All rights reserved. Page 76 /4:;:......-- ------------CITY OF -.- BOYN TO N Mobility Fee Technical Report BEACH DEFINITIONS Any defined term in this Technical Report does not supersedes definitions in the City's Comprehensive Plan or Land Development Regulations for purposes of non-mobility fee matters. Access Improvements mean on-site improvements required to provide motor vehicle and multimodal ingress and egress to new development, which may include rights-of-way, easements, paving of adjacent or connecting roadways, turn lanes, sidewalks, bike lanes, shared-use paths, transit stops, mobility hubs, along with traffic control devices, roundabouts, traffic signals, mid-block crossings, mid-block signals, signage, markings, drainage, and utilities intended to serve new development. Additive Fee means a mobility fee rate based on a unit of measure that generates high levels of person travel demand per unit such as service bays, car wash stalls, or fueling for motor vehicles or drive-thru lanes for banks, quick service restaurants, and pharmacies. Additive mobility fees per unit of measure are assessed in addition to mobility fees assessed per use based on square footage or the applicable unit of measure for the use. Amenities and Ancillary Uses means buildings, structures, and lands that are not open to the public and are not a commercial use such as a clubhouse, meeting spaces, laundry facilities, guard houses, fields, courts, indoor or outdoor recreation uses,garages, parking structures, barns,sheds, landscape maintenance facilities that do not generate additional person travel demand. These amenities are generally associated with residential developments and overnight lodging. These uses are not assessed a mobility fee unless they are open to the public and charge for use either through cash or electronic payment or through membership or club dues. Assessment Area means a geographic area of the City or a specific development pattern where Mobility Fees are assessed on new development. Auto means a car, SUV, truck, van, or motorcycle that is either electric powered, gasoline powered, a hybrid, or some other fuel source that propels the automobile (aka motor vehicle). Auto, Boat, Car Wash shall mean a building, stalls, stations, or tunnels for the cleaning, detailing, polishing, washing, or waxing of motor vehicles or boats which fall under the description of ITE Trip Generation Manual Land Use Code Series 800 and 900. This use includes full-service, partial service, and self-service uses. The unit of measure shall be the number of bays or stalls for self-service cleaning, and the number of approach lanes for automated, semi-automated, or tunnel washes where payment is rendered or a card, code, or other means is used to access the cleaning service. For uses with automated, semi-automated, or tunnels, finishing stations for detailing, drying, or vacuuming Mobility Fees shall also be assessed at a rate of one (1) station per every five (5)finishing stations. For uses with self-service bays or stalls,which typically feature a greater number of facilities than automated or semi-automated facilities, finishing stations for detailing, drying, or vacuuming, Mobility Fees shall also be assessed at a rate of one (1) station per every ten (10)finishing stations. 20Th NUE Urban Concepts.LLC.All rights reserred. Page 78 -----------CITY OF--------- BOYNTON Mobility Fee Technical Report BEACH Community Serving means those uses that are operated by non-profit civic organizations, governmental entities, foundations, or fraternal organizations, including places of assembly. Community serving also includes uses such as YMCA, museum, art studio, gallery, cultural center, community meeting spaces, community theater, library, or a fraternal or masonic lodge or club, or any community and civic based uses that do not sell retail goods or services for profit and that participates in community and public activities. Food, beverages,goods,and services may be offered for ancillary fundraising and sales to support the community serving use. Commercial storage means facilities or acreage in which one or more warehouses, storage units or vaults are rented for the storage of goods and/or acreage or is providing for the storage of boats, RVs, vehicle trailers and other physical items that are larger than what is typically stored within an enclosed structure.The acreage for outdoor storage, excluding drive aisles, buffers, and stormwater management areas, shall be converted to square footage for purposes of calculating the fee. This shall not include an individual's personal property where such items are stored by the owner of the land and not for commercial purposes, subject to City regulations. Convenience Retail shall mean a use that sell convenience beverages,food,goods, products,and fuel. Uses include convenience stores, gas stations, fast food, and quick service restaurants with and without drive-thru lanes. Convenience retail uses fall under ITE Land Use Code Series 800 and 900 and include retail uses that generate 250 or more trips per 1,000 square feet or similar trips per an equivalent unit of measure. Development shall mean any new residential and non-residential construction, or expansion of building(s), lane(s), structure(s), or any changes in the use of any building(s), structure(s), or land use that will generate additional impact on the city's public facilities. Entertainment, Indoor means facilities that primarily focus on individual or group fitness, exercise, training or provide recreational activities. The uses typically provide exercise, dance or cheerleading classes, weightlifting, yoga, Pilates, cross-fit training, fitness, and gymnastics equipment. Indoor commercial recreation also includes uses such as bowling, pool, darts, arcades, video games, batting cages,trampolines, laser tag, bounce houses,skating, climbing walls,and performance centers. Food, beverages, equipment, and services may be offered for ancillary sales. Entertainment, Outdoor means outdoor recreational activity including land uses with miniature golf, batting cages,video arcade, bumper boats,go-carts,golf driving ranges,tennis, racquet or basketball courts, soccer, baseball and softball fields, paintball, skating, cycling or biking that require paid admittance, membership or some other type of fee for use. Buildings for refreshments, bathrooms, changing and retail may be included. The fee shall be based upon the total acreage of the facility for active uses outside of buildings and all buildings used to carry out a primary function of the land use activity. Areas for parking, buffers and stormwater that are not active features of the land use are excluded from the fee acreage.The use would generally fall under the ITE Land Use Code Series 400. 'c- NUE Urban Concepts.LIC.All rights reserved. Page 80 --------CITY O F_ BOYNTON Mobility Fee Technical Report BEACH ITE Trip Generation Manual means and refers to the latest edition of the report entitled "Trip Generation" produced by the Institute of Transportation Engineers (ITE), and any official updates hereto. Level of Service (LOS) means a quantitative stratification of the level of service provided to a facility, roadway, or service stratified into six letter grade levels, with "A" describing the highest level and "F" describing the lowest level; a discrete stratification of a level of service continuum. Marina shall mean facilities that provide docks, slips and berths for boats, including yacht clubs. Any buildings for shops, retail, or restaurants accessible to the public would fall under retail land use and pay the mobility fee rate for retail uses. The mobility fee is assessed per wet berth and per ten dry slips. Maintenance, repair, service, or sales of goods associated with the marina and for the storage or launch of boats from the marina would be considered accessory and not assessed a mobility fee. Medical Office means a building or buildings that provide medical, dental, or veterinary services and care. Medical office shall also include any clinics, emergency care uses, and any uses specified in the ITE Trip Generation Manual under Land Use Code Series 600, including Land Use Code 720. Land Use Code 620 is included under Long Term Care land uses. Micromobility means electric powered personal mobility devices such as electric bicycles, electric scooters, hoverboards, One-Wheel, Unicycle, electric skateboards, and other electric assisted personal mobility devices. Low speed vehicles such as golf carts or mopeds are not considered personal micromobility devices. Mobile Residence means land uses for the temporary or permanent placement of RVs, tiny homes on wheels, mobile homes, or travel trailers within parks or multi-unit developments with predefined lots or spaces that have connections for communications, electric, water and wastewater. Mobile residential parks may have common amenities and building with recreation uses, laundry and park office that are not assessed a Mobility Fee. Mobility means the ability to move people and goods from an origin to a destination by multiple modes of travel in a timely(speed) manner. Mobility Fee means a monetary exaction imposed on new development to fund Mobility Plan projects identified in the most recently adopted Mobility Plan. Mobility Fee Expenses means expenditures for: (a) the repayment of principal and interest or any redemption premium for loans, advances, bonds, bond anticipation notes, and any other form of indebtedness then outstanding consistent with statutory allowances and used to advance mobility projects identified in the Mobility Plan; (b) reasonable administrative and overhead expenses necessary or incidental to expanding and improving mobility projects; (c) crosswalks, traffic control and crossing warning devices, landscape, trees, multimodal way finding, irrigation, hardscape, and lighting related to projects; (d) micromobility devices, microtransit vehicles, programs and services, c 2025 NUE Urban Concepts,[IC.All rights reserved. Page 82 --.CITY OF BOYNTON Mobility Fee Technical Report B E A C H Mobility Plan Project shall mean corridor and intersection improvements such as bike lanes, buffered bike lanes, protected bike lanes, intersections, interchanges, landscape, shared-use paths, boardwalks, pedestrian overpasses or underpasses, roads, roundabouts, sidewalks, streets, and streetscape. Mobility Plan projects also include policies, programs and services, wayfinding, micromobility devices, and transit vehicles, lanes, stops, and facilities, along with mobility hubs. Projects can include new or additional road travel lanes and turn lanes, upgrade of roads that results in a change in functionally classification of the road, complete and low speed streets, curbless shared streets, new or upgraded traffic signals,traffic synchronization, mobilization, maintenance of traffic, survey, geotechnical and engineering, utilities, construction, PD&E, planning, engineering and inspection, utility relocation, right-of-way, easements, land acquisition, stormwater management facilities.These projects may also be referred to as Mobility Projects, Multimodal Projects, or Projects in the Mobility Fee Technical Report and Mobility Fee Ordinance. Mode means the choice of travel that a person undertakes and can include walking,jogging, running, bicycling, paddling,scooting,flying,driving a vehicle, riding a boat,transit,taxi or using a new mobility technology. Multi-Family Residential means a dwelling unit and shall include those uses specified in the ITE Trip Generation Manual under Land Use Codes Series 200, except for Land Use Codes 200, 210, 253, 254, and 255. Multi-Family Residential Square Feet means the sum of the area (in square feet) of each building measured from the exterior surface of the exterior walls. This includes common areas, lobbies, leasing offices, and residential amenities not accessible to the public. Retail or office square footage leased to a third-party would pay the applicable mobility fee rate. Square footage does not include parking garages or structures. Non-Residential Square Feet means the sum of the gross floor area (in square feet) of the area of each floor level under cover, including cellars, basements, mezzanines, penthouses, corridors, lobbies, stores, and offices,that are within the principal outside faces of exterior walls, not including architectural setbacks or projections. Included are all areas that have floor surfaces with clear standing head room (six feet six inches, minimum) and are used as part of the primary use of the property. If an area within or adjacent to the principal outside faces of the exterior walls is not enclosed, such as outdoor restaurant seating, areas used for storage of goods and materials, or merchandise display, and is determined to be a part of the primary use of property, this gross floor area is considered part of the overall square footage of the building. Areas for parking, circulation, ingress, egress, buffers, conservation, walkways, landscape, stormwater management, and easements or areas granted for transit stops or multimodal parking are not included in the calculation of square feet. Ial 2025 NUE llrban Concepts.LEC.MI rights reserved. Page 84 .-CITY OF_ BOYNTON Mobility Fee Technical Report BEACH young children is provided, normally during the daytime hours. Day care facilities generally include classrooms, offices, eating areas and playgrounds. Postsecondary education falls under office uses. These uses are under ITE Trip Generation Manual under Land Use Code Series 500. Quality of Service (QOS) means a quantitative stratification of the quality of service of personal mobility stratified into six letter grade levels, with "A" describing the highest quality and "F" describing the lowest quality: a discrete stratification of a quality-of-service continuum. Residential Uses mean a dwelling unit and shall include those uses specified in the ITE Trip Generation Manual under the Land Use Code Series 200, except for Land Use Codes 253, 254, and 255. Retail means personal service and retail uses.This includes land uses under ITE Land Use Codes Series 800, and 900. Retail includes all uses that do not fall under High Impact or Convenience Retail uses. Retail Drive-Thru means any drive-thru lane associated with a personal service or retail use.The drive- thru may include an order window or a door, window, or other means of access to drop-off or pick- up of goods, items, services, ordered through a mobile app or online. Common uses include dry cleaners or pharmacies. Increasingly retail uses include drive-thru lanes to pick up ordered goods. Drive-thru lanes associated with a bank,fast food or quick service restaurant,financial institution, or auto / car wash are assessed additive Mobility Fees. Retail uses include those under ITE Land Use Codes Series 800 and 900, except those land uses included on the Mobility Fee schedule with established Mobility Fee rates. Retail Uses mean those commercial activities which provide for sale, lease, or rent of goods, products, services,vehicles, or accommodations for use by individuals, businesses,or groups and which include those uses specified in the ITE Trip Generation Manual under Land Use Code Series 800 and 900. Service Standard means the adopted or desired quality or level of service for a bicycle facility, pedestrian facility, roadway, shared-use multimodal facility, or transit. Shell Building means the foundational and structural elements that separate interior and exterior space and includes the roof, walls, windows, doors, mechanical systems, and rough plumbing and electric. Common areas are typically finished. Interior spaces are designed to be finished by the tenant with wall coverings,ceiling,flooring, lighting,electrical and plumbing finishes,and furnishings. The floor may or may not be finished with concrete to allow for flexibility in the location of plumbing service lines. Single-Family Residential means a dwelling unit and shall include those uses specified in the ITE Trip Generation Manual under Land Use Codes 210 and 215 Series 200, except for Land Use Codes 253, 254, and 255. Residential includes tiny homes and accessory dwelling units. Single-Family Residential Square Feet means the sum of the area (in square feet) of each dwelling unit measured from the exterior surface of the exterior walls. c 2025 NUE Urban Concepts.LLC.All rights reserved. Page 86 rB -CITY OF_______OF_______BOYNTO N Mobility Fee Technical Report E A C H MOBILITY PLAN PROGRAMS The updated Mobility Plan Projects identifies Mobility Plan Programs to be developed.Several of the Mobility Plan Programs would implement projects identified in the Streets Plan, the Multimodal Corridors Plan, and the Transit Plan. The following are the Mobility Plan Programs (Appendix I): (1) Low Speed Streets Program: The City shall consider development of a Low Speed Streets Program to provide residents various low speed street treatments that could be applied to streets in their neighborhood. The intent of the program is to be resident driven, where residents gather support from their adjacent neighbors to implement low speed street treatments and traffic calming measures. Initial priority areas are those streets that provide access to parks, schools, and connectivity between multimodal corridors. Low Speed Streets feature posted speed limits between 20 MPH and 25 MPH that carry low traffic volumes and feature changes to the physical geometry of the street right-of-way to achieve these posted speed limits. Physical changes can include treatments such as narrow travel lanes through restriping to add on-street parking,on-street bicycle lanes,or pilot projects that add on-street sidewalks through pavement markings where sidewalks do not exist. Physical changes may also include traffic calming features such as such as chicanes, chokers, curb extensions, mini traffic circles, painted or raised intersections,roundabouts,or speed tables.The Program may also include green street improvements such as reclaiming existing swales with low impact development stormwater treatments or adding canopy and understory street trees. (2) Micromobility & Low Speed Electric Vehicle Program: The City shall consider development of a Micromobility & Low Speed Electric Vehicle Program and Ordinance regulating the use of micromobility devices (e.g., e-bike, e-scooters) and low speed electric vehicles within the City. The City will coordinate with the County and FDOT regarding use of micromobility devices and low speed electric vehicles on and crossing County and State Roads.The Program and Ordinance will address hours of operation, safety, providers, rentals, and equipment. (3) Vision Zero Action Plan: Vision Zero is a national program that seeks to eliminate all traffic fatalities and severe injuries, while increasing education, safety, health, and mobility for all users.A Vison Zero Action Plan uses crash data to identify the high injury crash network,then programs countermeasures (including but not limited to capital improvements, law enforcement campaigns, and safety studies) to address the documented safety deficiencies. c:2025 NUE Urban Conzepts.EEC.All rights reserved. Page 88 rB —CITY OFA--��— BOYNTON Mobility Fee Technical Report E A C H RECOMMENDED NEXT STEPS The adoption of the updated Mobility Plan Projects and Mobility Fee requires additional tasks to administer and implement. The following are recommended next steps that the City of Boynton Beach should consider commencing: (1) Complete Street Plan Update: The City intends to update its Complete Street Mobility Plan in 2025.The updated will incorporate and may further define and refine the updated Mobility Plan Projects. The update would also further evaluate quality of service standards and the establishment of park once environments. This update could occur concurrently with an update of the Comprehensive Plan. (2) Comprehensive Plan Amendment:Within one year from the date of adoption of the Mobility Fee, the City will need to amend the Comprehensive Plan to recognize adoption of the updated Mobility Plan Projects and Mobility Fee and amend policies related to Transportation Concurrency Exception Areas (TCEA's) and Transportation Concurrency. The Amendments should also integrate street, multimodal, and transit quality of service (QOS) standards into the Comprehensive Plan. The City would utilize the Multimodal Characteristics Inventory developed as part of the Mobility Fee as part of the Data, Inventory, and Analysis (DIA) in support of the amendment(Appendix Z). (3) FDOT, Palm Beach Transportation Planning Agency (TPA) Coordination: Boynton Beach should begin discussions with FDOT and the Palm Beach TPA on integrating the Mobility Plan projects into any updates of the 2050 LRTP. The coordination should also address the incorporation of mobility projects into existing funded and planned projects, and the pursuit of funding for mobility projects through existing or upcoming grant and funding request. (4) Palm Beach County Interlocal Agreement: Boynton Beach should begin discussions with the County to enter into an updated Interlocal Agreement consistent with the requirements of HB 479 and Florida Statute Section 163.3180 and. The Interlocal Agreement should address the funding of mobility projects on County and State Roads through any extension of the County's infrastructure sales tax and the $32 million dollars of road impact fees that the County has collected over the past 20 years (Appendix L1 & L2). 2025 NUE Urban Coneepts.LIC.All rights reserved. Page 90 ------------CITY OF--- BOYNTON Mobility Fee Technical Report BEACH The LDRs should be updated to ensure that new development is designing its internal streets in a Complete Street manner and that external impacts and improvements appropriately address multimodal transportation. The City should also consider implementing FDOT's Context Classification and expand on the initial application of FDOT's Context Classification that has already been undertaken as part of the Mobility Plan (Figure 22). Figure 22. FDOT's Context Classification � _! _iiii '!, 7 J.;;.11.:IT,.._, i, i pr, , , • , • itL. „ .:„..,, ._ '.1,t.",7'.. v: ' .'\- --X ,. N41. normirri 11.4 110 C4KwvN Q•pWal C1T WTa1 to.,. U1nld.nSuburban CKOWbabn C4•11rOYIOl* CS•VIMnCNNre wt..%CM1 S�rnraw.a..a ✓,�:w.v.rv.✓ �W COmnMKW ..vwn n..ryrewr. � pr+ww d.r:O.ar.o wwawrr ♦ra.g.t.nw OO wrfpnwpYNwrwn .w.+r0 rru w...bb. r rn iavWaO ,..e -ua.W OM..ru. ..n i.00Wi.a (0 OT. Tywrno a.wram* iA,..O rMIM.YA.Y.. b yr wUr,d nw bWww.nl. .wV mr.n nv,nH.4' ron.SK..r wO.w..ev,H0000uM e•scn .Nv..wtiMw. r. r.n vMair rVb ..rY at4ref enn.,n w 10.0......0. . wis11r1yesr0 VIr ..ToiW a- a.P.wern Wenn.,now .wf.4 rr.on a .r RrnO aati Mwwrr,.... �M.a.u+. son...rW wwNSAY nw.kmnafnr...r-v. The Remainder of This Page is Intentionally Left Blank re 2025 NUE Urban Concepts.IEC.All rights reserved. Page 92 --1--CITY OF�-- BOYNTON Mobility Fee Technical Report B E A C H The recently adopted HB 479 requires municipalities and counties that both assess transportation mitigation within a municipality to enter into an interlocal agreement.The amendments in HB 479 states that only one (1) fee to mitigate transportation impacts from new development may be assessed and that the local government that issues building permits is to be the entity that collects the transportation mitigation. HB 479 provides additional guidance for a municipality to enter into an interlocal agreement with a county to negotiate expenditure of the transportation mitigation. Over the next 20 years, the total cost of the updated Mobility Plan Projects is $271,969,256. This Technical Report includes a section that identifies the updated Mobility Plan Projects that are located on County Roads. These Mobility Plan Projects are projected to cost $28,432,500, which represents 10.45% of the overall cost of the Mobility Plan Projects. This Technical Report includes an analyses of Palm Beach County road impact fee collections from new development within the City. The analyses show that over the past 20 years,the County has collected over $32 million in road impact fees from new development in Boynton Beach. The annual impact fee reports prepared by the County during that time frame indicate that the County has expended roughly$2 million in the City. It is recommended that the City utilize the information provided in this Technical Report to negotiate an interlocal agreement with the County. The City's next step is to adopt a Mobility Fee Ordinance. The Mobility Fee Ordinance would establish the effective date for the Mobility Fee. The City will need to notify the County that upon adoption of the Mobility Fee, that City would no longer be collecting Palm Beach County's road impact fee from new development within the Mobility Fee Assessment Area.The City will need to begin discussions with the County on an updated interlocal agreement consistent with HB 479. Within a year from the date of adoption of the Mobility Fee Ordinance,the City will need to amend its Comprehensive Plan to ensure it is consistent with Florida Statute and fully implements the updated Mobility Plan Projects and Mobility Fee. The amendment should reflect any Complete Street Mobility Plan updates. The City of Boynton Beach Mobility Fee Technical Report, dated January 2025, documents future growth,the "need"for updated Mobility Plan Projects,the data and methodology used to develop a Mobility Fee to mitigate the impact of new development, and the establishment of a "benefit" district. The updated Mobility Plan Projects and Mobility Fees meets legally established dual rational nexus requirements for "need" and "benefit" and the Mobility Fee is "rough proportionality" to the impact of new development. The updated Mobility Plan Projects and Mobility Fee have been developed consistent with the requirements of Florida Statute Sections 164.3164, 163.3180, 163.31801, and Florida Statute Chapter 380. ft]2025 NUE Urban Concepts.EEC.All rights reserved. Page 94 tB- CITY OF.-----BOY N TO N Mobility Fee Technical Report E A C H MAPS Map A. Mobility Fee Assessment Area Map B. Mobility Fee Benefit District Map C. Mobility Study Area Map D. Streets Plan Map E. Multimodal Corridors Plan Map F. Transit Plan Map G. Low Speed Streets Pilot Program Map H. Origin & Destination Evaluation: County Road Impact Fee Zones Map I. Origin & Destination Evaluation: Mobility Study Area CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS MOBILITY FEE ASSESSMENT AREA 1L__I!__ "liT- .....„u —am _ --All !PI ---- . 416 i ., IF —I) mu'll 4•1 — ma Imninn ............ IIIIMNIMIII IIIMINNIIIMMI MIN 1=1: V�. fin E NO i, +- ILE *II i 1 Li i II' r' '; LI! 9 r... 11 P ,,_ _ , Ii ,,.,...b:: , J � 7 (_� ,,� lib - ..,a,,•° s{ AIA �r ) ni 4, "• i .4H, I/ 1 1:1 . 4 .. 1 ,,,,„.,.., ,I . . . ... . ...._ .„,... . .__,:._ ,___ . g iff-- •• 1 j t__f Lill PI i / ( IN n- ,.. 1 � —i _- I1 1 -- ! n ���� Road Network N 0 0.25 0.5 1 Miles L Assessment Area 111111111 A City of Boynton Beach Outside of - Assessment Area r] City of Boynton Beach(Legend Only) BOYNTON N,,URB N C_O______, UB E A C H LAND USE•MOBILITY•PARKING•FEES PRODUCED BY NUE URBAN CONCEPTS.LCC(JAN 2025. VERSION 41 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS MOBILITY FEE BENEFIT DISTRICTS No I1� — 4 1 il —7----- c,c:, _ i____- --\ um IN milP 111 1111 iii __) ...-,,,,r„,, , . - dr, - r (....„, , It 0 (- 1 juu ->_ U iii am ib-; C1µ f ___r_ I ii g CI20 m - IT-- -- C----en I tli qY� ti 95PI E ,.. ....) 0 ilk \ ' 1 lib' c:f ;,, len,.. itei . •• — t' P 0 i so9 - Cf= I/ _I_ I- r -{_ # I 4 1 ENM f 1 sr Road Network N Benefit District 0 0.25 0.5 1 Miles I i i I I l I i I Extra Jurisdictional Benefit District F-1 City of Boynton Beach(Legend Only) CITY OF 4r BOYNTON NUE URBAN CONCEPTS B E A C H LAND USE•MUBIIITY•PARKING•FEES PRODUCED BY NUE URBAN CONCEPTS. LCC I JAN 2025. VERSION 31 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS MOBILITY STUDY AREA & ROAD NETWORK 1.+ !`L!J11 NIIIII '- :1=■■�:L:ms-Iimnr..rt._.- _ ..- .. _..,V r _ CJ t 7 C / ,, ii ri I .4 c=z, .4 re • irg-i.NI W 1 1ILI e __T? r 4 li o li 11 Inl It NH 1 �� u i= ,� - 'i IL.. IM" 411 Irma ILI. ten 16I•1 rY br.r Rd fal nel Tivi Ei NW*HZ, 120:2=CCID ,,,,A., 4111, I 3 1 ION 5 • . Jot 'j i I n 951 Es 0/; 1 1 llr _ :r�- 1 p, 0 ......... AMYiW xi J al, • Ilk A . \ Al • 1 lMS)al,� _.ate_ 6,y ,,,,, ��1 V• fYWYPA NM II"1 so At `V 7( P F.E i I. fi IN 111 ji, ----" c............, I Ta' 1 j r II �� a IN 1111111 ' Ja 110 J IA la • IIrup II --1--..1 I . 1 1 i 1 Fr r l n U— 1 — Interstate N — Principle Arterial 0 0.25 0.5 1 Miles — Minor Arterial I I i I 1 t 1 - Major Collector Minor Collector CITY OF '1i .:k a _ Mobility Study Area BOYNTON NUE URBAN CONCEPTS - City of Boynton Beach Outside of Mobility Study Area B E A C H LAND USE•MOBILITY•PARKING•FEES p City of Boynton Beach(Legend Only) PRODUCED BY NUE URBAN CONCEPTS. LCC(JAN 2025. VERSION 41 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS STREETS PLAN JIIIIJ2Iilo� 1 IIII — Nin.r NJ 7..." . Hypoluxo p1"_ - a L Tri-Rall _ , 1ii� F Statirion IJJ • ) '] 8 : , 111 seri - IIP a ri El 1 mi gill /Ian __ ,........1 41° I' IMN 111 INN cif, ._ M.7 1 �11111�� i ,.1mli. Iw ! 11111 - - --- 1 W 11. MINIM 'CAP I MN.... II11111111ME1111111111iLr7 lk.... a .... ....... DOWNTOWN AREA ��" - ��--�,� �% 1 I �:���� .1 maimilmi Boynton Beach 'mirmai t o a■ F.ENE: -- ,I ., �1Ql NOM I'1 Ocean Ridge la NE 1st Ave n �, , ��O City HIi1 . w i • Ocean venue UM 9 5 MIM- •• � Itttttlr��__mininimmim ; SE 1st Ave ' � � rim mummus 1V 01.1. i MIIIIIIIIIMM" , SE 2nd Ave —41 1 N1)11111111117T =MI/ 1iRi Briny,Breezes } Betha SE 5th Ave esdOHospl111111 = Gulf Stream Mr Curbless Shared Streets 0 0.15 0.3 0.6 Miles N - Complete Street Road Widening(4 Lanes) 11 1 1 i 1 i 1 J A - Walking and Streetscape Complete Street Road Widening(2 Lane Divided) r� City of Boynton Beach(Legend Only) CITY OF NUE wURB .. NCEPT BOYNTON URBAN CONCEPTS Unincorporated Palm Beach County BEACH LAND USE•MOBILITY•PARKING•FEES PRODUCED BY NUE URBAN CONCEPTS. LCC (JAN 2025. VERSION 1 11 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS MULTIMODAL CORRIDORS PLAN ''�' 1k"n,r�rr gm II w I 1 .Iiiii Ur 111124 - dr . 1.• 1 .-- moi c..,.............k. ...f TA ., .--.': ill • Cr I jj 1 12 P -( 4:4 271 di mid in.• ''- It .. immi I s 131 ii.A INN ' IV , am on • _ Hypolgrall i. ..._ ,,,,, 6, ., ... r , , hm -1`- . �.� ; _ _ =Illi '"V. ifill I CI 1p•,MPP 0 mi ', CPC L II RA y Manalapan ir g IN U II IL ' 1 1, I 1 11111 mina LADE 1.rmiT_ ISLUID IBM 1111111111111111 IMMO SR" 1`ittN1 li ' gil 1 t .,_1 171_ _i_--, i _ , . QnffiDN ki e 1 Ire __- i ' a -, • .......,2,11i, ,.i.././Auieem.4 SI SII Boynton Beach t I ea, 0 Ocean Ridge I lr !:;' I . � (6.' 11 1 � 1i ,r� <.,.wO tt f ar 11ji J.: 1. . ; :: �,. - ..•- �. a LAZA l - J %a ' �� +' I° id: = -�i )1, 1 - r �1 \Irr \ _,_ _ ,' ' 1 Briny Breezes 1 C A �- 111':IrJ Aim ....� • 4 ,1 rTTh?A1j; i n w.w _:____7 ° _ . ) wiz w,.diii. ! i a OMB 1 rill v.__ fi 0 in 1111111 IGulfstream ii1 F ► ,41%1 J71 !i �,`'�� _... , Ila • L + 1I Al?,. Boardwalk — Minor Multimodal Corridor(West) N Major Multimodal Corridor(BB) Multimodal Corridor Evaluation 0 0.25 0.5 1 Miles 1 A Major Multimodal Corridor(East) — Principal Multimodal Corridor(East) 1111111 Major Multimodal Corridor(Galaxy) — Principal Multimodal Corridor(West) Major Multimodal Corridor(Gateway Blvd) — Existing County Multimodal CITY OF M1...,1 M Major Multimodal Corridor(US 1) f-1 City of Boynton Beach(Legend Only) BOYNTON NUE URBAN CONCEPTS Major Multimodal Corridor(West) Unincorporated Palm Beach County B E AC H LAND USE•MOBILITY•PARKING•FEES Minor Multimodal Corridor(East) PRODUCED BY NUE URBAN CONCEPTS. LCC(JAN 2025. VERSION 141 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS TRANSIT PLAN ..._. ff 111 1 1.' 114-0 r, • 0 mi /4 All 1 1rMMIP1111g4i _ le miry _ !I ' ' .•- Manalapan Al umItri — i i win - Gi 1 in ,,, if _ - /41111.P.M.---1 .1) • n .1 'A , i � rl'wII111 ■ 1 • II- . ., ... ........, i 0 iriiriviir 1 .., , III § am 11111111111111111111111 0 all 77 Olicla iiii ;MB ,IIIII III OEM • 5pq NUM I1It i . — • • ilii • iricji .' 111 - ,._ _ _ - n noir ® [tkraw.. _ MINIMRS �____ _ skean RI,-=3 IN NI M11.1211111 ) i r If • i Or .1_.5klairm .17. 95sEsiim Is ►MIA 1 i....altsk.itt , . _____ 0WOOLBRIGHT MOBILITY HUB • ii iii minmansse ��_mans 1 _ SE I Zth Ave_ y _ • 1e mil' — •41 imisifit III e ;�� NEM. I� Bimels .___. crl • ova 0 ... .. .L. . _ C A. se . , 9r 23rd Ave j�!'� v. IX al Woolbright Rd Boynton Beach _=" L� MIME 44e u ii/LIIE is ---1 .._ Inn . 1 , Gulf Stream 1.---L _ SE 78th Ave LI, I _-Delray Beach _I Downtown to Beach • Mobility Hub ( N ...., Boynton Water Taxi 0 0.17 0.35 0.7 Miles Ea)Circulator East Rail Hub(Existing) 111111111 Circulator West ® Rail Hub(Future) ......— Downtown to Mall On Demand Transit Area Woolbright to Hospital District O City of Boynton Beach(Legend Only) CITY OF ,iiadmillialliallink,. ® Water Taxi Unincorporated Palm Beach County BOYNTON NUE URBAN CONCEPTS B E A C H ANO USE•M0811ITY•PARKING•FEES PRODUCED BY NUE URBAN CONCEPTS.LCC(JAN 2025.VERSION 141 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS Low SPEED STREETS PLAN - - II' .. : , .. I i . . i t Li —IIII I - . Poinciana - L_ a, ___LLI IP , iii ® - 1 1= NW 10th Ave 4 zr . __. 101 r . • _ NW 8th Ave -----_ — 1 ' co 0--- Stat.,Iirlt ' IW Es CatholiC Stlibol - -1-11 z I . a Galaxy4E3_ 111 Elementary School ® ---—1 W Boynton Beach Blvd 4 r IQ NW 1st Ave I Aity Hall--1 I ' i Ocean Ave r Pr i 1 SW 3rd Ave - I ---i I 1 - __ - , __ __ iii _ 1 _ - -Boynton Beach I.6:1 _ SW 10th A—ve _ , Ocean Ridge 111 111 Forest Paa Elementary School • .. a. 0 / N . WAWocdbright Rd 4 I I- till" MI Forest Park Elementary School Area N 0 0.13 0.25 0.5 Miles me Galaxy E3 Elementary School Area ! milli ' 11111 Neighborhood Low Speed Street Area Ns Poinciana Elementary School Area Unincorporated Palm Beach County ---- - CITY OF------ 4 tmiskimilbntidambp. Parks/Greenspace BOYNTON NUE URBAN CONCEPTS B E A C H LAND USE•MOBILITY•PARKING•FEES PRODUCED BY NUE URBAN CONCEPTS.LCC(JAN 2025. VERSION 61 ORIGIN & DESTINATION EVALUATION: COUNTY ROAD IMPACT FEE ZONES (USING TRAFFIC ANALYSIS ZONES FROM SERPM 8.541) 9-i' \ ISM". '': '' poiLit41 't ir ,, il iitirinkrir ill ,rnakkablit — thil...,....-, , disii„,. hh11,1111111=MII us. — amar iiiIiI!ti .ill -111111111111Wpriv4416,fini 1111111101.11Attildirjaitif I nwavirAgw piverst9511 witti mi ms lir ses. 0+.= ..- - __rte �_ ��mme� ■m �rll )iir iii -lob aimal P, (-41P3kin li oe ��i �r e11r1r 11111= LEVI i sr Il sir�a IRO MalblAth 1;11 11115101111077111I / �gl� �.�a iwill Ell EmiwoII ;iI� \,_ Alejjmn,_\ ______ a— 4a'/�Sr-���e. _1dii '6MIA ~ u i� _ -Ndon ��■IR.m Rtl1 • 4 EMI --.psi '1110 1.5 ami Select Districts I J TAZ OPBC RIF Zones ----cr Y or __. BOYNTON NUE URBAN CONCEPTS BEACH LANO USE•NOBIEfY•PANNE•FEES PRODUCED BY NUE URBAN CONCEPTS.LLC(JAN 2025,VERSION2 ORIGIN & DESTINATION EVALUATION: MOBILITY STUDY AREA (USING TRAFFIC ANALYSIS ZONES FROM SERPM 8.541) 436 435 , ,413 412 IMIPMEMry�y�y ___- - I 437 434 N W OF 4 / ( (�"�,�UP /"� a33 11: 411 1359 a::6 LI�L�Ln4P 3 PBC I Village ____, 440 437 415 ,772 932 , '' 416 1771 ., 417 3,w 418 945 1'361 .t31 `t"`1 1360 93? 934 I1.• L. 946 44( 429 1369 937 .126 423 ,�r- '19 4h5 a07 Boynton 428 425 / _- 1365 935 Northwes 947 944; Boynton 1I 1367 956 93v — ! 6 424 '353 Northeast 158 368 '362 93E ~ / // Boynton 48Boynton\'_;3e •9 5 Boynton C =6 ` 444 i 445 Expansion 1384 ag; '3R, aBr, 460 +oei 448 446 975 '.%80 Jr., 51 II ,:., --_ _.� 506 0 —— 4A9 Boynton95445iSou 1 west ,'• i L_ l 10, 5,, 390 / -,_9h c ;:.7 r 1S =1'4 1374 / - 2 1393 ::74 1:394 ,375 ''-5`� 491 4'i7 Boynton 516 .---.-- .. Sou I east 391 456 455 541 5 518 520 • 55, 1399 963 960 u.. 1410 521 392 461 - 462 CAJJ �yy7 (�PBC 3 I 541 552 551 5,.7 ,II:. s �e ' 'PBC R-IF 1 s 0 0.25 0.5 mi N Select Districts I 1 1 TAZ OPBC RIF Zones --------u7v or BOYNTON UNE URBAN CONCEPTS BEACH LAND USE•MOBILITY•PARKIND•FEES PRODUCED BY NUE URBAN CONCEPTS.LLC(JAN 2025.VERSION2) rBCITY OF BOYNTON E A C H Mobility Fee Technical Report APPENDICES Appendix A. Florida Commerce Transportation Planning Guidance Appendix B. Laws of Florida HB 479 (Chapter 2024—266) Appendix C. Impact Fee Act(Florida Statute Section 163.31801) Appendix D. Traffic Characteristics Data Appendix E. 2022 National Household Travel Survey Data Appendix F. Streets Plan Appendix G1. Multimodal Corridors Plan Appendix G2. Multimodal Corridors Plan Detail: East Appendix G3. Multimodal Corridors Plan Detail:West Appendix H. Transit Plan Appendix I. Mobility Plan Programs Appendix J. FDOT Generalized Tables Appendix K. Planning Level Cost (PLC) & Planning Level Capacities (PLC) Appendix Li. County Road Impact Fee Collections from Boynton Beach (2014 to 2023) Appendix L2. County Road Impact Fee Collections from Boynton Beach (2003 to 2013) Appendix M. Trip Generation Appendix N. Person Travel Demand per Use(PTDu) Appendix O. 2022 National Household Travel Survey Data:Trip Purpose Appendix P. Palm Beach County: Household Travel Appendix Q. Interstate 95 Ramp Volumes Appendix R. Mobility Fee Schedule Appendix S. Residential Square Footage& Bedrooms Appendix T. Bedrooms& Household Vehicles Appendix U. 2022 National Household Travel Survey: Household Vehicles Appendix V. Downtown Development Inventory(Recently Built & Under Review) Appendix W. Downtown Development Parking Inventory(Recently Built & Under Review) Appendix X. Origin & Destination Evaluation Appendix Y. Comparison of Mobility Fees with County Road Impact Fees Appendix Z. Multimodal Characteristics Inventory • FLORIDACr1MMERCE o o© (Sya,J•p is Q) FSPANOI I KRFYOIRECONNECT CI AIMANTS I EMPLOYERS Reemployment Assistance Business Growth • Workforce Statistics Community Planning, Workforce Development Resource Center &Partnerships Development&Services Board Resources Transportation Planning Home>Community Planning,Development and Services>Community Planning>Community Planning Table of Contents>Transportation Planning • Community Planning Transportation Element Section 163.3177(6)(b),Florida Statutes,establishes the requirements for transportation and mobility planning In local government comprehensive plans. Community Planning Comprehensive plans must focus on providing a multimodal transportation system that emphasizes public transportation systems,where feasible,and encourages Table of Contents economic development through flexible transportation and mobility options for Florida communities.Links to transportation planning related issues and organizations are Included below to help provide additional information on transportation mobility planning In Florida. Areas of Critical State Concern Program Accessing Multimodal Transportation Comprehensive Plans A multimodal transportation system recognizes the Importance of providing and Plan Amendments �o y cog Po mobility options through a variety of integrated travel modes,such as by bus a rail (Florida Papers) transit,bicycle,automobile,or foot.A well-designed multimodal transportation network minimizes impacts to the environment and enhances the livability of ORC Reports and Notices neighborhoods by increasing transportation options,expanding access,and Increasing connectivity between destinations. of Intent A well-designed and efficient transportation network can help create a sustainable development pattern that contributes to the community's prosperity,enhances Property Rights Element transportation efficiency by minimizing vehicle trips and contributes to a healthier environment by reducing air pollution and greenhouse gas emissions. Evaluation and Appraisal The Transportation Element of a local government's comprehensive plan should contain policies that will create a well-connected multi-modal transportation Review of the Comprehensive Plan network;support increased residential densities and commercial intensity;help walking become more practical for short trips;support bicycling for bolt short-and General Information long-distance trips;improve transit to serve frequented destinations;conserve energy resources;reduce greenhouse gas emissions and air pollution,while About Developments of maintaining vehicular access and circulation.Key multimodal transportation strategies can Include the following Regional Impact and Florida Quality o Create an Interconnecting grid network of streets,connectors,arterials and sidewalks that provide a complete and accessible transportation network; Developments r Establish land use patterns that support a mixture of residential,commercial and retail uses,and dense populations and urban Intensities,so that transit Developments of service may be provided more efficiently and economically; Regional Impact Repository r Increase the viability of pedestrian and bicycle travel; List of Local . Integrate land use and transportation planning to create communities that provide transportation choice;and, Governments Qualifying o Accommodate the flow of freight throughout the slate so that the economy can continue to grow. as Dense Urban Land Areas Revitalization of Expired Other muitimodal transportation planning efforts,such as transit-oriented developments,defined in section 163.3164(46),Florida Statutes,are being developed Homeowners Association and planned by the Cities of Boca Raton,Clearwater,Gainesville,Jacksonville,Miami,Tampa and West Palm Beach,and in Broward,Miami-Dade,Palm Beach Declarations and and Pinellas Counties and other locations.Below are a several examples of successful multimodal transportation planning efforts in Florida Covenants Alachua County,Department of Growth Management,Transportation Planning Lf-Alachua County's Mobility Plan includes transit-oriented Community Planning development and muitimodal transportation planning as one of several methods being Implemented to provide mobility options. Staff Directory (Alphabetical) ' City of Gainesville Comprehensive Planning Lf-The City of Gainesville comprehensive plan includes six mixed-use categories and eight Special Area Community Planning Plans based on Traditional Neighborhood Development standards and an established Urban Infill and Redevelopment Area. Review Team Assignments Complete Streets Complete Streets Is a transportation strategy to develop an integrated,connected networks of streets that are safe and accessible for all users,Including pedestrians,bicyclists,motorists,and transit riders of all ages and abilities.According to Smart Growth America and the National Complete Streets Coalition, Community Services Complete Streets make active transportation such as walkingand bicycling po comenienL provide increased access to employment centers,commerce,and educational institutions,and allow greater choice in travel. Community Development In Florida,complete streets are context-sensitive.For example,a street considered complete for use within a dense urban area would look and function very Block Grants differently from one located in a rural area,and a complete suburban street would look and function differently from both the urban and rural complete streets.One way to think about what elements are necessary to create a complete street is to determine its context within the community and based upon that context,match Community Partnerships the design and operation of that street with the direction and guidance provided In the local government's comprehensive plan. As an example,some communities use an Urban-Rural Transect(or simply Transect)to assign portions of their community Into approximately five or six"context Broadband zones"based on the degree of development intensity desired and geographic location,ranging from very low intensity rural context zones to more intense urban context zones.For each context zone,the community establishes a context in terms of appropriate public facility design,urban design,general spatial form,and Rural Community appropriate street types. Programs This approach allows the local government to determine,in its comprehensive plan or other public planning document,which portions of the community fit within which context zone,and to provide guidance within the comprehensive plan as to what mobility functions(such as walking,biking,transit use)are most important In that context zone,and what design features and operational characteristics are appropriate for streets In that location Special Districts Several examples of communities have Initiated complete streets planning in Florida.Here are a few excellent examples: Homeowner Assistance • Model Design Manual for Living Streets-Los Angeles County,2011 Deerfield Beach Complete Street Guidelines Lf . Ft Lauderdale Complete Streets Lf Transportation Concurrency In accordance with the Community Planning Act,local governments may establish a system that assesses landowners the costs of maintaining specified levels of service for components of the local government's transportation system when the projected impacts of their development would adversely impact the system.This system,known as a concurrency management system,must be based on the local government's comprehensive plan.Specifically,the local government comprehensive plan must provide the principles,guidelines,standards,and strategies,Including adopted levels of service,to guide the application of its transportation concurrency management system. Prior to June 2,2011,transportation concurrency was mandatory for local governments.Now that transportation concurrency Is optional,it a local government chooses,it may eliminate the transportation concurrency provisions from its comprehensive plan and is encouraged to adopt a mobility fee based plan In its place (see below).Adoption of a mobility fee based plan must be accomplished by a plan amendment that follows the Expedited State Review Process.A plan amendment to eliminate transportation concurrency is not subject to state review. It is important to point out that whether or not a local government chooses to use a transportation concurrency system,it is required to retain level of service standards for its roadways for purposes of capital improvement planning.The standards must be appropriate and based on professionally accepted studies,and the capital improvements that are necessary to meet the adopted levels of service standards must be included in the five-year schedule of capital improvements. Additionally,all local governments,whether implementing transportation concurrency or not,must adhere to the transportation planning requirements of section 163.3177(6)(b),Florida Statutes. -- -��CITY OF�- BOYNTON B E A C H Mobility Fee Technical Report APPENDIX B Laws of Florida HB 479 (Chapter 2024 — 266) Ch. 2024-266 LAWS OF FLORIDA Ch. 2024-266 163.3180 Concurrency.— (5) (h)1. Local governments that continue to implement a transportation concurrency system, whether in the form adopted into the comprehensive plan before the effective date of the Community Planning Act, chapter 2011- 139, Laws of Florida, or as subsequently modified, must: a. Consult with the Department of Transportation when proposed plan amendments affect facilities on the strategic intermodal system. b. Exempt public transit facilities from concurrency. For the purposes of this sub-subparagraph, public transit facilities include transit stations and terminals; transit station parking; park-and-ride lots; intermodal public transit connection or transfer facilities; fixed bus, guideway, and rail stations; and airport passenger terminals and concourses, air cargo facilities, and hangars for the assembly, manufacture, maintenance, or storage of aircraft. As used in this sub-subparagraph, the terms "terminals" and "transit facilities" do not include seaports or commercial or residential development constructed in conjunction with a public transit facility. c. Allow an applicant for a development-of-regional-impact development order, development agreement, rezoning, or other land use development permit to satisfy the transportation concurrency requirements of the local comprehensive plan, the local government's concurrency management system, and s. 380.06, when applicable, if: (I) The applicant in good faith offers to enter into a binding agreement to pay for or construct its proportionate share of required improvements in a manner consistent with this subsection. The agreement must provide that after an applicant makes its contribution or constructs its proportionate share pursuant to this sub-sub-subparagraph, the project shall be consid- ered to have mitigated its transportation impacts and be allowed to proceed if the applicant has satisfied all other local government development requirements for the project. (II) The proportionate-share contribution or construction is sufficient to accomplish one or more mobility improvements that will benefit a regionally significant transportation facility. A local government may accept contribu- tions from multiple applicants for a planned improvement if it maintains contributions in a separate account designated for that purpose. A local government may not prevent a single applicant from proceeding after the applicant has satisfied its proportionate-share requirement if the applicant has satisfied all other local government development requirements for the project. d. Provide the basis upon which the landowners will be assessed a proportionate share of the cost addressing the transportation impacts resulting from a proposed development. 2 CODING: Words 3trielken are deletions; words underlined are additions. Ch. 2024-266 LAWS OF FLORIDA Ch. 2024-266 reduced up to 20 percent by the percentage share that the project's traffic represents of the added capacity of the selected improvement, or by the amount specified by local ordinance, whichever yields the greater credit. 3. This subsection does not require a local government to approve a development that, for reasons other than transportation impacts, is not qualified for approval pursuant to the applicable local comprehensive plan and land development regulations. 4. As used in this subsection, the term"transportation deficiency"means a facility or facilities on which the adopted level-of-service standard is exceeded by the existing, committed, and vested trips, plus additional projected background trips from any source other than the development project under review, and trips that are forecast by established traffic standards, including traffic modeling, consistent with the University of Florida's Bureau of Economic and Business Research medium population projections. Additional projected background trips are to be coincident with the particular stage or phase of development under review. (i) If a local government elects to repeal transportation concurrency, the local government may itncouraged to adopt an alternative transporta- tion system that is mobility-plan and fee-based or an alternative transporta- tion system that is not mobility-plan and fee-based. The local government may not use an alternative transportation system be-used to deny, time, or phase an application for site plan approval, plat approval, final subdivision approval, building permits, or the functional equivalent of such approvals provided that the developer agrees to pay for the development's identified transportation impacts via the funding mechanism implemented by the local government. The revenue from the funding mechanism used in the alternative transportation system must be used to implement the needs of the local government's plan which serves as the basis for the fee imposed. An alternative transportation • : :' ' • • . . . . - : • - _ system must comply with s. 163.31801 governing impact fees. An alternative transporta- tion system may not impose .• : . •. . . . . • - • . .. • : : • - • • - - . • • • -• . . • upon new development any responsibility for funding an existing transportation deficiency as defined in paragraph(h). (j)1. If a county and municipality charge the developer of a new development or redevelopment a fee for transportation capacity impacts, the county and municipality must create and execute an interlocal agreement to coordinate the mitigation of their respective transportation capacity impacts. 2. The interlocal agreement must, at a minimum: a. Ensure that any new development or redevelopment is not charged twice for the same transportation capacity impacts. 4 CODING: Words stricken are deletions; words underlined are additions. Ch. 2024-266 LAWS OF FLORIDA Ch. 2024-266 (a) Ensure that the calculation of the impact fee is based on a study using the most recent and localized data available within 4 years of the current impact fee update. The new study must be adopted by the local government within 12 months of the initiation of the new impact fee study if the local government increases the impact fee. (5)(a) Notwithstanding any charter provision, comprehensive plan policy, ordinance, development order, development permit, or resolution, the local government or special district that requires any improvement or contribution must credit against the collection of the impact fee any contribution, whether identified in a development order, proportionate share agreement,or any ether form of exaction;related to public facilities or infrastructure, including monetary contributions, land dedication, site planning and design, or construction. Any contribution must be applied on a dollar-for-dollar basis at fair market value to reduce any impact fee collected for the general category or class of public facilities or infrastructure for which the contribution was made. (7) If an impact fee is increased, the holder of any impact fee credits, whether such credits are granted under s. 163.3180, s. 380.06, or otherwise, which were in existence before the increase, is entitled to the full benefit of the intensity or density prepaid by the credit balance as of the date it was first established. If a local government adopts an alternative transportation system pursuant to s. 163.3180(5)(i),the holder of any transportation or road impact fee credits granted under s. 163.3180 or s. 380.06 or otherwise that were in existence before the adoption of the alternative transportation system is entitled to the full benefit of the intensity and density prepaid by the credit balance as of the date the alternative transportation system was first established. Section 4. Paragraph (d) of subsection (2) of section 212.055, Florida Statutes, is amended to read: 212.055 Discretionary sales surtaxes; legislative intent; authorization and use of proceeds.—It is the legislative intent that any authorization for imposition of a discretionary sales surtax shall be published in the Florida Statutes as a subsection of this section, irrespective of the duration of the levy. Each enactment shall specify the types of counties authorized to levy; the rate or rates which may be imposed; the maximum length of time the surtax may be imposed, if any; the procedure which must be followed to secure voter approval,if required; the purpose for which the proceeds may be expended; and such other requirements as the Legislature may provide. Taxable transactions and administrative procedures shall be as provided in s. 212.054. (2) LOCAL GOVERNMENT INFRASTRUCTURE SURTAX.— (d) The proceeds of the surtax authorized by this subsection and any accrued interest shall be expended by the school district, within the county and municipalities within the county, or, in the case of a negotiated joint 6 CODING: Words strieken are deletions; words underlined are additions. Ch. 2024-266 LAWS OF FLORIDA Ch. 2024-266 officially declared by the state or by the local government under s. 252.38. Such improvements are limited to those necessary to comply with current standards for public emergency evacuation shelters. The owner must enter into a written contract with the local government providing the improve- ment funding to make the private facility available to the public for purposes of emergency shelter at no cost to the local government for a minimum of 10 years after completion of the improvement, with the provision that the obligation will transfer to any subsequent owner until the end of the minimum period. e. Any land acquisition expenditure for a residential housing project in which at least 30 percent of the units are affordable to individuals or families whose total annual household income does not exceed 120 percent of the area median income adjusted for household size, if the land is owned by a local government or by a special district that enters into a written agreement with the local government to provide such housing. The local government or special district may enter into a ground lease with a public or private person or entity for nominal or other consideration for the construction of the residential housing project on land acquired pursuant to this sub-subpar- agraph. f. Instructional technology used solely in a school district's classrooms. As used in this sub-subparagraph, the term "instructional technology" means an interactive device that assists a teacher in instructing a class or a group of students and includes the necessary hardware and software to operate the interactive device. The term also includes support systems in which an interactive device may mount and is not required to be affixed to the facilities. 2. For the purposes of this paragraph, the term "energy efficiency improvement" means any energy conservation and efficiency improvement that reduces consumption through conservation or a more efficient use of electricity, natural gas, propane, or other forms of energy on the property, including, but not limited to, air sealing; installation of insulation; installation of energy-efficient heating, cooling, or ventilation systems; installation of solar panels; building modifications to increase the use of daylight or shade;replacement of windows; installation of energy controls or energy recovery systems;installation of electric vehicle charging equipment; installation of systems for natural gas fuel as defined in s. 206.9951; and installation of efficient lighting equipment. 3. Notwithstanding any other provision of this subsection, a local government infrastructure surtax imposed or extended after July 1, 1998, may allocate up to 15 percent of the surtax proceeds for deposit into a trust fund within the county's accounts created for the purpose of funding economic development projects having a general public purpose of improving local economies, including the funding of operational costs and incentives related to economic development. The ballot statement must indicate the intention to make an allocation under the authority of this subparagraph. 8 CODING: Words stricken are deletions; words underlined are additions. CITY OF BOYNTO N BEACH Mobility Fee Technical Report APPENDIX C Impact Fee Act (Florida Statute Section 163.31801) -- CITY OF BOYNTON B E A C H Mobility Fee Technical Report APPENDIX D Traffic Characteristics Data e m 8 8 $ 8 m a n o a .. _ 4 a a T 0 a ma: 0 n 0 n m a n F n M ., n m X 8 8 b e "_ > a I n V, e _ m n _ d n a a n n n n n d n m ., n - - � n gn n n n n , W < f ;;;: ,..;1 ,.: ,..,- .,;.,, ,;:n n n ro ry n ,.. .. H n n w L.. 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Y g Y ; a 3 Wd o z l }' i o $ 2 y 2 i "S ? u 3 3 9f z u z .: 3 � 7 g 3 � $ 0 3 a N Q N Q * _ Q 9 _ _ E g i H 3 d LL - W g W o N 3 3 A c 4v 3 i o o l g R� 3 � g oz 2 888' - g o < O 1C o99 ? Q 2 g 0g dp NN ,,„ v, ? iiz it , z1ooa o QQ oaFip - g RgRoo 50oi i , ¢ § osaoo i ii ; F _ 8 �'g8 s2a000a0 ,, N , --�-�-C I T Y O FOYNTON ---��- B B E A C H Mobility Fee Technical Report APPENDIX E 2022 National Household Travel Survey Data rB--�-CITY OF BOYNTON Mobility Fee Technical Report E A C H APPENDIX F Street Plan ! 2 E | e E | E a 2.! -. , . \ . . . ) £ ! §■! 2 : - . ' 2 2 2 , , ! 2 . § ! ! ! fig • !i! § ( § § § § ! # ■ Ufa § ! | kUf .. E. , ` , |I t g || 1 § ! � ! ! ! ; ! § | # !; $ ! ( ! ;® , - 1. - - - - 1 . }P■ it | {, -f ! _§ ' 1 H ||A g� | ) !| ! | t|| ||! i{ | 0 �#| I! 1 |;! if . F id,� 3. II | {\ §. ƒ! 1. | 1 :i" t!| |{! 2 !4 ;!! -: ( 7 | I§i fiii di | {t 1}1! ri I ` !|) ■!! !|f | 'i |){! l't I | 8 tft Zit `!K - !- 2taiEIE �i | .!! ;,! ,| pie ° ` [ ,, .1|- 0 /!! Ip:i H2 !! ! | ! !!� !!, !| i" `!|� | a. | H hi if., | ,!, Ia!! \h | _! i / §i .8 ! a = ; _ _ 2 i| , / , . 2 § ! f ! 'IT f . . . . §IV 5 \ t ! ! . | | 7 I | | ; ) i / i i | | | | ! | i \ I 2 I ■ | ! 2 ! 3 | - ! § I f | . - I ; _ ! ! . / ( . i . — i f! ,_ F. - - , - § 5 § 1 ! - | ( } § / ! / ! i ! - {" . , ! ! | i II , 8 | | 5 | i" |s ! | J ! i ! 1 ! 1 ! |E ! I| ! ! 1 1 1 1 1 l! 11 1 i f| If ic 2 . , ! | i ! | , |! I APPENDIX Gl:MULTIMODAL CORRIDORS PLAN YURImeOM CeMdon Len tR CMerWry onARrlbtabb ARAMotM. oneWctbn/ pk\PMC (Cobncermpon 0 to From To (Niko) YN 0145 Ct Entity Pn)wct D.scrlptbn wnnlrylttelCOR ...looted Planning level Coat Person Mllesei Fending Source Tmofr.rw co YultlmoCO Corridor, KV)PoKV) alta WMIr ME) Co)MCoity lMCaL Moya • All PROJECTS AO I00/TINFO idl MOON rry PLANNING 0 IAPOSO.MCLS MIOIECT Wru REQUIRE FO1GU EVALUATION\oGGn NO FAO.AND TO1MRS ARE SUA/ECr TO CNANGF AS AM Ott PROTECT Tref 0t1!TO FISCAL.IIEIGNI OR1r000.bGNTOt-WAV,SROM WAIFI.TOPOFMPNICAI\LINO.CaISTRA1rfrS. 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Qr naroow{atee ba.w0.n vets OboaossmtoabbtsCAr tooi,mn.Nretlebm maaboW bot.alts O.WNMY $1}4(OOIX raker W nbrwsbL OSJ4S — Mac Tl.b.lSrym et....nW.4S.M mPON- n O. .[A0bsa0bnor.LsnlCost(M)...cm sass.used bthe e mmltMb , Sar1feTI 000. ebb1AWw,o,Mla it.... et Caceres l4(1Iadab e. o,twew44.10444.1.•e ser44.10444.1.•44.10444.1.• m O. o0Ny be Is MOW The WOO a.oe.0Mn p6o Si 44700* — TI.Noon.tar.Cod InCi and hoot tales of remote 14,100 oder sot desalt.In yowl.\ APPENDIX G2:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Construction/ Corridor Street From To length(MI) Project Type Maintenance Project Description Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PROD ECT WILL REQUIRE FURTHER EVALUATION&DESIGN.THE FROM AND TO LIMITS ARE SUBJECT TO CHANGE AS ARE THE PROJECT TYPE DUE TO FISCAL,NEIGHBORHOOD,RIGHTOF-WAY,STORM WATER,TOPOGRAPHICAL&UTILITY CONSTRAINTS. MULTIMODAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD Construct one ofthe fol lowl nig(1)bicycle lanes;(2)an 8'to 10'wide shared-u se path by replacing Menton°Road Seacrest Blvd Ocean Parkway 0.17 Principal M ultlmodal Corridor(East) City sidewalk on Southside of ROW;(3)a5'wldl sidewalk adjxmtto the etlrtingsidewalk on the south side oft he ROW;or(4)an 8'to 10'wide shared-use path on the north side of the ROW Install street lighting for people wal king and bicycling,along with landscape and hardsc ape as feasi ble. Construct one of thefollowingi(1)bicycle lanes and S'to 6'sidewalks on both sides of the ROW;or(2) Mentone Road Atlantic Drive 0.38 Principal Multimodal Corridor(East) City an8'to 10'shared-use path on one side of the ROW.Install street lighting for peoplewalking and Principal Multimodal Corridor bicycling,along with landscape and hardscape asteas]ble. East of Interstate 95 providing an Interconnected multlmedal alternative to Construct one otthe followings(1)bicycle lanes on both sides of the ROW through restriping of Sexreal Blvd existing travel lana and a S'to 6'wlde sidcwal k on the east side of the ROW;(2)an 8'to 10'wide Atlantic Drive Miner Road 0.17 Principal MultlmWdCorridor(Fast) City sitareduse path by replacing sidewalk on west sideof ROW;(3)a S'wldesldewalk adjacent to the Ocean Parkway existing sidewalk on the west side of the ROW;or(4)an 8'to 10'shared-use path on the east side of the ROW.Install street lighting for peo pi e wal ki ng and bicycling along with landscape and harduape as feasible.Construct a raised Intersection at Miner Rd&Ocean Pkwy with high WO bi lity crosswalks. Construct one of the foil owing:(1)bicycle lanes on both sides of the ROW through restriping of existing travel lanes;(2)en 8'to 10'wideshareduse path by replacing sidewalk on either side of ROW; Miner Road 4th Court NE 0.10 Principal Multlmdal Corridor(East) City or(3)a5'wide sidewalk adjacent to the eel rting sidewalk on the either Ode of the ROW Install street lighting for peoplewalking and bicycling along with landscape and harduape as feasible. Construct one of the followl ngi(1)bicycle lanes on both sides of the ROW through rind'ping of City exirtingtravel lanes;(2)an8't010'wide shared-usepath by replacingsidewalkon either side of ROW; 4th Court NE Ocean Parkway NE 27th Court 0.06 Principal Multi modal Corridor(East) or(3)a 5'wide sidewalk adjacent to the eel stl ng sidewalk on the el thee side of the ROW.Install street lighting for people walking and bicycling,along with landscape and hardscape as feasible Construct one of the fol lowing(1)bicycle lanes on both sides of the ROW through restnping of Principal Multimodal Corridor existing travel lanes and fill In sidewalk gaps on the southddeof the ROW;(2)an 8'to 10'wide shared. EasiofInterstate95providlrtg NE 27th Court 4th Court NE NE13t Street 0.14 Principal Multi modal Corridor(East) City use path by replacing sidewalk on south side oft he ROW;or(3)a 5'wlde sidewalk adjacent to the an tof Interstate interconnected existing sidewalk on the north side of the ROW.Install street lighting for peoplewalking and bicycling multimodal alternative to along with landscape and hardscape as feasible Seacrest Blvd Construct one of thefollowing:(1)blcyclelanes on both sides of the ROW;(2)an 8'to 10'wldeshared- use path by replacing sidewalk on either side of ROW;or(3)a 5'wide sidewalk adjacent to the misting NE1st Street NE 27th Court NE 26th Avenue 0.11 Principal Multimodal Corridor(East) City sidewalk on the either side of the ROW.Install street lighting forpeoplewd king and bicycling,along with landscape and hardscape as feasible. Construct one of the foil owl ng:(1)on-street bicycle laneson both sides of the ROW;(2)an 8'to 10' NE 1st Lane NE 26th Avenue Gateway Blvd 0.24 Principal Multimodal Corridor(Fart) Citywideshareduse path by replacing sidewalk on west side of ROW;or(3)a paned 5'wide sidewalk adjacent to the existing sidewalk.Install street lighting for people walking and bicycling along with landscape and hardscape as feasible. Evaluate theaddltlon of green pavement markings to the existing bicycle Imes at intersections and Major Multimodal Corridor driveways,and at the approach and departure of access connections.Evaluate periodic green (US)) Federal Hwy(US 1) NE 26th Avenue Gateway Blvd 0.35 Major MUlt[medal Corridor(US 1) City/FOOT pavement markings on the corn dor,even if*conflict Is not present,to Increase visibility of the bicycle lanes.Construct high visibility crosswalks at Gateway Blvd. APPENDIX 62:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Construction/ Corridor Street From To Length(MI) Project Type Maintenance ' Project Description Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PRO/ECT WTI REQUIRE FURTHER EVALUATON&DESIGN.THE FROM A/D TO LIMnS ARE SUB/ECT TO CHANGE AS ARE THE PROTECT TYPE DUE TO FISCAL,NEIGHBORHOCO,RIGHT-0F-WAY,STORM WATER,TOPOGRAPHICAL B UTILITY CONSTRAINTS. MULTMODAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD MULTMODA L CORRIDORS PROPOSED BETWEEN GATEWAY BLVD&BOYNTON CANAL Construct one of the following:(1)on-street bicycle lana on both sides of the ROW;(2)an 8'to 10' wl de shared-use path by replacing sidewalk on either side of ROW,or(3)a 5'wide sl dews'k adjacent to NE let lane Gateway Blvd NE 19th Avenue 0.27 Principal Multimodal CAMPY(Eut) City theealsting sidewalk on the either side of theROW.Add high visibility crosswal ks or a raised Intersection at NE 19th Avenue.Install street lighting for peoplewal ki ng and bicycling.along with landscape and hardscape as feasible. Construct one ofthefol Iowl ng:(1)on-street bicyclelanes on both sides of the ROW;(2)an 8'to 10' wide shared-use path by replacing sidewalk on either side of ROW;or(3)a S'wide sldewal k adjacent to the existing sidewalk on the elther side ofthe ROW.Construct ahlgh visibility NE 19th Avenue NE 1st Lane Seacrest Blvd 0.06 Principal Multimodal Corridor(East) Cil), Island with either a rapid rectangular flashing beacon(RRFB)or pedestrian hybrid beacon(PHB)on Seacrest Blvd at NE 19th Avenue.Install street lighting for people walking and bicycling,along with landscape and hardscape as feasible. Construct an 8'to 10'wide shared-use path within the Hester Community Center parallel to Seacrest Blvd,but outside of the Seacrest Blvd ROW The shared-use path can meander through the Community Center parcel to the Went the corridor Is accessibleand not enclosed by gates or a fence.The shared- Hester Community Center NE I9th Avenue 17th Ave NW 0.18 Principal Multimodal Corridor(East) City use path can replace twist Ingsidewalkswithin the Hester Community Center or be constructed parallel.If land Is constrained,the shared-use path can be narrowed to a 5'to 6'wideshared-use path Principal Multimodal Corridor where It runs parallel to eaisting sidewalks on Severest Blvd and 17th Ave NW.The alignment is East of Interstate 95 providingconceptual and subject to change.Where the shared-use path runs parallel to an existing sidewalk an Interconnected within the Community Center,the width can be reduced to 5'to 6'wide. multimodal alternative to Seacrest Blvd Construct one of the fol lowingi(1)on-street bicycle lanes on both sides of the ROW;(2)an 8'to 10' wide shareduse path by replacing sidewalk on either side of ROW;or(3)a S'wide sidewalk adjacent to NW 1st Court 17th Avenue NW NW 14th Avenue 0.28 Principal Multimodal Corridor(East) City the etisting sidewalk on the either side ofthe ROW.Construct a high visibility crosswalk to raised crosswalk on 17th Ave NW at NW 1st Court.Install street lighting for people walking and bicycling, along with landscape and hardscape asfeast ble. Construct one of the following:(1)on-street bicycle lanes on both sides of the ROW;(2)an 8'to 10' wide shared-use path by replacing sidewalk on either side of ROW;or(3)a 5'wide sidewalk adjacent to NW 14th Avenue NW 1st Court Seacrest Blvd 0.12 Principal Multimodal Corridor(East) City theeristing sidewalk on the either side oft he ROW Construct a high vlslbit ity crosswalk,marked bike lanes,ora raised raised Intersection at NW 1st Court and NW 14th Avenue.Install street lighting for peopiewal king and bicycling,along with landscape and hardscape as feasi bee. Widen,If feasible,sidewalk on west side of ROW to TY to 10'she red-use path.Would require property acquisition.Upgrade,if necesaery,pedestrian bridge over Boynton Beach Canal on Seacrest Blvd(went sideof NE 14th Avenue Palmetto Green Trail west ride ofSeacrest Blvd.Upgrade connection to Palmetto Green Trail.Construct a Pedestrian ROW) (Boynton Canal) 0.11 Principal Multimodal Corridor(East) City/County Hybrid Beacon(PHB)at Intersection of Seacrest&NE 14th Ave and a PHB et intersection of Seacrest B Palmetto Greens Trail,or construct raised croaawalks or high visibility crossings and Rectangular Rapid Flashing Beacons(RRFBs)at both Intersections. Evalslate the addition of green pavement markingsto the eristIng bicycle lanes at Intersections and Major Multimodal CorridorFederales driveways,and at the approach and departure of access connections.Evaluate periodic green NSI) wyI85I) Gateway Blvd NE 15th Avenue 0.54 Major Multimodal Corridor(US 1) City/FOOT pavement markings on thecorrldor,even lfaconflict Isnot present,to lncreasevisibllltyofthe bicycle lanes.Evaluate the construction of high visibility crosswalks and a pedestrian hybrid beacon(PHB)at NE 15th Avenue. APPENDIX G2:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Corridor Street Front To Length(MI) Pr ct Construction oje Type Maintenance Project Description Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PROJECT WILL REQUIRE FURTHER EVALUATION&DE9ON.THE FROM AND TO LIMITS ARE SUBJECT TO CHANGE AS ARE THE PROJECT TY PE DUE TO FISCAL,NEIGHBORHOOD,RIGHT-OF-WAY,STORM WATER,TOPOGRAPHICAL&UTILITY CONSTRAINTS. MULTIMOOAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD MULTIMODAL CORRIDORS PROPOSED BETWEEN BOYNTON CANAL&BOYNTON BEACH BLVD Palmetto Greens Trail(west) Widen existing mu Ill-use trail to 12'wide to accommodate people walking and bicycling.Add (Boynton Canal) Searuest Blvd NW 13th Avenue 0.38 Principal Multi modal COTTIdcF Mt) City enhanced landscape and hard scene features along the trail and shade trees or structures to theeatent permitted by regulatory agencies. Md 4'to 5'wide on-street bicycle lanes with green pavement markings and provide 16'to 18'of NW 4th Street NW 13th Avenue MLK Jr Blvd(NW 10th Ave) 0.15 Principal Multimodal Corridor(East) City pavement width for motor vehlcletravN without a marked center line.Install street lighting for peoplewalking and bicycling,along with landscapeand hardscape as feasible.Construct high visibility crosswalks or a raised Intersection at MIK Jr.Blvd. Construct one of the following:(1)on-street bicycle lanes on both sides of the ROW and a 5'wide sidewalk along the east side of the ROW;(2)an 8'to 10'wide shred-use path on east side of ROW;(3) Mncipal Multimodal Corridor NW 4th Strpet MIK 1r Blvd(NW 10th Ave) NW 8th Avenue 0.12 Principal PAultImdal Corridor(East) City an8'to 10'wide shared-use path on west side of ROW replacing the misting sidewalk;or(4)a S'wlde East of Interstate 95 providing sidewalk adjacent to the eel sting sidewalk on the west side of the ROW.Install street lighting for an Imercennected peoplewalking and bicycling,along with landscape and hardscape as feasible.Construct high visibility multimodal alternative to crosswalks or a raised Intersection at NW 8th Ave. Seacrest Blvd Construct one of the following:)1)on-street bicycle lanes and 5'wide sidewalks on both sides of the NW 4th Street NW 8th Avenue NW 410 Avenue 0.25 Principal Multimodal Corridor(Fart) City ROW;or(2jan8'to 10'wideshared-use path on either side of ROW and a 5'wldesidewalk on the opposite side of the ROW.Install street lighting for people walking and bicycling,along with landscape and hrdscapeas feasible. Construct one of the following:(1)on-street bicycle lanes on both sides of the ROW and a S'wide sidewalk along the east side of ROW,(2)an 8'to 10'wide shared-use path on east side of ROW;(3)an 8' NW 4th Street NW 4th Avenue Boynton Beach Blvd(SR 804) 0.12 Principal Multimodal Corridor(East) City to 10'wide shared-use path on west side of ROW replacing the ealsting sidewalk;or(4)a5'wide sidewalk adjacent to the existing sidewalk on the west side of the ROW.Construct a raised intersection • or add enhanced pavement markings at NW 4th Avenue Intersection.Install street lighting for people walking and bicycling,along with landscape and hrdscape as feasible Multimodal Connector To theeatent feaable while ensurl ng student safety,providea continuous multimodal corridor to (Connectivity to Poinciana P�_,,_a Elements Palmetto Greens Trail connect the Palmetto Greens Trail(West)with Poinciana Elementary Porti ons oft he corridor access tlememary school ry' (West) Poinciana Elementary 0.22 Minor Multimodal Corridor(Fart) City/School Board may belimlted for school use onlyand open during school hours.Requires coordination with Palm Palmetto Green hall) beach County School gond. APPENDIX G2:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Construction Corridor Street From To Length(MI) Pr ectT Maintenance Type Malntena nee nese project Cie ecriptlon Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PROJECT WILL REQUIRE FURTHER EVALUATION&DESIGN.THE FROM AND TO LIMITS ARE SUBI ECT TO CHANGE AS ARE THE PROJECT TYPE DUE TO FISCAL,NEIGHBORHOOD,RIGHTI7FWAY,STORM WATER,TOPOGRAPHICAL&UTILITY CONSTRAINTS. MULTIMODAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD Widen existing multi-usetrall to 10'1012'wide to accommodate orople walking and bicycling.Add Multimodal Connector Palmetto Greens Trail(East) NE 13th Avenue Railroad Avenue 0.23 Minor Multimodal Corridor(East) City enhanced landscape and hardscape features along the trail and shade trees or structures to the extent (Connectivity between MIK), permitted by SF W MD. Blvd,US Hwy l A Palmetto Green Trail) Railroad Avenue NE 13th Avenue MLK Jr.Blvd(NE 10th Avenue) 0.17 Minor Multimodal Corridor(East) C.ty Construct a S'wlde sidewalk along the west side of the ROW • Evaluate the additlon of green pavement markings to the existing bicycle lanes at Intersections and Maar Multimodal Corridor Federales 1) ' driveways,and at the approach and departure of access connections.Evaluate periodic green itis)) HwyBoynton Canal MIK Ir Blvd(NE loth Avenue) 0.21 Major Mu(tlmodal Corridor City/FOOT pavement markings on the corridor,even if a cone ict Is not present,to increasevlslbllity of the bicycle lanes.Restripe north bound buffered bicycle lane across Boynton Canal to a proper buffered bicycle lane.Add buffer to bike lanes on both sides of ROW from Boynton Canal to MLA Jr Blvd. • MLX Ir Blvd(NE 10th Avenue) Federal Hwy(US 1) Railroad Avenue 0.04 Minor Multimodal Corridor(East) City Widen existing sidewalks along both sides otthe ROW to 8't010'wide shaved-usepsths.Widen sldewalksacross FEC Railroad to the maximum extent feasible and allowed by FEC. ' - Convert to a one-way road northbound.Construct an 8'to 10'wlde shared-Ise path along the west Railroad Avenue MIX Ir.Blvd(NE 10th Avenue) NE 9th Avenue 0.07 Minor Multimodal Corridor(East) City side oft he ROW where odes uate ROWexist or can beacouired.Install street lighting for people walking and bicycling,along with landscape and hardscape as fees'ble. • Construct oneof the fol lowl ngi(I)onstreet bicycle lanes on both Odes of the ROW;or(2)an 8'to 10' wide shared-use path on either side of ROW NE 9th Ave between NE 2nd MMC and NE 1st Street is Dart NE 9th Avenue Railroad Avenue NE 2nd MMC 015 Minor Multi modal Corridor(East) Ity of Major Multimodal Corridor(East).Install street lighting for peopiewalking and bicycling,along with landscape and hardscape as feasible. Construct oneof the following:(1)on-street bicycle lanes on both sides of the ROW;or(2)an 8'to 10' NE 8th Avenue(portion of wide shared-use path on either side of ROW.The multimodal corridor can be located on either NE 8th corridor front NE 2nd MMC t0 Ave or NE 7th Ave,whichever provides a safer crossing of Seacrest Blvd.Provides raised median and a Multimodal Connector NE 1st Street'sport of the NE 1st Street Seacrest Blvd 0.13 Minor Multi modal Corridor(East) City high visi bill tycrosswalk with an rectangular rapid gashing beacon(RR FB)at the interaction with (Connects Major Multimodal Major Multimodal Corridor Seacrest Blvd.The high visibility crosswalk could be located at NE 7th Avenue to serve ex1sting transit Corridors(East&US 1), East) stops.Install street lighting for people walking and bicycling,along with landscape and hardscape as Principal Multimodal Corridor (East)&Galaxy Park Trails) feasible Construct one of the fol lowing:(1)on-street bicycle lanes on both sides of the ROW and fill In existing sidewalk gaps on NW 8th Ave between Seacrest Blvd and NW 1st Street;or(2)an 8'to 10'wide shared- NW 8th Corridor use path on either side of ROW.A portion of this corridor uses NW 1st Street to connect NW 8th (includes portions of NW lot Seacrest Blvd NW 2nd Street 0.24 Minor Multimodal Corridor(East) City Avenue Ifonstreet bicycle lanes are const rutted,5'wide sidewal ks should be constructed along NW Street) 1st Street and NW 8th Avenue between NW 1st Street and NW 2nd Street.Construct a raised intersection with NW 2nd Street to address existing Intersection off-set.Install street lighting for peopiewalking and bicycling,along with landscapeand hardscape as feasible. Construct oneof the following:(1)on-street bicycle lanes on both sides of the ROW and a 5'to 6'wide NW 8th Avenue NW 2nd Street NW 4th Street 0.15 Minor Multimodal Corridor(East) City sidewalkson onside of the ROW,or(2)an 8'to 10'wide shared-use path on either side of ROW Install street lighting for people walking and bicycling,along with landscape and hardscape as feasible. Construct oneof the following:(1)on-street bicycle lanes on both sides of the ROW;or(2)an 8'to 10' NW 8th Avenue NW 4th Street Galaxy Park Trail 0.10 Minor Multimodal Corridor(East) City wide shared-use path on south sldeofROW.Corridor cross-section should Inconsistent with appropriate multimodal connections to the Major MuRI modal Corridor(Galaxy). APPENDIX G2:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Construction I Corridor Street From To Length(MI) Project Type Maintenance Project Description Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PROJECT WILL REQUIRE FURTHER EVALUATION&DESIGN.THE FROM AND TO LIMED ARE SUBIECTTO CHANGE ASARETHE PROJECT TY PE DUE TO FISCAL,NEIGHBORHOOD,RIGHT-OF-WAY,STORM WATER,TOPOGRAPHICAL&UDLITY CONSTRAINTS. MULTIMODAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD 1111111111111. Evaluate adding additional 4'pavement marking adjacent to existing bike lanes along both sides of the ROW to provide an additional buffer.Add periodic green pavement markings along bicycle lanes to Major Multimodal Corridor (u511 Increase vial bllity Construct high visibility crosswalks at Boynton Beach Blvd Longer term evaluate (US I) NE 6th Avenue Boynton Beach Blvd(SR 804) 0.25TMdItbnmrCobOr (US 1) City/FOOT the const ruction of curbside blcyclelanes and modify alRing chevronsand on-street parking. Consider rertulrements for additional ROW to add on-street parking or curbside or buffered bicycle lanes as pan of future redevelopment. ultimodal Corridor Beach Blvd) Oh, Corridor was updated based on prior mobility plan.Shown for and illustration purposes E.Boynton Beach Blvd NE 6th Street US Hwy 1 0.16 Major M Major Multimodal Corridor only. (Boynton Beach Blvd) Blvd) FOOT Project currently under construction with 9'wide sidewal its on the north and 1S'wide sidewalks on E.Boynton Beach Blvd US Hwy 1 I-95 East Ramps 0.89 Major Multimodal Corridor(Boynton Beach the south.Shown for connectivity/and Illustration purposes only. MULTIMODAL CORRIDORS PROPOSED BETWEEN BOY NEON BEACH BLVD&WOOLIN IGHTRD Boynton Beach Blvd(SR 804] NW 4th Street NW 3rd Street pal Multimodal Corrid.r(Fart) City/FOOT Construct high vlsibllltyceosswalkz an0 apedestrlan hybrid beacon(PHB)to connect the Drinupal Multl modal Corridor East of Interstate95 across Boynton Beach Blvd. Construct one of the loll owl ng(1)on-street bicycle lanes on both sides of the ROW;(2)an 8'to 10' wf deshared-usepath on east sldeof ROW;(3)an 8'to 10'wide shared-use path on west side of ROW NW 3rd Street Boynton Beach Blvd(SR 804) W.Ocean Avenue 0.12 Principe Multimodal Corridor(East) City replacing the exirting sidewalk;or(4)a5'wlde sidewalk adjacent to thest ing sidewalk on Newest side of the ROW Construct a raised intersection or add enhanced pavement markings at W Ocean Ave Intersection.Install street lighting for people wal ki ng and bicycling,along with landscape and hardscape as feasible. Construct oneof the following:(1)on-street bicycle lanes on both sides of the ROW;(2)an 8'to SO' wide shared-use path on eau side of ROW;(3)an 8'to 10'wide shared-use path on west side of ROW SW 3rd Street W.Ocean Avenue SW 2nd Avenue 012 Principal Multimodal Corridor(Ewa) City replacing the exizting sidewalk;or(4)a5'wide sidewaik adjacent to the elstingsidewalk on the west side of the ROW.Install street lighting for people wal ki ng and bicycling.along with landscape and hardscape as feasible. Construct oneof the following.(1)on-street bicycle lanes on both sides of the ROW;(2)an 8'to 10' wide shared-use path on west side of ROW;(3)an g'to 10'wide shared-use path on east side of ROW SW 3rd Street SW 2nd Avenue SW 4th Avenue 0.12 Principal Multi modal Corridor(East) City replacing the est sting sidewalk;or(4)a5'widessdewalk adjacent to the existing sidewalk on the east side ofthe ROW Install street lighting for people wal ki ng and bicycling,along with landscape and Principal Multimodal Corridor hardscapeas feasible. East of Interstate 95 providing enhanced multimodal ices to Forest Park Elementary School Construct oneof thefol lowing(I)on-street bicycle lanes on both sides of the ROW and fill sidewalk gap on the north tide ofROW;(2)an8'to 10'wldeshareduse path on south side of ROW;or 8'to SW 4th Avenue SW 3rd Street SW 3rd Street 0.08 Principal Multimodal Corridor(East) City 10'wide shared-use path on north side of ROW replacing edging sidewalk.Install street lighting for peoplewalking and bicycling,along with landscape and hardscape as feasible. Construct oneof the fol lowing(1)on-street bicycle laneson both sides of the ROW;(2)an 8'to 10' wldeshared-use path on eau sideof ROW;(3)an 8'to 10'wide shared-use path on west side of ROW SW 3rd Street SW 4th Avenue SW 14th Avenue 0.57 Principal Multi modal Corridor(East) City rep!acing theexlsting sidewalk;or(4)a 5'wl de sidewalk adjacent to the est stingsldewalk on the west side oft he ROW.Install street lighting for people wal k I ng and bicycling,along with landscape and hardscape as feasible. Construct oneof the following(1)on-street bicycle lanes on both sides of the ROW and a 5'to 6'wide City sidewalk onelNerside ofthe ROW;or(2)an8'L010'wldeshareduse path on either side of ROW SW 14th Avenue SW 3rd Street SW 2nd Street 0.13 Principal Multimodal Corridor(East) Construct a raised Intersection or high visibility crosswalk at SW 2nd Street.Install street lighting for people walidng and bicycling along with landscape and hardscape as feasible. Construct oneof thefollowing(1)onstreet bicycle lanes on both sides of the ROW and a 5'to6'wide sidewalk on the west side of the ROW;(2)an 8'to 10'wide shared-use path on west side of ROW;(3)an SW 2nd Street SW 14th Avenue Woolbright Road 0.07 Principal Multimodal Corridor(East) City B'to10'wlde shared-use path on east sideof ROW reOlxingthe existing sidewalk;or(4)a5'wide sidewalk adjacent to the existing sidewalk on the east side oft he ROW Construct a pedestrian hybrid beacon(PHB)on Wool bright Road at SW 2nd Street.Install street fighting for peoplewalking and bicycling along with landscape and hardscape asfeasible. APPENDIX 62:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Corridor Street From To Length(mi) Project Construction I ojs Type Maintenance Project Description Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PROJECT WILL REQUIRE FURTHER EVALUATION&DESIGN.THE FROM AM)TO LIMITSARE SUBJECT TO CHANGE AS ARE THE PROJECT TYPE DUE TO FISCAL,NEIGHBORHOOD,RIGHT-OF-WAY,STORM WATER,TOPOGRAPHICAL&UTILITY CONSTRAINTS. MULTIMODAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD Construct one of the following:(1)on-street bicycle lana on both sides of the ROW;(2)an 8'to 10' SE 12th Avenue SE 1st Street Seacrest Blvd 0.11 Minor Multimodal Corridor(East) C ty wideshared-use path on either side otROW replacing the ml#Ing sidewalk;or(3)a5'wide sidewalk adjacent to the eoisting sidewalk on either side of the ROW Construct high MI blllty crosswalk at Seacrest Blvd with either a RRFB or a PHB. Multimodal Connector (Connects Major Multimodal Construct one of the foil owing(lion-street bicyclelaneson both sides oftne ROW;(2)an 8'1010' Corridor(East),Principal SW 72,,Avenue Seacrest Blvd SW 2nd Street 0.24 Minor Multimodal Corridor(East) Oty wldeshared-use path on south side ofROW;(3)an8'to 10'wide shareduse path on north side of ROW Multimodal Corridor(East)i replacing the cal sting sidewalk;or(4)a 5'wide sidewalk adjacent to the existing sidewalk on the north Forest Park Elementary sideof the ROW School) Construct one of the following;(1)on-street bicycle lanes on both sides of the ROW;(2)an 8'to 10' wide shared-use path on north side of ROW;(3)an 8'to 10'wide shared-use path on south side of ROW SW 121 Avrrruc SW 2nd Street SW 3rd Street 0.13 Minor Multimodal Corridor(East) City replacing the existing sidewalk;or(4)a 5'wide sidewalk adjacent totheaisting sidewalk onthesouth side of the ROW Construct raised Intersection or high Nsibl lity crosswalk at SW 3rd Street.Evaluate for additional traffic calming,If warranted. ate— Major Multimmial Corridor vMr ii or Multimodal Corridor(US Evaluate adding additional 4*pavement marking adjacent to existing bike lanes along both sides of the 1) wylUS 1) SE 12th Avenue Woolbrigbt Road 0.19 City/FOOT ROW to provide an additional buffer.Md periodic green pavement markings along bicycle lanes to Jor Multimodal Corridor(FSR) Increase visibility.Construct high visibility crosswalks at Woolbrlght Road. MULTIMODAL CORRIDORS PROPOSED BETWEEN WOOLBIBGHT RD g GULPS-R[AM BLVD Little LeaguePark(Woolbright•SW 2nd Street SW 3rd Street 0.13 Principal Multimodal Corridor(East) Cit Construct an 8'to 30'shared-use path adjacent to Wool bright Road ROW.If pro DertVlsconstrained, y construct a 5'wide sldewalk adjacent to misting sidewalk along Wool kart ght Road. Construct oneof the fol lowing(1)on-street bicycle lanes on both sides of the ROW and a 5'to 6'wi de SW 3rd Street Little League Park(Woolbrlght Road) SW 23rd Avenue 0.46 Principal Multimodal Corridor(East) City sidewalk onelther side of the ROW;or(lien 8'to 10'wldeshareduse path on either a de of ROW Construct high visibility crosswalk with an RRFB or PNB at Intersection with SW 23rd Avenue. Construct an8'to 10'wide shared-use path and replace the existing sidewalk on the south side of the SW 23rd Avenue SW 3rd Street SW Sth Street 0.20 Principal Multinrodal Corridor(Eat) City/County R0W or provide a separate 5'to6'wldeRama'k parallel to the existing SW 23rd Avenue to providea total of 10'to 12'for people walking and bicycling Construct one of the fol lowing:(1)onstreet bicycle lanes on both sides ofthe ROW;or(2)an 8'to 10' SW Sth Street SW 23rd Avenue SW 25th Avenue 0.12 Principal Multimodal Corridor(East) City wlde shared-use path on either side of ROW and replace the misting sidewalk;or(3)a 5'to 6'wide sidewalk parallel to the existing sidewalk along either side of the ROW Construct one of the foil owing:(1)on-street bicycle lanes on both sides of the ROW and 0111n existing Principal Multimodal Cwrrlbr SW Sth Street SW 25th Avenue 5W 27th Avenue 0.17 Principal Multimodal Corridor(Fant) City sidewalk gaps on both sides of the ROW;or(2)an 8'to 10'wide shared-use path on either dde of ROW (East of Interstate 95 providing and replace small portions of theexisting sidewalk. an Interconnected multimodal alternative to Seacrest Wed) Construct oneofthefollowing(1)0n-street bicycle lanes on both sides of the ROW and a 5'to 6'wide SW 27th Avenue SW 5th Street SW 4th Street 0.05 Principal Multimodal Corridor(East) Cty sidewalk on either sideof the ROW;or (2)an 8'to 10'wide shared-use path on either side of ROW SW 4th Street SW 27th Avenue SW 2815 Avenue 0.21 Principal Multimodal Corridor(Eat) Cit Construct one ofthe fol lowing(1)0nstreet bicycle lanes on both Prieto(the ROW and a S'to 6'wide Y sidewalk on either side oft he ROW;or(2)an 8'to 10'wideshareduse path on either side of ROW Construct onto(the foil owl ng(1)00-street bicycle lanes on both sides of the ROW and a 5'to 6'wide Churchill Drive SW 28th Avenue Chapel Hill Blvd 0.15 Principal Multimodal Corridor(East) City sidewalk on either side of the ROW;or(2)an 8'to 10'wide sharedusepath on either side of ROW. Construct a raised intersection or high visibility crosswalks at Chaple Hill Blvd. Chapel Hill Blvd Churchill Drive Seacrest Blvd 0.06 Principal Multimodal Corridor(East) City Construct One 0lthe fol lowing:(1)on-street blcydelanes on both 9desofthe oOW and aS'to 6'wide sidewalk on either side of the ROW;or(2)an 8'to 10'wide shared-use path on either side of ROW Seacrest Blvd Chapel XIII Blvd Gulfntream Blvd 0.48 principal Multimodal Corridor(East) City/CountyConstruct on-street bike lanes with green pavement markings similar to the cross-section within Delray Beach. APPENDIX G2:MULTIMODAL CORRIDOR PLAN DETAIL(EAST) Construction/ Corridor Street From To Length(MI) Project Type Maintenance Project Description Entity ALL PROJECTS ARE IDENTIFIED FOR MOBILITY PLANNING PURPOSES.EACH PROJECT WILL REQUIRE FURTHER EVALUATION&DESIGN.THE FROM AND TO LIMITS ARE SUBJECT TOCHANGE AS ARE THE PROJECT TYPE DUE TO FISCAL,NEIGHBORHOOD,RIGHT-OF-WAY,STORM WATER,TOPOGRAPHICAL&UTILITY CONSTRAINTS. MULTMOOAL CORRIDORS PROPOSED BETWEEN NORTHERN CITY LIMITS AND GATEWAY BLVD Coordinate with Bethesda Hospital Baptist Health)on the construction of a contest sensitive multimodal improvement that connects SW 23rd Avenuewlth Seacrest Blvd.The preference would be Bethesda Hospital(Baptist Heart SW 23rd Avenue Seac rest Blvd 0.26 Minor Multi modal Corridor(East) Cty/Hospital a10'to 12'wide shared-use path tither within ROW or an MSernent.Theintentof the mul ti modal Multimodal Connector (Principal Multimodal Corridor East) improvement would beto connect the Principal and Major Multimodal Corridors Eau with the Connectivity to Principal 8 Hospital.The alignment shown on the map is conceptual and the attempt Is to run along the penimetar Major Multimodal Corridors of the property to minlmiaeany conBIctswlth Internal circulation of the hospital (East) Construct one of thefollowlnE(1)on-street bicycle lanes on both sides of the ROW and fill In sidewalk SE 26th Avenue Seacrest Blvd SE1st Street(Major Multimodal Corridor East) 0,18 Minor M ulti modal Corridor(East) City gaps on the north sideofthe ROW;oe(2)an8'to 10'wide shared-use pat h on tither side of ROW and • replace aisting sidewalk and fill In sidewalk gapson the side of the ROW without a shared-use path. Construct high visibility crosswalks at Seacrest Blvd. Evaluate adding additlonal 4'pavement marking adjacent to existing bike lanes along both sides of the Federal Hwy(US 1) SE 21st Avenue 5E 23rd Avenue 014 Major Multimodal Corridor MS l) City/FDOT ROW to provide an additional buffer.Add periodic green pavement markings along bicycle lanes to Increase visibility.Underground existing overhead utilities.Construct high visibility crosswalks at SE 23rd Avenue. Major Multimodal Corridor (1151) Evaluate adding additional 4'pavement marking adjacent to existing bike lanes along both sides of the Federal Hwy(US 1) SE 73rd Avenue Old Dixie Hwy 0.45 Major Multimodal Corridor(USTI City/FOOT ROW to providean additional buffer Add periodic green pavement markings along blcyclelanesto Increase visibility.Underground mil sting overhead utilities.Evaluate the construction of high visibility crosswalks and a pedestrian hybrid beacon(PHB)at the Intersection of US Hwy 1 and Old Dixie Hwy. Ir Old Dixie0.79 Minor Multimodal Corridor(East) City Widen edstin sidewalks to shared-use pat or construct protect bicycle lanes adjacent to existing Multimodal ConnectorHwy Federal Hwy(US 1) Gulfstream Blvdi p Dr c'K j g I sidewalks along both side of the ROW.Evaluate Intersections for mu ill modal safety enhancements. Major Multimodal Corridor (US S)to Principal Multimodal Corridor(East) Gulhtream Blvd Federal Hwy(US 1) Scac rest Blvd 0.50 MlnarMultlmodal Corridor(Eau) City Widen alsting sidewalk on the north side of ROW to a 10'to 12'wide shared-use path Add landscape and enhanced crosswalks along the north side of the ROW Evaluate adding additional 4'pavement marking adjacent to misting bike lanes along both sides of the Major Muitlmodal Corridor FederalesROW to provide an additional buffer.Add periodic green pavement makings along bicycle lanes to (US 1) Hwy Old DixleHwy Gulhtrcrem Blvd 0.67 • ajorM al Corridor City/FOOT IncreatlNslblllty Underground existing overhead utilities-Construct high visibility crosswalks at Gulfstream Blvd BOARDWALKS PROPOSED BETWEEN GATEWAY BLVD 8 GULFSTREAM BLVD New Boardwalk NE 6th Ave Boyn to n Rex h B''vd 0'.w • Boardwalk ' Coy Construct 12'to14'wide boardwalk along intercoastal. • - New Boardwalk EOcean Ave SE 2nd Ave 0.10 Boardwalk City Upgrade misting boardwalk along Intercoastal adjacent to the Coastal Towers Condo Association. • asdwalks New Boardwalk Snug Harbor Dr Existing boardwalk at Seagate Condos 0.37 BCity Construct 12'to 14'wide boardwalk along I ntercoastal. New Boardwalk Tuscan Wy(Existing Boardwalk) Jaycee Park 0.17 City Construct 12'to 14'wide boardwalk along Intercoastal New Boardwalk Jaycee Construct new 12'to 14'boardwalk In small gap between existing boardwalks at Jaycee Park and the ay (Existing boardwalk) Colonial Club boardwalk) 0.02 City Colonial Club APPENDIX 63:MULTIMODAL CORRIDOR PLAN DETAIL(WEST) Cor.ldo, Street from To I1) Project Type MSComn.R tnonc./EntTry Protect Description All PROJECTS ARE I0001EIED FOR MCeiLITY PLANNING PURPOSES.EACH PROJECT Will REQUIRE FURTHER EVALUATION t DESIGN.THE FROM AND TO LAIRS ARE SUW ECT TO(MANQs ASAIR7NEpgIWRfTTPEOU(TONSCAL.11113GHBOR11000,RIGHTOFWAY,SIORM WATER,TOPOGRAPHICAL&U111 ICI CONSTRAINTS. Widen twisting ddewalks to a'to 10'node shred,.paths or construct 5't0 6'Protected bike Janes oar.le to enrtlng 11101 Ridge Rd Newport Place Oakwood Cr 017 Principal MuMmodel Corridor(West) City/County sidewalks along both fides of the ROW Enhances multi modal cunneedMty to Discovery village and Nip Rldfe Scrub Natural Area. Widen pitting Pdewalks bar tO 10'wide sharedwwpnhs or construct S'Io 6'protected bob lanes parallel to ekstin HIEN Ridge Rd Oakwood CI (.,rw Rd `.4. Pri ncIW Moltlmodel Corridor(Wert) arty/County sidewalks along both sides of the ROW Enhancesmultlmodl connectivity to knapne Chancellor Charts School and Lake Wath girt scan School. Nigh Aden Rd ani.�R. Gatewac RI. Principal Ma timlw(WConstruct 10. paths onsides cd the ROW.Project Is In the 2 dreads! City widened to four lanes�hom NW 15th tAvenu to Mina n Road ISe,Streets PlWSlIE1P Nip Ridge lsproposal oW High RCR.P' Ce......,,r' 11,1 R.dRe R,vd 0.63 Princlool Multimodal Corridor(Wert) City Construct aB'to 10'YAP sikMluYArth west Ode of the ROW replacing tMexisting ddewN As an alternative, construct a 5'wide adman(adjacent to thea 1RIne sidewalk along the west side of the ROW Construct an R'to 10'wide Paraders*path as a replacement of the existing ddwalk Mons the west side of the ROW. High 0,0g.Rd Park Ridge Sled St av fly Weaver Cala' 0.15 Principal M ultimodal COMor(Wee) City an alternative.Rll In thepp In the existing sidewalk to the Canal and construct a S'wideddwalk adjacent to the existing sidewalk Construct a 17'wide multi modal bridge across the Stanley Weave'Canal.Construct a 10'o 17'wide Otareduse path Stanley Weaver Canal High Ridge Rd Pioneer Canal Pan Mncipel MURlmodel Corridor(West) 0te along the mum side ofthecnal.Coordinatewith$0ulh flMAD on use Mcanal ROW.As an altemalvA seek to Principal Multlrthll Corridoracquire.easement or Wad's.ROW from private property and construct the 10'to 17'wide shareduse path along (West of interstate 95 providing an the north side of the ROW and tonatruct the multmodal bridge to connect with((loom Canal Park. Intenonnccted multimoder abernethy to Compeer Avenue) Construct a 10.to 17'wide shared-use path through the park to alp with NW 7th Court.TMthraduv path maybe Pioneer Cant Pah Stanley Wearer Cants VW 13th Avenue Shim Poe'Meldmedal Corridor(Wert) City plot Into separte5'to6'wide paths to maneuver around existing trees aadstlngstructures. ConMctitM followirhG Lake Worth ChriMan School, Construct Onitrett bicycle lanes on beth sidesof the ROW and complete sidewalk pps along both sides of the ROW. Imagine Chancellor School, NW 7th Co, NW tith Avenue NWRth Avenue Principal ultlmodal Corridor(Wert) City ban attsM nWS.construct an to10'wideshae0u an upath along adept the ROW d replan theadstng P ISANI Station, sidewalk.Or fill in ddewMkgape on one side of the ROW and construct a parallel S'wide sidewalk(Provides a total of Pioneer Canal Perk, 10'of multimodal ImprownntshN wale%and Nettling). Laurel Hills Park, PrIM.Community Patq• Utopia Part Construct on-street bicycle lanes on both sides of the ROW d aS'wide sidewalk along the north abaci the ROW As an alternative,C00Rrudt an t'to 10'wide shared-use path along the south fide of the ROW and replace to piping NW 8th Avne_• SW 7th Co,, NW 7th Staler 0.06 Principal Maitimodel Corridor(West) ate sidewalk.Or c0nsituctaparulel S.wide edwalk onthe south side of the ROW(Provides atotal oftR'ofmultlmodal Improwrnants for wend ngand bicy81ng3 The proposed Improvement shifts to NW 7th Street due to llmlted ROW along 11W 7th Court between NW 8th Avenue and NW 4th Avenue. Construct orestrwt bicycle lanes on bah sides of the ROW and complete Odeon/1k pps along both sides of the ROW NW 7th fl-.' ,.v01.Mmue SW Sm Avenue OivCity Alanaltematve,construct an8101Owide shared-use path along ether side of the ROW and elther replace the Principal NI Corridor(West) existing sidewalk or construct a parallel 5'widesidwalt.k constructing a shaedvte path,fill In pps on the sides the ROW where the path Is COnRNcted. Conetnlct an 8.to 10'wide shareduse path through Laurel Nlils Pak duet°a 30'col de ROW eons NW 7th Street from Laurel HIIItPark NW 5,Avenue SW ath nye'.ue 777 Principal Multimodal Corridor(Wert) Ctv NWSth Mnueto ROynton Reach Blvd.The shared-use path may be spilt Into separate S'wide paths to maneuver around adorn ng trees°r!sifting structures. Construct an le to 10'Nde shareduse path through taunt Hills Park.The shoeUuse path may be split Into separate 5' NW4th Avenue NW 7'^5.,.r, V'A'7m Court OOS Principal M uitImodal Corridor(West) City wide paths tomanaws around existing trees awlrting structures Construct or Mil tabletopcrosswalk wiMa vertical crossing to transition from the north Rdeof the ROW to tMfaRh idiot the ROW and avoid the need to acoul re an easement or ROW along the north Rdeof NW 4th Avenue outside of the park parcel. Construct on-draw blcyde laneson both sides of the ROW and complete sidewalk pps along the west adept the NW 7th Court N'J::lr.:,.mu^ Boynton Poch Blvd(SR 8041 0.14 Principal MoflW. EMW(Waat) City ROW.Asn alternative.conrtructmg'to 10'wide siharluppah NOnRtheaaRsiOeatN ROW aMfill(nine sidewalk pps on the west side ache ROW Or fi)))re the sidewalk pps on<Maat side of the ROW and construct parallel S'wide Hdewalkon the wed side of the ROW(provides a total of 10.for wal king and blcycling. APPENDIX G3:MULTIMODAL CORRIDOR PLAN DETAIL(WEST) nas-Hon/ Corridor Street From To l l)h Project Type Mr Corarincce notify Protect Description ALL PROJECTS ARE IDENTIFIED FOR MOULDY PLANNING PURPOSES.EACH PROJECT WILL REQUIRE FORMER EVALUATION R DESIGN.THE FROM AND TO UM ns ARE SUBJECT TO CHANGE A$ARE THE PROMO TYPE DUE TO NSCAL,NRGHBORH000,RIGOR-Ca-WAY,STORM WATEIC TOPOGRAPHICAL&WILD'S'CONSTRAINTS. Park Rime Rive hg^.9:dgn RC Nn, 0'1 M$orMuitlmedalCorridor(Wed) Gey Construct al0'wide shared-use path along the south sideol the ROW or add aS'wda rade*,kadlacent to theesrstint sidwalk Wont Manor.ddeof the ROW. Construct a 10'Linde,n>edtife path that connects the proposed Part Ridge Nye mared.rne path and runs alorstth* north deeof thestanley Weave.Canal and Include[a multimodal bridge oy w the Lake Ida Canal to connect with the Park BldeeConnector Part Ride bled Renai„ance Commons Blvd r52 Malo Multi modal Corridor(Wen) aty/M,Goy.rnment etstintmultimOdat fad utyparallel to the Stanley Weaver Canal.If the mmNmoeal faculty on thenorth mine the RPV is privatelyowwed batween the Lake Ma Canal and BenbsrKeCOmmOns Blvd.evaluate construction Of an!et0 10'wbeshee*usepath within the canal ROW.Coordinate Limo(canal ROW with School Board and S.FL.WMD. north Benalssance Commons ii), Nor..doe r sr, Southsidec'-s-i.. Major Multimodal Corridor(West) lop/Oey*ooer/Otos PrMdebtlnulsibutr crosswalks.rr'edsOeper k'arn0 Tapia rectangular Bashing bacons)RRFa,)on Government southddes of the bridgeat the crossing locations for mol[Imodelfecilitles Construct an S'to 10'wide shredumpath ora 5'to 6'wide path..the north side of the.lsting sidewalk. Coordinate u.of canal ROW..S.Fl.WMO.Con,Vuct a high Ntlbllty crosswalk and a pedestrian hybrid beacon ary/Dey*ope/Other (PH 10 at Congos,Aye SeparatefaclllUeskfr people walking and bicycling is preferred to maintain adTVnglendeape Rara,sa-<nC.)-o,---,C„one<Inr Re.o.0<e 0 o-.,n<r..5. 0.15 Major Multimodal Corridor(West) GovernmentInstall llghont along thennultlmWal acllltlet Abernathy:Ha PNB Is not permitted at Comptes/v..0.direct peoMe walking and bcycl Ing to trey*south(.10 nil les)along thowest side ofConpess Ave to cross at the Boynton NllagntrafBc M.A. Malo Multimodal Corridor (Wed ender..95 providing. Interconnected mul[Imadal alternative to Conmesuve nue) Condnatt an t'to 10)wide shared-use path on the,outhside of the canal.Coordinate use of cane ROW..Lake Worth Drainage District.If[MS.R.W MD and Lake Worth Drainage District does not grant Rife of tbecene NOW, Connects the loll..n( coordinate.th CDD and private property.wm.to evaivate used Audace Ave and Mall Entrance Road to proMdea Boynton eexnNlgn School, Renassanc<Common,Connector Cne.R'r..:.+.. erre .. Mya Mui[Imodal Corridor Oty/OeMoper/Other parallel multimedaifxllity to[he,nred,.oxh aionttMcanal. (Wed) Renaissance Common; Government AltenRhN:Ha PNB Is not permitted at Congress Ave then conddec an 19wld...wedum path*Write northern Bourton Beach Mall,& access connect!.to Congos Ave that align,with the B.O.Mllawe traffic signal or upgradetMORrert 5'wide Corps.Middle School sidewalk alongt ewest tide ofCora..Avaweto anla'to10'wIdeshared-we path.Construct a high Mtibllity rroeecd b Noone the north tide of the Congress Me Interaction. Construct an 8'to 10'wide fharedure path along the note.and southern portions of the mall Iran the canal to the Boynton f,'.,'-,. 9 rata shame Commons Connector ester Park Blvd 005 M Mor Mulllmodal Corridor(Wert) C,Io''0000r Mall Entr.KeRotlthet allots..Winchester Part Bial.Construction of the shared,.path.11 require coordinWOe with the Moil Owned and obtaining public access easement for themultimodal facility. Widen misting sidewalks to B'to 10'wide shared-um path,.)condruct 5'!6'protected bike lanes parallel to asst., Winchester park Rlvd lany.o.M,.I),i Poynton Beath Blvd DSR 00.1 031 Myor M uitlmedN Corridor(Wen) Cly/FOOT ddwalks along both tides of the ROW.Dueto tum lane,portionsolthe bicyclelenemey need to slue the facility with thee:0.n(ndwaik Construct NO visibility crobawdks at both Od Boynton ROW and Boynton Beech Blvd. atY/DevdOper/Other Construct a 12'to 14'ode multi use trail that connects Congress Avenue and Boynton Beach Blvd at thelnterteOtlen Ocean O',,rCo^,rclor Boynton 4shrn Blvd(590044 Corgrr.;Co 011 M Mo.Multimedal Corridor(Wad) with Winchester Park Blvd.Themultimoda condo will require coordination with adjacent property owners to Government securethe necessary rightsohway(ROM ore,Fementa Construct ni t Md blltycroowAks at Congress Avenue. Construct on-street bicycle lanes.both'Ides of the BOW.Asan alternative,construct an 8'to 10'wide shred.. Ocean Drive Ccngrrs Ave SN'18:n.S:rret 0.39 MajerMWtlmWNCorrl,br(Wfeat) sty path on eltherdde of the ROW replacing the mist.ng sidewalk orcondndt a S'wide sidewalk adjacent to the misting tidwMk en either side oftbe ROW Install street light]ng for people walki ng and bicycling,alongrth landscape and Aard...as feasible -11111.111111111111 Gateway Blvd I05 Fid Ramps Hlth Ridge Rd 010 pr E/Y Muklmedal CardOor(Gaw testy/FOOT Constructwider sidewalks andbultered bicycle lanes as part of resurfacing and future Interchangelmpr0vernei'. Currently 2045 OOP project Gateway Blvd Nigh Ridge Rd Quantum Blvd 0 5 rMgH1aWMCorridor(Gaerg■pli Construct04derddwdkylon ks where ROW is available Construct buffered! e lanes in conjuncti04th Mure resurfacing Major Mu/dr./al Corridor (Gateway Nva) Gateway II. Quantum Blvd 9thassan<e Commons Blvd oat „v Confine wider CConstructUks where ROW Is available.Construct buffered Mcyclels.s in conjunctionsth futureresurfacing Gateway Blvd Renaissance Commons Bed Congress Ave 0.22 .for MuYlmodd Corridor(Gateway Blvd) ty Construct 040e sidwaikswhere POW isarm table.Construct Hewed bicycle lanes in conjunction with future resurfacing Boynton Beach Blvd RR 804) 195 Fast Ramp. IAS West Kampf 0 I Major MOltlmedelCorrid.)(Boonton BRechB s OH/FOOT Construct*Mgr sdwalb and buffered bicycle lamas prtofreuradng and Mureintecnarte Improvements. Currently funded In EY 25/26. Major MUl[ImoeN Cen10or ...•. Construct wider sideral!and bufined bicycle lanes as part of resurfacing.Currently funded In FY 25/26.Aportion of (Boynton 4ecnBlvd) Boynton Beach Blvd(SR 804) n95 West Ramps Congress Avenue I 00 MMOIM.RBnoUf Contd.('Boynton Beathad)Bsty/FOOT this fatter f0.16 nes)between NW Tth Street and SW lath Strom Moan of the Principal Multimodala Caldor West of A5. Boynton Beath Mvd(SR 8041 CoryressAvenue Wlnchader Park Blvd 000 Motor Multimodal Corridor(Boynton Bearh Blvd) City/FOOT Construct wider sidewalk,and buffered bicycle lanes as part ofrewrfecing. APPENDIX G3:MULTIMODAL CORRIDOR PLAN DETAIL(WEST) Corridor Street Frim To Lr hpII Protect Type Const Ention ity ALL Obviation1JMN ALL PRO/CCM ARE 10 ENTIFIED TOR MON LILY PLANNING PURPOSES EACH PROJECT WILL REQUIRE FURTHER EVALUATOe L DESIGN.THE FROM ANO TO UMIR ARE SUISIECT TOCHANG(AS AXE TNEPROECTTYPEDUE TO FISCAL,NEIONSORN000,SIGHT-C4 WAY,STORMWATER,TOPOGRAPHICALL UllL Mr CONSTRAINTS. Widen dusting vdewalks to 8'to 10'end<bared us<paths or construct 5'to 6.protacted bike lanes parallel to exissl ng H en Ridge Rd V4woor1v44. Oa'.v.00d C1 Ola Principal M ultl modal Corridor(Wert) C.tv/Count odewal b along both tides of the ROW.Enhancernultlmode connectivity tOds0ovety M I I age and High Ridge Scrub Natural Nee. Widen misting sidewalks for to 10 wide shared..paths.constn.ctVie 6'protected bib lanes parallel to.01501 , High Ridge Rd Oo'cwood I' N1rm Rd 0.41 Principal M ultimo:Id Corridor(Wast) City/County RdawSks along both dd.ofMI*ROW.Enhances milk.ON connectivity to lmarne Chancellor Our.School and Lake Worth Christian School. Nip Ridge Rd i....e. _ Ca!exrr Blvd 0.55 PrinclpW Multimodal Corridor(Wert) City Construct 10'Mtls areduse paths on both sides of the ROW.Project In 7045 OUP High Ridged propo0M to be widened to bur lanes from NW 75th Atenol to Miner Road Ree Street*Man). High Ridge Rd Catex.n 81.0 Pose dp Blvd 063 Pbindds&Multimodal Corridor(West) Construct ag'to f0'wide sureduse path wet Ode of the ROW replacing the ensting udawsl k As an alternative, construct a S.wide sidewalk adlecent to the misting sidewalk along thew.Ode of the ROW. Construct an g'to 10'wide shatedduY path as repicanant of theesdeing.dwalk along the west side of the ROW High RidgeRd Park Ridge Blvd StmIeH Weaver Canal 015 PriMlpal Multi modal Corridor Men) Cr, analtesn.ttre,Rll in the pp In the mistingddewsik tot he caul and(mania a SI wide ddewaik adjacent to the misting sidewalk Construct a 12.wide multimodal bridge across the Stanley Weever Canal.Construct a 112 to 17'wide shared use path Ranter v.r,.r C.1,1 High maw Rd Pioneer Carai vast 011 Principal Multimodal Cor HON(Wert) C,tv along thesnuth side of the canal.Coordinate with South FLWMOon use of canal ROW.Assn*Tema.*eek to Principal Multimodal Corridor acquire an easement or purchase ROW from private property and construct Use 10.to 12'wbedvareduse path along Me north Ode of the ROW and construct to multimodal bridge to Connect with Ploneen Canal Park. (West of interstate 9S providing m Interconnected multimodal adornetdw to Conrad Avenue) Censtnact a let to 12.wide Pared-1M path through the park to alp with NW 7th Cour,The bared-use oath maybe Plante Carday,. St an'r,Weser Cana NW 13th Avenue ^IPrincipal MUHlmodal Corridor(Wert) City spilt Into separate S'tog'WMpathstemaneuver around editing trMFMaddling Nuctvrm. Connects the bllowlrhr lab Worth Christian School, Construct emwreet bicycle lanes on both sides of The ROW and complete sidewalk pps along both sides of Me ROW. Imagine Chantel ler School, NW 7th Court AW 13th/Wm,. NW Bth Avenue PH..M Abbrsdal Corridor(West) I_,1 Manattenatve,comtroct an r to lOwde Naeddde path alongdthe side of the ROW and replace the existing Sea ed Ration, sidewalk.Or fill In ddeoNk gaps on ringsideof thoROW and contract a parallel 5'wide sidewalk(Provides a total of Pioneer Caul Pak t0'of multimodal Improvenensfor walingand blcytling. Laurel NIIISPwk Private Community Pang L Construct enritreal bicycle lane on both sides of the ROW and a 5'end etldeaalk along the north side of the ROW.As C✓Dese Park an alternative,Construct an g'to 10'W deNeduse path along the south side of the ROW and replace the drifting VW 710 Court .0, .' 0.06 Principal Multi modal Corridor(Wast) C,tv lidera/k.Crconstruct a paanal S'wldeDdewalk on the south sideol the ROW(Provides a total of 10'o/multi modal improvements for walking and bicycling).The proposed Improvenent shifts to NW 7th Street Nieto limited ROW Hong NW 7th Court between NW 5th Avenue and Width Ammo. Construct on-street bicycle lane on both Liles of to ROW and completeddwAk pps along both Hdesol the ROW NW 7th Street VW 6th Avenue Vw'S� n.,, O.'0 HMIael MOItimWNCprriOor(Wert) Ott, As analtentlne,c0nstnet eng'to10'wide shared...path along Other side of the ROWeW tithe replace the edsting sidewalk or construct a parallel 5.wide sidewalk.If construct Inge shueduse path,gill In ppson the ddeof Me ROW where the path Is cemtnacted. Construct an 5:to 10'Mdednaeduse path through Laurel Hills Park due to a ROI wide ROW along NW 7th Street from tasarOl H l's 034 VW 5th Avenue ..... 0.07 Principal Muhl modal Corridor(Wort) NWSth Avenue to Norman Beach Blvd.Tikefhaenus<p.,may be spilt Into beanie 5'ende paths to maneuver around existing tree*or besting structures. Construct an rto 10'wide shaeduse path through Laurel Hills Park.The shy KW,*path may be Wilt Into leo..S. NW 4tn:.,� .,, Sir•.• ti6'7th Cour 0.05 Principal M ultimo.Corridor Mort) 'MOB paths to maneuveraround anti ng trees.,eel sting structure.Construct•raised tabletop crosswalk with a vertical crossing to transition from the north Ode of the ROW to the south sided the ROW and avoid the need to acquire an easement or ROW along Ow north side of NW 4th Avenue out...o/the park parcel. Construct on-street blCyole lanes on both side of the ROW and complete sidewalk gaps alongtu west side of the NW 7th r.,--, :v: ^./..rue urn,on Reach RIA(SR B^4` O.ld Principal Multimodal Corridor(Was) ON Nan alternative,construct an B'to 10'wide shared-use path along the east sideof the ROW and fill In the ddwalk gaps on the west side of the ROW.Or gill In the sidewalk gaps 0n thewwt Ode of the ROW and construct a paralid S'wide Sidewalk on the west side of the ROW(provides a total of 10'for walking and bicycling. APPENDIX G3:MULTIMODAL CORRIDOR PLAN DETAIL(WEST) Corridor Street s,,,,,, To Le l)h Protect Type Cgnrtructlon/ Project DesMgedan Maintenance Entity ALL PROJECTS ARE IOtMIFItO FOR MOWN,PLANNING PURPOSES.EACH PROI ECT wit REqui RE FURTHER EVA i uAriON&D61GN,TNF FROM AND TO LIM ITS ARE WNW(TO CHANGE AS ARE Olt PROTECT MI DUE TO NSCAI,NEIGHBORHOOD,RIGHTOF.WAy,STORMWATER.TOPOGRAPHICAL*UtWOY CONSTMNIi Perk Rage EL v.- HIES Ridge Rd Apna O, M.O.M Ultlmodd Corridor(West) C. Construct ed ConRrveta 10'widethxeduMdpedwi N path along ado ROW da$' dedw sidewalk edtacenttothealsing ir v&wall(along tnorth sidthe ROW. Construct a ICY wide duaeduse path that connects the proposed Part Ridge Bund sharadme path and runs along the ., .. north side of the Stanley Weaver Canal and Includaamultimodal bridge over the Lake Ida Canal to connect wdththe Pak Ridge Connector vel .•"., Renaissance Common,NM 0.51 Myor Multimodal Corridor(West) Oty/Other Government easing multimodal facility parallel tothe Stanley Weaver Canal H the multimodal foci lih on the north sided the ROW is privatelyow'ned between the Lake Ida Carol and Renaissance Commons Blvd,evaluate construction of an*to IV wide shreduse path within the canal ROW Coordi nate use of canal ROW with School Board and S,Ft.WMD. OLy/Developer/Other Protide higher abi l i ty crosswalksor raised crossway and rapid rectangular hashing beacons(RRFBs)on north and Renaissance Commons Blvd vdeotcanal South side of canal 0.03 Mata edultlmodalforridor(West) Government south Odin of the bridge at Pse cruse ng locations for multimodal NOM. Construct o&to 1D'wide durduse path ora 5'to 6'wide path on the north side of thecal Ring sidewalk. Coordinate use of canal ROW with S.FL WMO.Construct a high visibility crosswalk and a pedatrlan hybrid baron City/Developer/Other (PHB)atConpes Ave.Separate facilities for hoplewal king and bicycling Is preferred erred to maintain misting landscape. Reno hen re fommon s Conner l,,. Rano vsance Commons el.c Congress Asae 0.15 M*or M totimdal Corridor(Wert) Governmentinstall lighting along the multi modal facilities AltenutM:N a PHBis not permitted at Congress Ave,then direct papio walking and bicycling to travel south(.10 miles)along thewett Ode of Congress Ave to cross at the tovn t on*ham trete slang. Major Muitimedsi Corridor (West at interim.95 providing an interconnected multimodal atertuRM IP Congress Avenue) Construct an I&to 10'wide shared-use path on tel southdde of thereon/.Coordinate use of tang ROW with Lake Worth Drainage District.If the S.FL.W MD and Lake Worth Drainage District does not grant owed thecaul ROW, Connens the fallowing. mord]nate with CDD and private property owns to oval uate use of*Mace Avetd Md Entrance Road to providea City/Developer/Other parallel multimodal facility to the:haredHne path Wong the canal. Beynto Beach Hips School, Renaissance Commons Connector C^-:n-.r-A,r hoc,on Mall Trail 0.16 Maior Multimodal Corridor(Wen) Gowirnment Renaissance Common,, ANeenRlve:11 a PNB is not Remitted at Congress Ave,then consider an B'wide shared-use path along thenorthen Boynton Beach MALL atten connection to Congress Methal al igns with the Boynton Village traffic signal or upgrade the current 5.wide Congress Middle School sidewalk gong thewest side&Conpas Avenue to an*to lir wide dlaeduse path.Construct a high visibility crosswalks Wong Hunan's sided the Copal Pew Interaction. Construct.4064010'wide duraduse path 000g the western and southern portion&the mal from the canal to the Boynton Mall Tref l Renaissance Commons Connector Winchester Park Blvd 0.115 Ma ter Mul tlmodal Corridor(Wen) Ory/Developer WI Entrance bad that aligns with WI needte Part Bud.Construction tithe Owed-use path will require coordination with the Mall Owners and obtalninga public atce seesenot for themultimodal facility. Widen misting sidwalIv to 3't01O'wide dlxdus paths or construct 5'to 6'protected bike lanes parallel to mosso Winchester Pali Nd Boynton Mall Trail Boynton Reach Bid(SR ROA' 0.37 MaforMultimodal Corridor(West) City/FOOT ddewaOalong both sides tithe ROW Doe to tum lane,portions ofthehcycle lanes meowed tosharer the facility with the env!ng sidewalk Construct hips uhdboity crosswalks et both Old Boynton Rod and Boynton Hach Blvd. City/Oevwlape/Other Construct a 12'3014'wide multi ow Ball that connects Congress Avenue and Boynton Beach Blvd at the intersection Oran Drive Ccnnr to r Rev^.ton Rev n Rho(Se Fru Congress Ave 0.37 Myon MultimdWCorrldor(West) Governmentwith Winchesterlvd.ter Pak BThe multimodal corridor will maul re coordination wlMedlaent WOW.owners to securethe necessary righttehway(ROW)or a%menta Construct high visibility crosswalks at Congress Avenue. Construct o.graet bicycle lanes on both Oda of the ROW.Man alternative,construct an B'to I0'W deshxed use Co^Rime^..e >. nlpath on either Moo(the ROW replacing the misting sidewalk.construct a 5.widesidewak adjacent to the misting Aeon Dove u Myp MultlmedalCorridp(Wast) City sidewalk on eitherdde of the ROW Install street lighting for people walking and bicyAin6,along with landscape and hardscao as feasible. 111101111. 1 Gateway Nod 195 East Ramps High Ridge Rd M Clty/FOOT Construct wider sidewalks and buffered bicycle fan atoan of resurfacing and future unterchence lmprOvcmMts. allMato"Multlrnodel Corridor(OaNraey11h'i� Currently 7045 LRTP prosect. Construct wider sidewalks where ROW lsawl labia Construct buffered bicycle lanes in conjunction with future Gateway Nd Hip,NOP Rd Quentum Blvd Mayor Malt Inman Corridor lGatmrwyBLWj City __ resurfacing Mahar Multimodal Corridor (Gateway Nod) Gateway Blvd Qlastum B1d Renaissance Commons Blvd encs Myon MultimdelConldor(Gat Construct odder Oder/Akar/here ROW is available.Construct buffered blcyclelmaIn conjunction with future reSurfacing Gateway Bid Rervaisnece Commons Blvd Congress Ave 0.17 M Weir Multimodal Corridor(Gateway Construct eider ddewabwhreROW',available.Conrtruct buffered Bltyclllantllnco)unCtlo with future resurfacing eoynton(Mach Blvd(SR B0) I-95 Fate Ramps 1.95WestRarrpt 0.13 Major MonlmdalCorridor(BoyntonBeach Ned) city/MGR CongttcawiderddewaksaneL.anareebtraela�afpantdreHFrfwngRdFotur<imer<hengelmproyemenn CunentHfunded ln K75/76. illg Construct wider ddewaksand buffered bicyclelanes apart dreRRNdng.Curtentlyfunded In FY IS/36.Aportloun of MAIor dal COMbOr Boynton Beach Blvd(SR Boa) 195 West Ramps Congress Avenue 1.00 Major Muitlmdd Con!dor(Baynton Beech Nd) City/FOOT trlsWeill*,(0.16 miles)bottom PA NW 7th Streat and SW 311, dthe MndCOM d.Multlmad11Codoe Wasted Morn cnBeacBeach Ethel) 1.95. Boynton Beach Rim(Sit NH I Congress Avenue Winchester Park Nd 010 Major Molt l mode(Corridor(Boynton Beach Blvd) City/MOT Construct wide sidewaki and buffered Mewl a lanes as part of raurfxlng. CITY OF_ BOYNTON Mobility Fee Technical Report BEACH APPENDIX H Transit Plan The total tomb.Me Pia e.og level Cult(PICA)for development attwM used to calculate the mobility fee n 310,705000.The total Attributable Verson Miles of Capaoly(PMC)(to development sonny used to cak Aate the moAsry feel 28,950 The total anhnpated ft,tdng is 542.705,000,with 531,50,00 of that funding fa the Downtown Mobility Nub&NE 4th Street Rail Station Planting level Cost(PMC):(1)Transit adulator Thity(30)minute headway,,IS passenger vehicle,16 hour span of service,Imola)vehicles.Vehicle dust 5225A00 each.Cost of to rot se via Is 5250000 per year for ten(10)years.(2)Transit Circulator Fifteen(15)minute headways.5 passenger vehicle.16 how span of setvke,eight(8)vehkks.Vehicle cost 530,000 each.Cost of transit servoe is 5150000 pet year for ten(10)years.(3)Water Tad:TNM 130)minute headway,,20 passenger vessel,16 hour span of service.Boats and service world be contracted out Or part of a public private paMerslip.Cost of docks is 5250,000 eadt Cost of service is 5200)000 per year for ten(10)years. Pers.Mks of Capanfty(PMQ:(1)Tryout Odulatar Thirty(30)mute headway,equals 4 vehicles an hour multipled by 15 passengers for 16 hours•960.Mu teply 960 by the length of the route,then mulopfy by 10 t0.Matt 10 years of service.(2)Transit Dram,Fifteen(15)minute Ileadwaye equals 8 vehicles an how multipied by 5 passenpen(a 16 Noun=640 Multiply 640 by the length of the mute, den multiply by 10 to'effect 10 years of service.(3)Water Tad:Thkty(30)mutate headway,equals 4 res.%an hour muleoied by 20 passengers Iry 16 hours r 1,280.Multiply 1780 by the length o1 the route,then multiply by 10 torelled 10 years of service APPENDIX I: MOBILITY PLAN PROGRAMS Attributable Attributable Person Project Name Location Project Description Planning Level Cost Miles of Capacity Timeframe (PLC) (PMC) The City shall develop a Low Speed Streets Program to provide residents various low speed street treatments that could be applied to streets in their neighborhood.The intent of the program is to be resident driven,where residents gather support from their adjacent neighbors to implement low speed street treatments and traffic calming measures.Initial priority areas are those streets that provide access to parks,schools,and connectivity between multimodal corridors.Low Speed Streets feature posted speed limits between 20 MPH Low Speed Low Speed and 25 MPH that carry low traffic volumes and feature changes to the physical geometry of the street right-of-way to achieve these posted $7,000,000 16,800 2025 to 2045 Streets Program Streets Map speed limits.Physical changes can include treatments such as narrow travel lanes through restriping to add on-street parking,on-street bicycle lanes,or pilot projects that add on-street sidewalks through pavement markings where sidewalks do not exist.Physical changes may also include traffic calming features such as such as chicanes,chokers,curb extensions,mini traffic circles,painted or raised intersections, roundabouts,or speed tables.The Program may also include green street improvements such as reclaiming existing swales with low impact development stormwater treatments or adding canopy and understory street trees where feasible.Total length 7.0 miles. The City shall consider development of a Micromobility&Low Speed Electric Vehicle Program and Ordinance regulating the use of Micromobility& Captured through micromobility devices(e.g.,e-bike,e-scooters)and low speed electric vehicles within the City.The City will coordinate with the County and Low Speed Electric Citywide $75,000 PMC for multimodal 2025 to 2030 FDOT regarding use of micromobility devices and low speed electric vehicles on and crossing County and State Roads.The Program and Vehicle Program and street projects. Ordinance will address hours of operation,safety,shared mobility providers,rentals,and equipment. Vision Zero is a national program that seeks to eliminate all traffic fatalities and severe injuries,while increasing education,safety,health, Captured through Vision Zero and mobility for all users.A Vison Zero Action Plan uses crash data to identify the high injury crash network,then programs Citywide $250,000 PMC for multimodal 2025 to 2030 Action Plan countermeasures(including but not limited to capital improvements,law enforcement campaigns,and safety studies)to address the documented safety deficiencies and street protects. The City shall consider development of a wayfinding program to further enhance the efficiency of the transportation system,improve access,and facilitate placemaking.Wayfinding and route signage are an essential component of multimodal planning elements beyond Captured through Wayfinding Program Citywide construction of a continuous,interconnected network of multimodal infrastructure.Wayfinding can be both physical and virtual tools that $100,000 PMC for multimodal 2025 to 2035 provide predictability and consistency in the way people find their point of interests.The Wayfinding Program would establish a brand and transit projects. identity and design standards and specifications for signage,maps,a digital app,etc. Captured through Fund upgrades to existing curb ramps to enhance mobility,safety,improve the quality of service in the community and comply with the ADA Curb Ramp Disability (ADA) q projects ide American with Actrequirements.The identified through the Curb RampUpgradecan be used for future $500,000 PMC for multimodal, 2025 to 2035 Retrofit Program Program gstreet,and transit Mobility Plan and Mobility Fee updates. projects. Captured through MobilityAccess Develop programs and pursue funding sources and public private opportunities to provide bikes,electric bikes,electric scooters,and Citywide $125,000 PMC for multimodal 2025 to 2035 Program passes for car share,ride share,and transit services to provide mobility to underserved members of the community. and transit projects. Prepare corridor,multimodal,street,and transit plans and studies,develop traffic count program,pursue matching grant fund Captured through Multimodal Plans, opportunities through County,FDOT,Federal,State,and TPA Funding Programs,update mobility plan and fee,develop complete street PMC for multimodal, Programs,Services Citywide $1,250,000 2025 to 2035 &Studies policies,design standards,and programs.Explore shared mobility services and joint shared mobility,microtransit and transit services with street,and transit adjacent municipalities,CRA,FDOT,Palm Beach County,transit authorities and private entities. projects. Update the Comprehensive Plan to reflect the Mobility Plan and adoption of a Mobility Fee.Further explore establishing Street, Captured through Mobility Plan&Fee Multimodal,and Transit Quality of Service Standards.Develop follow-on plans,studies,and establish criteria and standards for Walking& Implementation CitywidePMC for multimodal, Streetscape Enhancements,Multimodal Corridors,Curbless Shared Streets,Multimodal Crossing Evaluations,and Water Taxi Service. $375,000 2025 to 2030 street,and transit Program Consider development of mobility fee administrative manual or policies and service charges.Actively implement mobility plan projects and projects. programs Note:The total Attributable Planning Level Cost(PLC)for development activity used to calculate the mobility fee is$9,675,000.The total Attributable Person Miles of Capacity(PMC)is$16,800. 2023 Multimodal Quality/Level of Service Handbook FDOiK Append ix B : Florida ' s Generalized Service Volume Tables FDOT Cl & C2 Motor Vehicle Highway Generalized Service Volume Tables Peak Hour Directional Peak Hour Two-Way AADT WIB C D E B C D E B C D E 1 Lane 240 430 730 1,490 2 Lane 440 780 1,330 2,710 2 Lane 4,600 8,200 14,000 28,500 2 Lane 1,670 2,390 2,910 3,340 4 Lane 3,040 4,350 5,290 6,070 4 Lane 32,000 45,800 55,700 63,900 3 Lane 2,510 3,570 4,370 5,010 6 Lane 4,560 6,490 7,950 9,110 ; 6 Lane 48,000 68,300 83,700 95,900 1 (C1-Natural & C2-Rural) Adjustment Factors 2 Lane Divided Roadway with Exclusive Left Turn Adjustment:Multiply by 1.05 Multilane Undivided Highway with Exclusive Left Turn Adjustment Multiply by 0.95 Multilane Undivided Highway without Exclusive Left Turn Adjustment:Multiply by 0.75 This table does not constitute a standard and should be used only for general planning applications.The table should not be used for corridor or intersection design,where more refined techniques exist. FDOTA CZT� C4, C5, & C6 Motor Vehicle Arterial Generalized Service Volume Tables Peak Hour Directional Peak Hour Two-Way AADT B C D E B C D E B C D E Ai X 1 Lane * 720 940 ** 2 Lane * 1,310 1,710 ** 2 Lane * 13,800 18,000 ** 2 Lane * 1,140 1,640 ** 4 Lane * 2,070 2,980 ** 4 Lane * 21,800 31,400 ** (C2T-Rural 3 Lane * 2,120 2,510 ** 6 Lane * 3,850 4,560 ** 6 Lane * 40,500 48,000 ** Town) W B C D E B C D E B C D E ci 1 Lane * * 870 1,190 2 Lane * * 1,580 2,160 2 Lane * * 17,600 24,000 2 Lane * 1,210 1,790 2,020 4 Lane * 2,200 3,250 3,670 4 Lane * 24,400 36,100 40,800 3 Lane * 2,210 2,810 2,990 6 Lane * 4,020 5,110 5,440 6 Lane * 44,700 56,800 60,400 (C4-Urban 4 Lane * 2,590 3,310 3,510 ; 8 Lane * 4,710 6,020 6,380 8 Lane * 52,300 66,900 70,900 General) AV B C D E B C D E B C D E 1 Lane * * 690 1,080 2 Lane * * 1,250 1,960 2 Lane * * 13,900 21,800 • 2 Lane * 1,290 1,900 2,130 4 Lane * 2,350 3,450 3,870 4 Lane * 26,100 38,300 43,000 3 Lane * 1,410 2,670 3,110 6 Lane * 2,560 4,850 5,650 6 Lane * 28,400 53,900 62,800 (C5-Urban 4 Lane * 2,910 3,560 3,640 8 Lane * 5,290 6,470 6,620 8 Lane * 58,800 71,900 73,600 Center) B C D E B C D E B C D E 1 Lane * *** 790 1,030 2 Lane * *** 1,440 1,870 2 Lane * *** 16,000 20,800 2 Lane * *** 1,490 1,920 4 Lane * *** 2,710 3,490 4 Lane * *** 30,100 38,800 3 Lane * *** 2,730 2,940 6 Lane * *** 4,960 5,350 6 Lane * *** 55,100 59,400 (C6-Urban 4 Lane * *** 3,250 3,490 8 Lane * *** 5,910 6,350 8 Lane 1 * *** 65,700 70,600 Core) Adjustment Factors The peak hour directional service volumes should be adjust by multiplying by 1.2 for one-way facilities Exclusive right turn lane(s):Multiply by 1.05 The AADT service volumes should be adjusted by multiplying 0.6 for one way facilities 2 Lane Divided Multilane Undivided Roadway with an Exclusive Left Turn Lane(s):Multiply by 0.95 Roadway with an Exclusive Left Turn Lane(s):Multiply by 1.05 Multilane Roadway with No Exclusive Left Turn Lane(s):Multiply by 0.75 2 lane Undivided Roadway with No Exclusive Left Turn Lane(s):Multiply by 0 80 Non-State Signalized Roadway.Multiply by 0.90 This table does not constitute a standard and should be used only for general planning applications.The table should not be used for corridor or intersection design,where more refined techniques exist. •Cannot be achieved using table input value defaults. "Not applicable for that level of service letter grade.For the automobile mode,volumes greater than level of service D become F because intersection capacities have been reached. APPENDIX K: PLANNING LEVEL COST (PLC) & PERSON MILES OF CAPACITY (PMC) PLC& PMC Planning Multimodal Note Mobility Project Type Level Cost (PLC) Capacity (MC) 5 Walking &Streetscape Enhancement $10,500,000 6,000 10 Curbless Shared Street $17,500,000 29,500 15 Complete Street Road Widening (2 Lane Divided) $9,250,000 14,390 20 Complete Street Road Widening (4 Lanes) $20,000,000 24,480 25 Multimodal Corridors $2,000,000 4,800 30 Multimodal Corridor Evaluation $1,000,000 -- 35 Boardwalks $15,000,000 8,400 40 Low Speed Streets $1,000,000 2,400 Source: PLC and PMC note indicate the Planning Level Cost(PLC)and Person Miles of Capacity assigned to a specific Mobility Plan Project on the Streets Plan(Appendix F)and Multimodal Plan(Appendix G1). Planning Level Cost(PLC)are based on the most recent and localized data available from the City,Palm Beach County TPA,and FDOT. Multimodal Capacity based on Shared-Use Path Level of Service Guide(2006) prepared by the U.S. DOT Federal Highway Administration and the 2023 FDOT Level and Quality of Service Handbook. APPENDIX Ll: COUNTY ROAD IMPACT FEE COLLECTED BY BOYNTON BEACH Year Municipality Zone 4 Zone 5 Total 2014 Boynton Beach $489,954 $173,823 $663,777 2015 Boynton Beach $2,337,666 $113,596 $2,451,262 2016 Boynton Beach $1,538,679 $120,970 $1,659,649 2017 Boynton Beach $645,942 $48,918 $694,860 2018 Boynton Beach $713,433 $59,766 $773,199 2019 Boynton Beach $1,617,061 $63,227 $1,680,288 2020 Boynton Beach $772,090 $19,329 $791,419 2021 Boynton Beach $139,349 $447,608 $586,957 2022 Boynton Beach $171,396 $164,192 $335,588 2023 Boynton Beach $881,215 $7,194 $888,409 Total $9,306,785 $1,218,623 $10,525,408 Source: Palm Beach County Annual Impact Fee Reports. Summary prepared by NUE Urban Concepts, LLC APPENDIX L2: COUNTY ROAD IMPACT FEE COLLECTED BY BOYNTON BEACH Year Municipality Zone 4 Zone 5 Total 2003 Boynton Beach $1,082,372 $125,917 $1,208,289 2004 Boynton Beach $3,026,958 $312,407 $3,339,365 2005 Boynton Beach $3,516,019 $2,056,430 $5,572,449 2006 Boynton Beach $5,430,792 $990,309 $6,421,101 2007 Boynton Beach $1,067,190 $54,217 $773,199 2008 Boynton Beach $110,323 $1,620,655 $1,680,288 2009 Boynton Beach $129,525 $17,647 $791,419 2010 Boynton Beach $6,102 $99,740 $586,957 2011 Boynton Beach $123,214 $47,109 $335,588 2012 Boynton Beach $323,123 $301,644 $888,409 2013 Boynton Beach $595,353 $317,185 $888,409 Total $15,410,971 $5,943,260 $21,597,064 Source: Palm Beach County Annual Impact Fee Reports. Summary prepared by NUE Urban Concepts, LLC APPENDIX M:TRIP GENERATION(TG) UNITOF MEASURE TRIP Use Categories,Uses Classifications,&Representative Uses ITE LAND USE CODES (UOM) GENERATION(TG) I Single-Family Residential Dwelling(Detached,Duplex,Accessory Dwelling,Townhome,Townhouse,Tiny Home) per 1,000 Sq.Ft. 4.10 See Single-Family Residential Multi-Family Residential Dwelling(Apartment,Condo,3 or more Attached Dwellings,Dormitory) per 1,000 Sq.Ft. 4.84 See Multi-Family Residential Mobile Residence(Mobile Home(MH),Recreational Vehicle(RV),MHand/or RV Park) per space/lot 4.47 See Mobile Residence =2121== lir AIIMIIIIIII Community Serving(Civic/Fraternal Club,Gallery,Museum,Performance Venues,Place of Assembly or Worship) per 1,000 Sq.Ft. 5.52 See Community Serving Group Home(Assisted Living,Care or Recovery Homes,Congregate Living Facility,Nursing Home) per 1,000 Sq.Ft. 6.68 See Long Term Care Private Education(Afterschool,Family Day Care,K-12,Pre-K,Trade School,Tutor) per 1,000 Sq.Ft. 9.82 See Private Education Marina(wet berths,dry slips,ancillary repair,yacht club) per Berth 2.41 420 Entertainment,Outdoor(Amusement,Golf,Multi-Purpose,Recreation,Sports,Tennis) per Acre 27.43 See Outdoor Recreation Entertainment,Indoor(Amusement Arcade,Exercise Studio,Fitness,elm,Health,Indoor Sports,Recreation) per 1,000 Sq.Ft. 24.86 See Indoor Recreation Industrial(Assembly,Brewery,Development and Testing,Distribution and Processing,Microbrewing,Trades,Utilities) per 1,000 Sq.Ft. 5.80 See Industrial Commercial Storage(Boat/Vehicle.Junk/Salvage Yard,Recycling/Waste Management,Open,Self-Service,Warehouse) per 1,000 Sq.Ft. 2.34 See Commercial Storage Office Uses' Office(Administrative,Business,Hospital,Post Secondary Education,Professional,Real Estate) per 1,000 Sq.Ft. 11.58 See Office Medical or Dental Office(Clinic,Dental,Health Service,Laboratory,Professional Care,Emergency Care,Rehab,Veterinary) per 1,000 Sq.Ft. 32.84 See Medical Office ` ilik R Retail(Auto/Boat Rental or Sales,New or Used Merchandise,Personal or Pet Care,Sales,Services,Stores) per 1,000 Sq.Ft. 42.00 See Retail High Impact Retail(Alcoholic Beverages,Banks,Grocery Store,Pharmacy&Drug Store,Sit-Down Restaurant) per 1,000 Sq.Ft. 106.33 See impact Retail Convenience Retail(Convenience Store,Fast Food Restaurant,Gasoline Station) per 1,000 Sq.Ft. 342.66 See Convenience Retail per lane or Stall plus Auto/Boat/Car Wash(Automated,Cleaning,Dry,Detailing,Polishing,Self-Serve,Vacuum,Wash,Wax) per five(5)Stations 321.08 See Vehicle Cleaning Auto Charging or Fueling(Commercial Facility which requires Membership or Payment) per Charging or 279.39 See Vehicle Fueling Fueling Position Auto or Boat Repair/Service(Brakes,Install,Maintenance,Major,Minor,Quick Lube,Repair,lint,Tires) per Bay or Stall 34.15 See Motor Vehicle Service Bank or Financial Drive-Thru Lane or Free-Standing ATM per Lane/ATM 137.06 See Financial Services Fast Food or Quick5ervice Restaurant Drive Thru per Lane 507.99 See Quick Service Restaurant Drive-Thru Overnight Lodging(B&B,Condo Hotel,Hotel,Motel,Short-term Rental,Transient) per Room 6.67 See Overnight Lodging Retail Drive-Thru(Dry Cleaner,Dollar Store,GroceryStore,Pharmacy&Drug Store,Retail) per Lane 125.26 See Drive-Thru MULTI-FAMILY RESIDENTIAL TRIP GENERATION AVERAGE TRIP STUDIED TRIP ITE LAND UNIT OF DAILY TRIP TOTAL NUMBER OF SQUARE FOOTAGE TRIP GENERATION GENERATION ITE LAND USE USE CODE MEASURE GENERATION(DT) STUDIES(TS) SQUARE (PER 1,000 SQ.FT.) (WEIGHTED) FOOTAGE (PER 1,000 SQ.FT.) (TSw) (WEIGHTED) (TGw) MULTI-FAMILY(LOW-RISE) 220 Dwelling Unit 6.74 22 1,206 1.206 5.59 0.537 3.00 MULTI-FAMILY(MID-RISE) 221 Dwelling Unit 4.54 11 1,101 1.101 4.12 0.268 1.11 MULTI-FAMILY(MID-RISE) 222 Dwelling Unit 4.54 8 1,207 1.207 3.76 0.195 0.73 Total -- -- 41 -- -- -- 1.000 4.84 Notes:Residential trip generation rates(DT)are based on the 11th Edition of the ITE Trip Generation Manual.The trip generation rates are converted into trip rates per 1,000 square feet.The first step in the conversion was assigning the average square footage by type of Multi-Family Residential use in Boynton Beach based on data from the Palm Beach County Property Appraiser.The average square footage for each land use type is then divided by 1,000(square footage per 1,000 sq.ft.).The trip generation rate is then divided by the square footage per 1,000 sq.ft..Multi-Family Residential(Low Rise)example:(1,206/1,000)=1.206; (6.74/1,206)=5.59 trips per 1,000 square feet.Average square footage per dwelling includes common area,hallways,and all areas under roof,except for unenclosed balconies or patios. A weighted trip generation was calculated for Multi-Family Residential land uses.The total number of studies(TS)conducted are used to calculate a Weighted Trip Study(TSw).The Weighted Trip Generation(TGw)is calculated based on Trip Generation per 1,000 sq.ft.multiplied by the Weighted Trip Study(TSw).The total trips per 1,000 SQ.FT.is the sum of the Weighted Trip Generation(TGw).Multi-Family Residential(Low Rise)example: TSw= (22/41)=0.537;TGw=(5.59 x 0.537)=3.00.Multi-Family Residential Trip Generation is the sum of(3.00+1.11+0.73)=4.84 trips per 1,000 square feet. MOBILE RESIDENCE TRIP GENERATION TRIP ITE LAND USE ITE LAND VARIABLE AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER NUM ERLOF CALCULATED TRIP STUDIED GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES STUDIES DAILY (WEIGHTED) (WEIGHTED) MOBILE HOME PARK 420 UNIT 0.39 0.079 9 0.58 0.094 9 18 5.55 0.45 2.50 RV PARK 416 LOT 0.21 0.066 4 0.27 0.071 6 10 3.49 0.25 0.87 RECREATIONAL HOME 260 ROOM 0.22 0.060 6 0.29 0.080 6 12 3.65 0.30 1.09 TOTAL -- -- -- 19 -- 21 40 -- 1.00 4.47 Notes: Mobile Residence Trip Generation based on the AM and PM Peak of adjacent street traffic per room based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies.The total number of studies(TS)conducted for the AM and PM Peaks are used to calculate a Trip Study Weight(TSW).The Daily Trips(DT)generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor.AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles.The Trip Generation Weight(TGW)is calculated based on daily trips multiplied by Trip Study Weighting.The total trips per room is the sum of the weighted Trip Generation(TGW). RV Park Example: DT=((0.21/.066)+(0.27/0.071))=3.49;TSW=(10/40)=0.25;TGW=(3.49 x 0.50)=0.87.RV Park Trip Generation:Sum(2.50+0.87+1.09)=4.47.Average values in the last row are shown in italics for informational purposes only. LONG TERM CARE TRIP GENERATION AM PEAK PM PEAK TOTAL TRIP ITE LAND AM PEAK AM NUMBER PM PEAK PM NUMBER CALCULATED TRIP STUDIED ITE LAND USE VARIABLE TRIPS TRIPS NUMBER OF GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES STUDIES DAILY (WEIGHTED) (WEIGHTED) CONGREGATE CARE FACILITY 253 DWELLING 0.08 0.047 8 0.18 0.081 9 17 1.96 0.23 0.46 CONTINUING CARE 255 UNITS 0.15 0.047 15 0.19 0.081 15 30 2.77 0.41 1.14 RETIREMENT COMMUNITY LONG TERM CARE TRIP GENERATION PER 1,000 SQ.FT. CONGREGATE CARE FACILITY 253 1000 SQ.FT. 0.26 0.047 8 0.59 0.081 9 17 6.48 0.23 1.51 ASSISTED LIVING 254 1000 SQ.FT. 0.38 0.093 5 0.48 0.088 5 10 4.77 0.14 0.65 CONTINUING CARE RETIREMENT COMMUNITY 255 1000 SQ.FT. 0.38 0.047 15 0.48 0.081 15 30 6.92 0.41 2.84 NURSING HOME 620 1000 SQ.FT. 0.55 0.075 8 0.59 0.074 8 16 7.65 0.22 1.68 TOTAL/AVERAGE 0.39 0.066 36 0.53 0.081 37 73 6.46 1.00 6.68 Notes: Long Term Care Trip Generation based on the AM and PM Peak of adjacent street traffic based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies. Congregate Care Facilities and Continuing Care Retirement Community were converted from units to 1,000 sq.ft.based on unit sizes of 330 sq.ft.and 400 sq.ft.respectively.Congregate Care Facilities AM and PM Peak Trips were multiplied by 3.3 to convert 330 sq.ft.units to 1,000 sq.ft. Continuing Care Retirement Community AM and PM Peak Trips were multiplied by 2.5 to convert 400 sq.ft.units to 1,000 sq.ft. The total number of studies(TS)conducted for the AM and PM Peaks are used to calculate a Trip Study Weight(TSW).The Daily Trips(DT)generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor.AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles.The Trip Generation Weight(TGW)is calculated based on daily trips multiplied by Trip Study Weighting.The total trips per 1,000 sq.ft.is the sum of the weighted Trip Generation(TGW). Nursing Home Example: DT=((0.55/ .075)+(0.59/0.074))=7.65;TSW=(16/73)=0.22;TGW=(7.65 x 0.22)=1.68.Long Term Care TG:Sum(1.51+0.65+2.84+1.68)=6.68.Average values in the last row are shown in italics for informational purposes only. OUTDOOR COMMERCIAL RECREATION TRIP GENERATION ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER TOTAL TRIP CALCULATED TRIP STUDIED ITE LAND USE VARIABLE TRIPS TRIPS NUMBER OF GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES STUDIES DAILY (WEIGHTED) (WEIGHTED) GOLF DRIVING RANGE 432 TEES 0.08 0.029 1 0.18 0.072 1 2 2.63 0.13 0.33 SOCCER COMPLEX 488 FIELDS 0.99 0.08 5 16.43 0.072 5 10 120.28 0.63 75.18 TENNIS COURTS 490 COURTS -- -- -- 4.21 0.083 2 2 50.72 0.13 6.34 RACQUET/TENNIS CLUB 491 COURTS -- -- -- 3.82 0.083 2 2 46.02 0.13 5.75 TOTAL/AVERAGE 6 10 16 54.92 1.00 87.60 OUTDOOR COMMERCIAL RECREATION TRIP GENERATION PER ACRE PUBLIC PARK 410 ACRES 0.03 0.083 5 0.11 0.083 6 11 0.86 0.33 0.29 GOLF COURSE 430 ACRES 0.19 0.083 3 0.28 0.083 3 6 2.83 0.18 051 GOLF DRIVING RANGE 432 ACRES 0.16 0.029 1 0.36 0.072 1 2 5.26 0.06 0.32 SOCCER COMPLEX 488 ACRES 0.40 0.08 5 6.57 0.072 5 10 48.11 0.30 14.58 TENNIS COURTS 490 ACRES -- -- -- 8.42 0.083 2 2 101.45 0.06 6.15 RACQUET/TENNIS CLUB 491 ACRES -- -- -- 7.64 0.083 2 2 92.05 0.06 5.58 TOTAL/AVERAGE ACRES 0.25 0.064 14 3.90 0.079 19 33 41.76 1.00 27.43 Notes: Outdoor Commercial Recreation Trip Generation based on the AM and PM Peak of adjacent street traffic based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies.The trip generation for golf driving ranges was converted from tees to acreage based on two(2)tees per acre. The trip generation for a soccer complex was converted from fields to acreage based on two and a half acres(2.5)per field.The trip generation for tennis courts and a raquest/tennis court was converted from courts to acreage based on two(2)courts per acre.The total number of studies(TS) conducted for the AM and PM Peaks are used to calculate a Trip Study Weight(TSW).The Daily Trips(DT)generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor.AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles.The Trip Generation Weight(TGW)is calculated based on daily trips multiplied by Trip Study Weighting.The total trips per acre is the sum of the weighted Trip Generation(TGW). Golf Course Example: DT=((0.19/.083)+(0.28/0.083))=2.83;TSW=(6/ 33)=0.18;TGW=(2.83 x 0.18)=0.51.Outdoor Comercial Recreation TG is equal to the sum of the following:(0.29+0.51+0.32+14.58+6.15+5.58)=27.43.Average values in the last row are shown in italics for informational purposes only. INDUSTRIAL TRIP GENERATION NUMBER OF WEIGHTED TRIP WEIGHTED TRIP ITE LAND USE ITE VARIABLE DAILY TRIPS (DT) GENERATION STUDIES (TS) STUDY(TSw) (TGw) LIGHT INDUSTRIAL 110 1,000 SQ. FT. 4.87 37 0.243 1.185 INDUSTRIAL PARK 130 1,000 SQ. FT. 3.37 27 0.178 0.599 MANUFACTURING 140 1,000 SQ. FT. 4.75 53 0.349 1.656 DATA CENTER 160 1,000 SQ. FT. 0.99 2 0.013 0.013 UTILITY 170 1,000 SQ. FT. 12.29 13 0.086 1.051 SPECIALTY TRADE 180 1,000 SQ. FT. 9.82 20 0.132 1.292 AVERAGE (STUDIES =TOTAL) -- -- 6.02 152 1.000 5.80 Notes: Industrial Trip Generation based on the Daily Rate from the 11th Edition of the ITE Trip Generation Manual. The total number of studies (TS) conducted for Daily Trips (DT) are used to calculate a Trip Study Weight (TSw). The Trip Generation Weight (TGw) is calculated based on daily trips multiplied by weighted Trip Study.The total trips per 1,000 sq. ft. is the sum of the weighted Trip Generation (TGw). Light Industrial Example: TSW = (37/ 152) = 0.243; TGW = (4.87 x 0.243) = 1.185.The trip generation (TG) for Industrial uses is the sum of (1.185 + 0.599 + 1.656+0.013 + 1.051 + 1.292) = 5.80.Average DT shown in italics for informational purposes only. OFFICE TRIP GENERATION NUMBER OF WEIGHTED TRIP WEIGHTED TRIP USE ITE VARIABLE DAILY TRIPS(DT) GENERATION STUDIES(TS) STUDY(TSw) (TGw) • OFFICE 710 1,000 SQ.FT. 10.84 59 0.38 4.15 SMALL OFFICE 712 1,000 SQ.FT. 14.39 21 0.14 1.96 CORPORATE HEADQUATERS 714 1,000 SQ.FT. 7.95 7 0.05 0.36 SINGLE TENANT 715 1,000 SQ.FT. 13.07 12 0.08 1.02 • HOSPITAL 610 1,000 SQ.FT. 10.77 7 0.05 0.49 • • OFFICE PARK 750 1,000 SQ.FT. 11.07 10 0.06 0.72 RESEARCH&DEVELOPMENT 760 1,000 SQ.FT. 11.08 22 0.14 1.58 BUSINESS PARK 770 1,000 SQ.FT. 12.44 16 0.10 1.29 TOTAL 154 1.00 11.58 Notes: Office Trip Generation based on Daily Weekday Trip Generation per 1,000 squate feet(SQ.FT.)based on the 11th Edition of the ITE Trip Generation Manual.The total number of studies(TS)conducted are used to calculate a Weighted Trip Study(TSw).The Daily Trips(DT)generation is based on ITE Trip Generation Manual 11th edition.The Weighted Trip Generation(TGw)is calculated based on Daily Trips(DT)multiplied by the Weighted Trip Study(TSw).The total trips per 1,000 SQ.FT.is the sum of the Weighted Trip Generation(TGw). Office Example: TSw=(59/154)= 0.38;TGw=(10.84 x 0.38)=4.15.Office Trip Generation is the sum of(4.15+1.96+0.36+1.02+0.49+0.72+1.58+1.29)=11.58. RETAIL TRIP GENERATION ITE LAND USE NUMBER OF WEIGHTED TRIP I WEIGHTED TRIP USE GENERATION CODE UNIT OF MEASURE DAILY TRIPS(DT) STUDIES(TS) STUDY(TSw) (TGw) BUILDING MATERIALS&LUMBER 812 1,000 SQ.FT. 17.05 13 0.03 0.57 • FREE STANDING DISCOUNT SUPERSTORE 813 1,000 SQ.FT. 50.52 72 0.19 9.42 VARIETY STORE 814 1,000 SQ.FT. 63.66 29 0.08 4.78 FREE STANDING DISCOUNT STORE 815 1,000 SQ.FT. 53.87 21 0.05 2.93 NURSERY GARDEN CENTER 817 1,000 SQ.FT. 68.10 10 0.03 1.76 MULTI-TENANT GREATER THAN 150K 820 1,000 SQ.FT. 37.01 108 0.28 10.36 MULTI-TENANT 40K to 150K WITHOUT SUPERMARKET 821 1,000 SQ.FT. 67.52 7 0.02 1.22 MULTI-TENANT UNDER 40K 822 1,000 SQ.FT. 54.45 4 0.01 0.56 AUTO SALES NEW 840 1,000 SQ.FT. 27.84 18 0.05 1.30 AUTO SALES USED 841 1,000 SQ.FT. 27.06 14 0.04 0.98 AUTO PARTS SALES 843 1,000 SQ.FT. 55.34 12 0.03 1.72 • TIRE STORE 848 1,000 SQ.FT. 27.69 13 0.03 0.93 DISCOUNT CLUB 857 1,000 SQ.FT. 42.46 20 0.05 2.20 SPORTING GOODS SUPERSTORE 861 1,000 SQ.FT. 23.78 8 0.02 0.49 HOME IMPROVEMENT 862 1,000 SQ.FT. 30.74 19 0.05 1.51. ELECTRONIC SUPERSTORE 863 1,000 SQ.FT. 41.05 5 0.01 0.53 DISCOUNT HOME FURNISHINGS 869 1,000 SQ.FT. 20.00 8 0.02 0.41 DEPARTMENT STORE 875 1,000 SQ.FT. 22.88 5 0.01 0.30 TOTAL 1,000 SQ.FT. 40.61 386 1.00 42.00 Notes: Retail Trip Generation based on Daily Weekday Trip(DT)Generation per 1,000 square feet(SQ.FT.)based on the 11th Edition of the ITE Trip Generation Manual.The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips.The total number of studies(TS)conducted are used to calculate a Weighted Trip Study(TSw).The Weighted Trip Generation(TGw)is calculated based on Daily Trips(DT)multiplied by the Weighted Trip Study(TSw).The total trips per 1,000 SQ.FT.is the sum of the Weighted Trip Generation(TGw). Variety Store Example: TSw=(29/386)=0.08;TGw=(63.66 x 0.08)=4.78.Retail Trip Generation is the sum of(0.57+9.42+4.78+2.93+1.76+10.36+1.22+0.56+1.30+0.98+1.72+0.93+2.20+0.49+1.51+0.53+041+030)=42.00.Average values in the last row are shown In Italics for informational purposes only. CONVENIENCE RETAIL TRIP GENERATION ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER TOTAL DAILY TRIPS WEIGHTED TRIP WEIGHTED TRIP USE UNIT OF MEASURE USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES NUMBER OF GENERATION STUDIES(TS) (DT) STUDY(TSw) (TGw) CONVENIENCE STORE 851 1,000 SQ.FT. 62.54 0.062 39 49.11 0.060 39 78 913.60 0.10 89.30 FAST FOOD WITHOUT DRIVE-THRU 933 1,000 SQ.FT. 43.18 0.019 3 33.21 0.064 8 11 1395.77 0.01 19.24 FAST FOOD WITH DRIVE-THRU 934 1,000 SQ.FT. 44.61 0.035 96 33.03 0.067 190 286 883.78 0.36 316.74 COFFEE DONUT WITHOUT DRIVE-THRU 936 1,000 SQ.FT. 93.08 0.1 25 32.29 0.044 16 41 832.33 0.05 42.76 • COFFEE DONUT WITH DRIVE-THRU 937 1,000 SQ.FT. 85.88 0.1 78 38.99 0.044 36 114 872.47 0.14 124.64 CONVENIENCE STORE WITH GAS(2 TO 8 POSITIONS) 945 1,000 SQ.FT. 40.59 0.062 57 48.48 0.071 67 124 668.75 0.16 103.92 CONVENIENCE STORE WITH GAS(9 TO 15 POSITIONS) 945 1,000 SQ.FT. 56.52 0.065 34 54.52 0.068 39 73 835.65 0.09 76.44 • CONVENIENCE STORE WITH GAS(16 TO 24 POSITIONS) 945 1,000 SQ.FT. 91.35 0.065 32 78.95 0.068 39 71 1283.21 0.09 114.17 TOTAL 1,000 SQ.FT. 798 960.69 1.00 887.21 DRIVE-THRU&FUEL POSITION TRIP GENERATION ADJUSTMENT 544.55 NET TRIP GENERATION(BASED ON TGw PER 1,000 SQ.FT.MINUS DRIVE-THRU&FUEL POSITION TRIP GENERATION ADJUSTMENT:887.21-544.55=588.82) 342.66 Notes:Convenience Retail Trip Generation based on Daily Weekday Trip(DT)Generation per 1,000 square feet(SQ.FT.)based on the 11th Edition of the ITE Trip Generation Manual.The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips.The total number of studies(TS)conducted are used to calculate a Weighted Trip Study(TSw).The Weighted Trip Generation(TGw)is calculated based on Daily Trips(DT)multiplied by the Weighted Trip Study(TSw).The total trips per 1,000 SQ.FT.is the sum of the Weighted Trip Generation(TGw). Convenience Store Example: TSw=(78/798)=0.10;TGw=(913.60 x 0.10)=89.30.Convenience Retail Trip Generation is the sum of(89.30+19.24+ 316.74+42.76+124.64+103.92+76.44+114.17)=887.21. The same methodology applies to the Drive-Thru and Fuel Position Trip Generation Adjustmemt.The total number of studies(TS)is as follows:(Drive-Thru=35;Fuel Position=386;35+386=421).The trip study weight(TSw)is as follows:(35/421= 0.083;386/421=0.917).The weighted trip generation TGw is as follows:(507.99 x 0.083)=42.23; (279.39 x 2)=558.77;(558.77 x 0.917)=512.32).The trip generation for fuel positions is multiplied by two to account for the number of positions per 1,000 sq.ft.The trip generation adjustment is equal to the following:(42.23+512.32=544.55) The trip generation analysis for Quick Service Restaurant Drive-Thru's and Motor Vehicle Fuel Positions is provided in the trip generation appendix. MOTOR VEHICLE FUELING TRIP GENERATION TOTAL WEIGHTED TRIP RE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER DAILY TRIPS WEIGHTED TRIP USE UNIT OF MEASURE USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES NUMBER OF GENERATION (DT) STUDY(TSw) STUDIES(TS) (TGw) GASOLINE SERVICE STATION 944 PER FUEL POSITION 10.28 0.050 53 13.91 0.075 65 118 195.53 0.31 59.77 CONVENIENCE STORE WITH GAS(2-4K) 945 PER FUEL POSITION 16.06 0.062 76 18.42 0.071 93 169 259.23 0.44 113.50 CONVENIENCE STORE WITH GAS(4-5.5K) 945 PER FUEL POSITION 27.04 0.065 18 22.76 0.068 23 41 375.35 0.11 39.87 CONVENIENCE STORE WITH GAS(5.5-10K) 945 PER FUEL POSITION 31.60 0.065 29 26.90 0.068 29 58 440.87 0.15 66.24 TOTAL PER FUEL POSITION 21.25 0.06 176 20.50 0.07 210 386 317.75 1.00 279.39 Notes:Motor Vehicle Fueling Trip Generation based on the AM and PM Peak of adjacent street traffic per the 11th Edition of the ITE Trip Generation Manual.The total number of studies(TS)conducted for the AM and PM Peaks are used to calculate a Weighted Trip Study(TSw).The Daily Trips(DT)generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor.AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles for applicable ITE Land Use Codes.The Weighted Trip Generation Weight(TGw)is calculated based on Daily Trips multiplied by Weighted Trip Study.The total trips per unit of measure is the sum of the Weighted Trip Generation(WTG).Gasoline Service Station Example:DT=((10.28/.050)+(13.91/0.075))=195.53;TSw=(118/386)=0.31;TGw=(195.53 x 0.31)=59 77.Motor Vehicle Fueling Trip Generation per 1,000 sq.ft.is the sum of(59.77+ 113.50+39.87+66.24)=279.39.Average values In the last row are shown in italics for informational purposes only. FINANCIAL SERVICES DRIVE-THRU TRIP GENERATION ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER TOTAL CALCULATED TRIP STUDIED TRIP ITE LAND USE VARIABLE NUMBER OF DAILY TRIPS GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES (WEIGHTED) STUDIES (TG) (WEIGHTED) BANK 912 1,000 SF 9.95 0.063 44 21.01 0.102 114 158 181.96 0.52 94.88 BANK 912 DRIVE-THRU 8.54 0.063 36 27.07 0.102 109 145 200.47 0.48 95.94 TOTAL/AVERAGE 9.25 0.063 80 24.04 0.102 223 303 191.22 1.00 190.82 ITE LAND WEIGHTED WEIGHTED WEIGHTED WEIGHTED WEIGHTED WEIGHTED TOTAL WEIGHTED WEIGHTED WEIGHTED ITE LAND USE USE CODE VARIABLE AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER NUMBER OF PEAK HOUR PEAK HOUR DAILY TRIPS (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES STUDIES TRIPS FACTOR (DT) BANK 912 1,000 SF 2.77 0.018 0.28 15.16 0.074 0.72 158 17.93 0.09 196.73 BANK 912 DRIVE-THRU 2.12 0.016 0.25 20.35 0.077 0.75 145 22.47 0.09 243.39 NET TRIP GENERATION TGw PER BANK DRIVE-THRU MINUS TGw FOR HIGH-IMPACT RETAIL(PER 1,000 SQ.FT.) (243.39-106.33)=137.06 137.06 Notes: Bank Drive-Thru Trip Generation based on the AM and PM Peak of adjacent street traffic per room based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies.The total number of studies(TS) conducted for the AM and PM Peaks are used to calculate a Trip Study Weight(TSW).The Daily Trips (DT)generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor. Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles for ITE Land Use Codes 912.The Trip Generation Weight(TGw) is calculated based on daily trips multiplied by Trip Study Weight(TSw).The total trips per room is the sum of the weighted Trip Generation(TGw). The trip generation per drive-thru is based on the weighted daily trips per drive-thru of 243.39 minus the weighted daily trips per 1,000 sq.ft.for High-Impact Retail Uses 106.33 for a net trip generation of 137.06(243.39-106.33=137.06).The mobility fee for the square footage of the Financial Services building is based on the trip generation for High-Impact Retail land uses. OVERNIGHT LODGING TRIP GENERATION , ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER TOTAL CALCULATED TRIP STUDIED TRIP ITE LAND USE VARIABLE NUMBER OF GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES DAILY (WEIGHTED) STUDIES(NS) (WEIGHTED) HOTEL 310 ROOM 0.46 0.053 28 0.59 0.077 31 59 8.17 0.30 2.46 ALL SUITES HOTEL 311 ROOM 0.34 0.052 9 0.36 0.077 10 19 5.61 0.10 0.54 BUSINESS HOTEL 312 ROOM 0.36 0.071 17 0.31 0.069 24 41 4.78 0.21 1.00 MOTEL 320 ROOM 0.35 0.066 15 0.36 0.071 20 35 5.19 0.18 0.93 RESORT HOTEL 330 ROOM 0.32 0.050 6 0.41 0.050 9 15 7.30 0.08 0.56 • TIMESHARE 265 ROOM 0.40 0.060 14 0.63 0.060 13 27 8.58 0.14 1.18 TOTAL -- -- -- -- 89 -- -- 107 196 -- 1.00 6.67 Notes: Overnight Lodging Trip Generation based on the AM and PM Peak of adjacent street traffic per room based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies.The total number of studies(TS)conducted for the AM and PM Peaks are used to calculate a Trip Study Weight(TSW).The Daily Trips(DT)generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor.AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles.The Trip Generation Weight(TGW) is calculated based on daily trips multiplied by Trip Study Weighting.The total trips per room is the sum of the weighted Trip Generation (TGW). Hotel Example: DT=((0.46/.053)+(0.59/0.077))=8.17;TSW=(59/196)=0.30;TGW=(8.17 x 0.30)=2.46. Hotel Trip Generation:Sum (2.46+0.54+1.00+0.93+0.56+1.18)=6.67. Average values in the last row are shown in italics for informational purposes only. CITY OF BOYNTON B E A C H Mobility Fee Technical Report APPENDIX N Person Travel Demand per Use (PTDu) rBCITY OF' --�-- BOYNTON E A C H Mobility Fee Technical Report APPENDIX 0 2022 National Household Travel Survey Data: Trip Purpose rBCITY OF�- BOYN TO N Mobility Fee Technical Report E A C H APPENDIX P Palm Beach County: Household Travel -CITY O F�----�- BOYN TO N Mobility Fee Technical Report B E A C H APPENDIX O Interstate 95 Ramp Volumes r -CITY OF--- BOYNTON Mobility Fee Technical Report B E A C H APPENDIX R Mobility Fee Schedule APPENDIX R:BOYNTON BEACH MOBILITY FEE SCHEDULE MOBILITY FEE MOBILITY FEE USE CATEGORIES,USE CLASSIFICATIONS&REPRESENTATIVE USES UNIT OF MEASURE RATE PER USE UNIT OF MEASURE RATE PER USE (UOM) (MFu) (UOM) (MFu) per Lane or Stall plus per Lane or Stall plus Auto/Boat/Car Wash(Automated,Cleaning,Dry,Detailing,Polishing,Self-Serve,Vacuum,Wash,Wax) $16,134 per five(5)Stations $16,134 per five(5)Stations per Charging or per Charging or Auto Charging or Fueling(Commercial Facility which requires Membership of Payment) 514,039 Fueling Position $14,039 Fueling Position Auto or Boat Repair/Service(Brakes,Install,Maintenance,Major,Minor,Quick Lube,Repair,Tint,Tires) I per Bay or Stall $8,580 per Bay or Stall $8,580 Bank or Financial Drive-Thru Lane or Free-Standing ATM 12 per Lane/ATM $20,661 per Lane/ATM $20,661 Fast Food or Quick Service Restaurant Drive Thru 13 per Lane $37,215 per Lane $37,215 Overnight Lodging(B&B,Condo Hotel,Hotel,Motel,Short-term Rental,Transient)' per Room $4,108 per Room $4,108 Retail Drive-Thru(Dry Cleaner,Dollar Store,Grocery Store,Pharmacy&Drug Store,Retail)1d per Lane $18,288 per Lane $18,288 BOYNTON BEACH MOBILITY FEE SCHEDULE FOOTNOTES 'Single-Family Residential Square Feet is the sum of the area(in square feet)of each dwelling unit measured from the exterior surface of the exterior walls. M ulti-Family Residential Square Feet is the sum of the area(in square feet)of each building measured from the exterior surface of the exterior walls.This includes common areas,lobbies,leasing offices,and residential amenities not accessible to the public.Retail or office square footage leased to a third-party would pay the applicable mobility fee rate.Square footage does not include parking garages or structures. 3 Any retail,office,or non-residential square footage that is leased to a third-party use to provides drinks,food,goods,or services to the public shall be required to pay the applicable mobility fee per the individual uses identified in the mobility fee schedule. °For Commercial Recreational Uses that feature both indoor facilities and outdoor recreation,the indoor shall be based on the indoor mobility fee rate,the outdoor shall be made on the outdoor rate,any other uses shall pay the applicable mobility fee for the land use. 'Acreage for any unenclosed material and vehicle storage,including but not limited to boats,commercial vehicles,recreational vehicles(RV),and trailers,sales and display shall be converted to square footage.See Commercial Storage definition for further detail. 6 Retail includes all uses that do not fall under High Impact or Convenience Retail and generate less than 75 daily trips per 1,000 sq.ft.per the latest ITE Generation Manual or alternative study. 'High Impact Retail includes banks,pharmacies,sit down restaurants(non fast food),grocery stores,supermarkets,beer,liquor,package,wine and spirits stores,bars,nightclubs,lounges.These uses generate between 75 and 2S0 daily trips per 1,000 sq.ft.per the latest ITE Generation Manual or alternative study. Convenience Retail includes convenience stores,gas stations,service stations,coffee,donut,sandwich,food and beverage that would be considered fast food or quick service restaurants.These uses generate between more than 250 daily trips per 1,000 sq.ft.per the latest ITE Generation Manual or alternative study. Non-residential uses are assessed applicable mobility fees per unit of measure in addition to the mobility fee assessed with the square footage of the building. 9 Auto/Boat/Car Wash shall mean any car wash,wax,or detail where a third party or automatic system performs the cleaning service.Mobility Fee are assessed per bay or stall,plus per five(5)finishing stations.See definition for further detail.The applicable mobility fee rate would also be assessed for any additional building square footage under retail uses. Auto Charging or Fueling per position apply to a convenience store,gas station,general store,grocery store,supermarket,superstore,variety store,wholesale club or service stations with charging stations or fuel pumps.In addition,there shall be a separate mobility fee for the square footage of any retail building per the applicable mobility fee rate under retail uses.The number of charging or fueling positions is based on the maximum number of vehicles that could be charged or fueled at one time.Non-commercial vehicle charging stations associated with residential or non-residential uses that are required by the City or are provided by the owner as an amenity and not a commercial purpose shall not be assessed a mobility fee. '1 Auto or Boat Repair/Service includes maintenance,repair,and servicing of motor vehicles.Mobility Fee are assessed per bay or stall,plus a retail rate associated with any additional building sq.ft.under retail uses forwaiting areas,parts,and sales. "Banks shall pay the High Impact Retail rate for the square footage of the building under the retail use category.Drive-thni lanes,Free Standing ATM's and Drive-thru lanes with ATM's are assessed a separate fee per lane or per ATM and are added to any mobility fee associated with a bank building.The free-standing ATM is for an ATM only and not an ATM within or part of another non-financial building,such as an ATM within a grocery store. 13 Any drive-thru associated with a fast food restaurant will bean additive fee in addition to the applicable Convenience Retail mobility fee per square foot of the building.The number of drive-thn3 lanes will be based on the number of lanes present when an individual places an order or picks up an order,whichever is greater. "Any drive-thru associated with a Retail or High Impact retail use will be assessed an additive mobility fee in addition to the applicable retail use mobility fee rate per square foot of the building.The number of drive-thru lanes shall be based on the total number of lanes available for either pick-up,drop-off,or placement of an order for goods or services. CITY OF BOYNTON BEACH: SINGLE-FAMILY DETACHED HABITABLE SQUARE NUMBER OF BEDROOMS PER NUMBER OF DWELLINGS FOOTAGE TIERS BEDROOMS DWELLING Less Than 750 193 378 1.96 750 to 999 1,094 2,543 2.32 1,000 to 1,249 2,546 6,559 2.58 1,250 to 1,499 4,115 10,943 2.66 1,500 to 1,999 3,749 11,203 2.99 2,000 to 2,499 1,249 4,378 3.51 2,500 to 3,499 677 2,718 4.01 3,500 or Greater 99 412 4.16 Total 13,722 39,134 2.85 Source: Palm Beach County Property Appraiser, 2024. CITY OF BOYNTON BEACH : CONDOS HABITABLE SQUARE NUM BER OF BEDROOMS PER NUMBER OF DWELLINGS FOOTAGE TIERS BEDROOMS DWELLING Less Than 750 1,917 2,090 1.09 750 to 999 4,528 7,457 1.65 1,000 to 1,249 2,744 5,636 2.05 1,250 to 1,499 973 2,320 2.38 1,500 to 1,999 1,035 2,767 2.67 2,000 to 2,499 524 1,499 2.86 2,500 or Greater 133 420 3.16 Total 11,854 22,189 1.87 Source: Palm Beach County Property Appraiser, 2024. CITY OF BOYNTON BEACH : TOWNHOMES HABITABLE SQUARE NUMBER OF BEDROOMS PER NUMBER OF DWELLINGS FOOTAGE TIERS BEDROOMS DWELLING Less Than 1,000 30 58 1.93 1,000 to 1,249 670 1,410 2.10 1,250 to 1,499 1,283 2,849 2.22 1,500 to 1,749 1,210 3,435 2.84 1,750 to 2,249 826 2,521 3.05 2,250 or Greater 167 518 3.10 Total 4,186 10,791 2.58 Source: Palm Beach County Property Appraiser, 2024. tB -CITY OF BOYN0—N A C H TO N Mobility Fee Technical Report APPENDIX T Bedrooms & Household Vehicles CITY OF QBOYNTON Mobility Fee Technical Report B E A C H APPENDIX U 2022 National Household Travel Survey: Household Vehicles CITY OF BOYNTON Mobility Fee Technical Report B E A C H APPENDIX V Downtown Development Inventory (Recently Built & Under Review) - CITY OF�- QBOYNTON Mobility Fee Technical Report B E A C H APPENDIX W Downtown Development Parking Inventory (Recently Built & Under Review) APPENDIX W: Downtown Development Parking Inventory(Recently Built&Under Review) Approved Site Plans SUMMARY SITE PARKING DATA Broadstone Boynton Beach: 566 parking spaces Parking Space Required Standard Non Standard HCP* Total Residental 440 9 449 Non-Residental 61 2 63 Data obtained from Site Plans provided by City. Final City leased parking required or provided may differ from final Off site 19 1 20 approved plans or developed parking. Total Parking Space Required 532 Parking Space Provided Standard Non Standard HCP* Total Non-standard spaces include 20 for electric vehicle Residental 524 20 13 557 (EV) charging. 2 of the Handicap spaces are also EV Non-Residental charging. Off-site spaces are on-street parking. City leased Off site 9 9 * HCP = ADA Required Handicap Parking Total Parking Space Provided 566 Ocean One: 633 parking spaces Parking Space Required Standard Non Standard HCP* Total Residental 579 579 Non-Residental 128 128 Data obtained from Site Plans provided by City. Final City leased parking required or provided may differ from final Off site approved plans or developed parking. Total Parking Space Required 707 Parking Space Provided Standard Non Standard HCP* Total Break down of type of parking spaces to be provided Residental not included on the site plan. Non-Residental City leased Off site * HCP = ADA Required Handicap Parking Total Parking Space Provided 633 APPENDIX W:Downtown Development Parking Inventory(Recently Built&Under Review) Town Square South: 1,024 parking spaces _Parking Space Required Standard Non Standard HCP* Total Residental 766 Data obtained from Site Plans provided by City. Final Non-Residental 34 parking required or provided may differ from final City leased 224 approved plans or developed parking. Off site Total Parking Space Required 1024 Parking Space Provided Standard Non Standard HCP* Total Non-standard spaces include 96 compact spaces, 26 Residental 833 152 20 1005 for EV charging, and 30 for motorcycles. Off-site Non-Residental spaces (19) are on-street parking. City leased Off site 19 19 * HCP = ADA Required Handicap Parking Total Parking Space Provided 1024 Villages at East Ocean North: 672 parking spaces Parking Space Required Standard Non Standard HCP* Total Residental 557 12 569 Data obtained from Site Plans provided by City. Final Non-Residental 54 1 55 parking required or provided may differ from final City leased approved plans or developed parking. Off site Total Parking Space Required 624 Parking Space Provided Standard Non Standard HCP* Total Residental 657 13 670 Non-Residental City leased Off site 2 2 * HCP = ADA Required Handicap Parking Total Parking Space Provided 672 APPENDIXW: Downtown Development Parking Inventory(Recently Built&Under Review) Marina Village: 777 parking spaces Parking Space Required Standard Non Standard HCP* Total Residental 658 Data obtained from Site Plans provided by City. Final Non-Residental 182 parking required or provided may differ from final City leased approved plans or developed parking. Off site Total Parking Space Required 840 Parking Space Provided Total Non-Standard spaces (22) are parking within Residental 636 22 658 townhome garages. Off-site spaces (119) on-street Non-Residental parallel parking. City leased Off site 119 119 * HCP = ADA Required Handicap Parking Total Parking Space Provided 777 500 Ocean — 717 parking spaces Parking Space Required Standard Non Standard HCP* Total Residental 566 Data obtained from Site Plans provided by City. Final Non-Residental 100 parking required or provided may differ from final City leased approved plans or developed parking. Off site Total Parking Space Required 666 Parking Space Provided Standard Non Standard HCP* Total Residental 685 18 703 Off-site spaces (14) are on-street parking. Non-Residental City leased Off site 14 14 * HCP = ADA Required Handicap Parking Total Parking Space Provided 717 APPENDIX X: O&D EVALUATION (2045 AM & PM PEAK FLOWS) Origin/Destination AM Trips AM Trip PM Trips PM Trip Percentage Percentage fBoynton Beach Mobility Study Area (6 Districts) & Palm Beach County Road Impact Fee (RIF) Zone 1 From Mobility Study Area to RIF 1 1,218 55.6% 1,791 48.8% From RIF 1 to Mobility Study Area 973 44.4% 1,885 51.3% Total 2,191 100% 3,676 100% IBoynton Beach Mobility Study Area (6 Districts) &Palm Beach County Road Impact Fee (RIF)Zone 2 From Mobility Study Area to RIF 2 4,590 50.5% 9,133 49.4% From RIF 2 to Mobility Study Area 4,504 49.5% 9,343 50.6% Total 9,094 100% 18,476 100% Boynton Beach Mobility Study Area (6 Districts) & Palm Beach County Road Impact Fee (RIF)Zone 3 From Mobility Study Area to RIF 1 866 38.7% 2,092 56.9% From RIF 1 to Mobility Study Area 1,374 61.3% 1,582 43.1% Total 2,239 100% 3,675 100% Boynton Beach Mobility Study Area (6 Districts) &Palm Beach County Road Impact Fee (RIF)Zone 4 From Mobility Study Area to RIF 1 6,916 41.7% 20,136 55.3% From RIF 1 to Mobility Study Area 9,652 58.3% 16,288 44.7% Total 16,568 100% 36,424 100% Boynton Beach Mobility Study Area (6 Districts) &Palm Beach County Road Impact Fee (RIF)Zone 5 From Mobility Study Area to RIF 1 6,923 45.9% 17,211 52.3% From RIF 1 to Mobility Study Area 8,163 54.1% 15,717 47.7% Total 15,086 100% 32,927 100% Boynton Beach Mobility Study Area (6 Districts) &Road Impact Fee Zones 1-5(ALL RIF ZONES) From Mobility Study Area to RIF 1-5 20,513 45.4% 50,364 52.9% RIF 1-5 to Mobility Study Area 24,666 54.6% 44,815 47.1% Total 45,178 100% 95,179 100% Mobility Study Area (6 Districts) (6 Districts) Mobility Study Area External Trips 20,513 24.2% 44,815 22.3% All Travel in Mobility Study Area (6 Districts) 64,313 75.8% 155,987 77.7% Total 84,826 100% 200,802 100% Source:Southeast Florida Regional Planning Model(SEFRPM 8.541) I APPENDIX Yr COMPARISON WITH COUNTY FEES USE CATEGORIES,USE CLASSIFICATIONS&REPRESENTATIVE USES. UNIT OF PERSON MOBILITY FEE COUNTY DIFFERENCE TRAVEL NOTE:FOR SPECIFIC COUNTY RATES, NOTE:CITY&COUNTY LAND USES DIFFER.THIS ANALYSIS REFLECTS THE CLOSESTCOMPARABLE LAND USES. MEASURE RATE PER USE ROAD CITY VS THE CITY DATA IS BASED ON 2024 CONDITIONS.THE COUNTY STUDY WAS CONDUCTED IN 2022. (UOM) DEMAND (MFu) IMPACT FEE COUNTY SEE PALM BEACH COUNTY ROAD IMPACT FEE SCHEDULE. TU THE CIN MOBILITY FEE METHODOLOGY DIFFERS FROM THE COUNTY ROAD IMPACT FEE METHODOLOGY. (PTDu) ---m- Single-Family Residential Dwelling(Detached,Duplex,AccessoryDwelling,Townhome,Townhouse,Tiny Home) per 1,000 Sq.Ft. 7.13 $2,806 $5,597 Lower City per sq.ft.,(2K house$5,612)-County per dwelling Multi-Family Residential Dwelling(Apartment,Condo,3 or more Attached Dwellings,Dormitory) per 1,000 Sq.Ft. 8.42 $3,312 $3,788 Lower City per sq.ft.(total building),County per dwelling Mobile Residence(Mobile Home)MH(,Recreational Vehicle(RV),MH and/or RV Park) per space/lot 7.78 $3,059 52,076 Higher Community Serving(Civic/Fraternal Club,Gallery,Museum,PerformanceVenues,Place of Assembly or Worship) per 1,000 Sq.Ft. 9.42 $3,704 $2,898 Higher Group Home(Assisted Living,Care or Recovery Homes,Congregate Living Facility,Nursing Home) per 1,000 Sq.Ft. 9.30 53,657 $2,949 Higher City per sq.ft.,County per bed(assume 4 beds) Private Education)Afterschool,Family Day Care,K-12,Pre-(,hade School,Tutor) per 1,000 Sq.Ft. 20.16 $7,928 $7,787 Lower Based on County Dry Care,Higher than Private Ed(K-12) Commercial Recreational Uses Marina(wet berths,dry slips,ancillary repair,yacht club) per Berth 8.06 $3,168 - N/A County does not list Entertainment,Outdoor(Amusement,Golf,Multi-Purpose,Recreation,Sports,Tennis) per Acre 73.36 528,850 $26,611 Higher County based on 2 tennis cou rts(-1 acre) Entertainment,Indoor(Amusement Arcade,Exercise Studio,Fitness,Gym,Health.Indoor Sports,Recreation) per 1,000 Sq.Ft. 41.55 516,342 $14,426 Higher Industrial(Assembly,Brewery,Development and Testing,Distribution and Processing,Microbrewing,Trades,Utilities) per 1,000 Sq.Ft. 7.50 52,949 $2,170 Higher Commercial Storage Boat/Vehicle,Junk/Salvage Yard,Recycling/Waste Management,Open,Self-Service,Warehouse) per 1,000 Sq.Ft. 1.99 $1,176 $873 Higher Office Uses Office(Administrative,Business,Hospital,Post Secondary Education,Professional,Real Estate) per 1,000 Sq.Ft. 11.97 55,888 54,871 Higher Medical or Dental Office(Clinic,Dental,Health Service,Laboratory,Professional Care,Emergency Care,Rehab,Veterinary) per 1,000 Sq.Ft. 37.57 $14,777 511,245 Higher Retail(Auto/Boat Rental or Sales,New or Used Merchandise,Personal or Pet Care,Sales,Services,Stores) per 1,000 Sq.Ft. 20.13 57,918 $6,758 Higher County average of three retail fees High Impact Retail(Alcoholic Beverages,Banks,Grote ry Store,Pharmacy&Drug Store,Sit-Down Restaurant) per 1,000 Sq.Ft. 43.83 $17,236 $14,507 Higher County average offlve retail fees Convenience Retail(Convenience Store,Fast Food Restaurant,Gasoline Station) per 1,000 Sq.Ft. 105.21 541,379 546,042 Lower County average of two fees,City has additive fees Auto/Boat/Car Wash(Automated,Cleaning,Dry,Detailing,Polishing,Self-Serve,Vacuum.Wash,Wax) per Lane or Stall plus 41.02 $16,134 $6,913 Higher per five(5)Stations Auto Charging or Fueling(Commercial Facility which requires Membershiporper Charging or County average of three fees,note City convenience is lower, rgi g ty qPayment) Fueling Position 35.70 514,039 $8,436 Higher which is part of difference Auto or Boat Repair/Service(Brakes,install,Maintenance,Major,Minor,Quick Lube,Repair,Tint,Tres) per Bay or Stall 21.82 58,580 56,917 Higher Bank or Financial Drive-Thru Lane or Free-Standing ATM per Lane/ATM 52.54 520,661 - N/A County does not list Fast Food or Quick Service Restaurant Drive Thru per Lane 94.63 $37,215 - N/A County does not list Overnight Lodging(B&B,Condo Hotel,Hotel,Motel,Short-term Rental,Transient) per Room 10.45 $4,108 $2,498 Higher Retail Drive-Thru(Dry Cleaner,Dollar Store,Grocery Store,Pharmacy&Drug Store,Retail) per Lane 46.50 $18,288 - N/A County does not list 71IL 8 8 8 8 8 $ 88888 $ $ $ 8 $ $ $ 888888 8 e . a . . . 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" 1111111111 " W " ; ; ; ; 333 ; ; ! ; 8 S i S S s s s i i Y Y Y 4 4 3 3 9 9 e 9 i 3 3 k t c ; ¢ s g # 8 # # # # # # # # # c t SSSS 9 9 9 9 9 a a@ } i i 3 1 1 1 1 1 [ g F @ � i €, € � i e e 3 9 4 1 1 1 1 i f 6 e 6 e e e e e e a i e e a e a a 3 3 J 3 3 3 1 1 1 1 € t € l s i i i i $ r i 3 8 8 S S S a `8 $ `a a 1 l 1 Cr -CITY OFw-- BOYNTO N Mobility Fee Technical Report B E A C H This is the Last Page in the City of Boynton Beach Mobility Fee Technical Report January 2025 Prepared By: NUE URBAN CONCEPTS LAND USE • MDBILITY • PARKING • FEES 7 y fr. . -, Till. ' ----------CITY OFA---- 41 _ ` ; BOYNTON ' BEACH kw V. • I . _,� r I fl y It �_ c�:,r �r�I � , E Ail 4110—. " . i. r we. -* -.,,•11., _ t, _ . • CITY OF BOYNTON BEACH ----__-;\ EXECUTIVE SUMMARY T oho UPDATED MOBILITY PLAN PROJECTS & MOBILITY FEE 1 - � , .4r JANUARY 2025 _TON BEACH ' _�—r` �c v as 0 Dlstnu —3' .. . . ".". - lia,, . ,,.....0 IRI\l DISTRII1 +, . ~ vy,` • r r i ",.a#, .. 0 1111 -..'"IN, - , . • ,gyp , _ ...... . 1 v's .- — ,..t".' rIII. i i_i\s' f: iiiii.70,,m,‘ ' . —• '1,., C 6 :,,,,,,,,,,, , _____k- • „ .•.-„,.. ,-: •,,--,,...... -.-t-...,-, _--- . ,,,, 4-..- , .... _.... . INE NUE URBAN CONCEPTS futureplan „ MOBILITY COHORT REP9g'.IC LAND USE -MOBILITY- PARKING - FEES DESIGN.. CITY OF BOYNTON B E A C H Executive Summary EXECUTIVE SUMMARY In 1985,the Florida Legislature passed the Growth Management Act that required all local governments in Florida to adopt Comprehensive Plans to guide future development and mandated that adequate public facilities be provided "concurrent" with the impacts of new development. Transportation concurrency became the measure used by local governments to ensure that adequate public facilities, in the form of road capacity,was available to meet the transportation demands from new development. By 1993, the Florida Legislature recognized that an unintended consequence of transportation concurrency is that it discouraged development in urban areas where road capacity was constrained and pushed development to suburban and rural areas where road capacity was either available or was cheaper to construct. In 2007, the Legislature introduced the concept of mobility plans and mobility fees as an alternative to transportation concurrency, proportionate share, and road impact fees. Mobility fees are a way for new development to equitably mitigate its impact (i.e., traffic) through a streamlined and transparent one-time payment to local governments. In 2011, the Legislature eliminated state mandated transportation concurrency and made it optional for any local government. In 2013, the Legislature encouraged local governments to adopt alternative mobility funding systems, such as a mobility fee, based on a plan of improvements. In 2019, the Legislature required mobility fees follow the same statutory process requirements as impact fees. In 2021, the City of Boynton Beach adopted a Complete Streets Mobility Plan that established a framework to enhance mobility for people walking, bicycling, riding transit and driving vehicles. The Plan emphasized safety and connectivity on arterial and collector roads, the majority of which are maintained and owned by Palm Beach County and the Florida Department of Transportation (FDOT). The Complete Streets Mobility Plan was also intended to serve as a basis for adoption of a mobility fee as an alternative to transportation concurrency and County road impact fees. There were events that occurred in 2021 that resulted in the City deciding to not move forward with adoption of a mobility fee. In 2024, the City authorized a study to move forward with development of a mobility fee. The Florida Legislature adopted House Bill 479 in 2024 that amended Florida Statute to provide further guidance to local governments pursuing alternatives to transportation concurrency and road impact fees. The amendment included definitions for mobility plans and mobility fees and explicitly stated that any local government may adopt an alternative transportation system based on a mobility plan and a mobility fee. The amendment also stated that only one fee to mitigate transportation impacts from new development may be assessed by the local government that issues building permits. HB 479 provided guidance for a municipality to enter into an interlocal agreement with a county where the county assessed a transportation mitigation fee within the municipality. The 2025 Boynton Beach Mobility Fee is based on updated Mobility Plan Projects that emphasize safe, convenient,connected,and visible projects primarily on City maintained and owned streets.City streets feature lower traffic volumes and slower speeds, which are more conducive to encouraging people to walk, bicycle, and ride transit. The updated Mobility Plan Projects also include County and State Road improvements. Over the next 20 years, the total cost of the updated Mobility Plan Projects is $271,969,256, of which $28,432,500, or 10.45%, are the cost for County Road improvements. Over the past 20 years,the County has collected over$32 million in road impact fees from new development in Boynton Beach and has expended roughly $2 million in the City. Over the next five (5) years, mobility fees collected by the City should be primarily expended on updated Mobility Plan Projects in the City. iri 2025 NUE Urban Concepts.EEC All rights reserved ii 1 CITY OF BOYNTON BEACH Executive Summary STREETS PLAN (Page IX) The Streets Plan emphasizes improving accessibility, connectivity, and mobility within Boynton Beach. The Streets Plan consist of the following types of projects: (1) Walking & Streetscape Enhancement; (2) Curbless Shared Streets; and (3) Complete Street Roadway Widening. Walking & Streetscape Enhancement Mobility Plan Projects for Walking&Streetscape Enhancement are proposed to be designed with the intent to prioritize people walking and feature lower speeds,safer crossings,with appropriate traffic calming and Streetscape measures. Walking & Streetscape Enhancements are already under construction along portions of Boynton Beach Blvd and proposed along portions of 1st Avenue, 4th Street, MLK Jr. Blvd, and Federal Hwy (US 1). Curbless Shared Streets Curbless Shared Streets are a relatively new concept in the U.S. The recent reconstruction of portions of Clematis Street and Rosemary Avenue within Downtown West Palm Beach are both examples of Curbless Shared Streets. These Streets prioritize creating a walkable environment where vehicles drive slow enough to allow for people to safely bicycle and access transit circulators within shared travel lanes. East Ocean Avenue between US 1 and Seacrest is an ideal initial corridor for conversion to a Curbless Shared Street within Downtown. Complete Street Roadway Widenings The Streets Plan includes proposed widenings of portions of 23rd Avenue, 8th Street and Miner Road to construct either center turn lanes or raised landscape medians, along with enhanced multimodal improvements for people walking and bicycling. The Streets Plan also includes the widening of High Ridge Road to four (4) lanes between Gateway Blvd and Miner Road, along with enhanced multimodal improvements for people walking and bicycling. MULTIMODAL CORRIDORS PLAN (Page X) The Multimodal Corridors Plan establishes Principal, Major, and Minor Multimodal Corridors to safely connect residents with schools, parks, and major destinations. The Multimodal Corridors are comprised of bike lanes, shared-use paths, sidewalks, street lighting, and high visibility crosswalks, along with hardscape and landscape enhancements. Each Multimodal Corridor is comprised of smaller improvements to City Streets, with some improvements on County and State Roads. The Corridor concept is similar to that of roadway classifications. Principal Corridors are the primary routes for multimodal travel. Major and minor corridors provide connectivity for residents to the primary corridors.The Multimodal Corridors Plan also includes boardwalks along portions of the intercoastal waterway and two (2) potential multimodal crossings of 95. ©2025 NUE Urban Concepts.[IC All rights reserved IV 11 B CITY Or BOYNTON E A C HH Executive Summary TRANSIT PLAN (Page XI) The Transit Plan identifies transit circulators, mobility hubs, and water taxi service to create multiple park once environments at major destinations within the City. The Transit Plan also incorporates the existing on demand transit service provided by Circuit and funded by the Community Redevelopment Agency (CRA). The circulator routes are subject to change. Transit Circulators The Transit Plan identifies five (5) transit circulators connected to mobility hubs throughout the City. The transit circulators are proposed to be either 15 to 25 passenger vehicles or smaller low speed vehicles that can accommodate anywhere from three (3) to eight (8) passengers. They are intended to serve mobility within the City and complement the County level service provided by Palm Tran. The following are the five (5) proposed transit circulator routes (subject to change): (1) Downton to Beach is already being provided from Downtown to Ocean Front Beach Park. (2) Downtown to Mall would connect the Downtown and Boynton Beach Mall mobility hubs. (3) Circulator East is proposed to primarily run along Gateway Blvd and US 1 and connect mobility hubs at the TRI-Rail Station, Downtown, and in the Woolbright Mobility District. (4) Circulator West is proposed to connect mobility hubs at the TRI-Rail Station, Renaissance Commons,the Mall, SW 8`" Street, and the Woolbright Mobility District. (5) Woolbright to Hospital would connect Bethesda Baptist Memorial Hospital to the Woolbright Mobility District, which provides access to Downtown, the Mall, and TRI-Rail by riding either the Circulator East or West routes from the Woolbright Mobility District. Mobility Hubs Mobility hubs are locations where multiple ways of travel (e.g., walk, bike, transit) converge and feature various amenities (e.g., covered waiting areas, pick-up / drop-off lanes). These mobility hubs can be located within mobility districts, in mixed-use developments, or at major developments. The Transit Plan identifies ten (10) potential mobility hubs, all interconnect by proposed transit circulators. The final location of mobility hubs requires further evaluation. Water Taxi The Transit Plan includes future water taxi routes and ADA accessible docks along the intercoastal that could provide additional connectivity and access to future rail service Downtown. Water taxi service at this present time would likely not be successful without either greater densities downtown or future rail service to serve as a draw to residents along the intercoastal.The Transit Plan has identified ten (10) water taxi stops, located within parks, along the intercoastal. 2025 NUE Urbe-Concepts.EIC All rights reserved VI CITY OF BOYNTON B E A C H Executive Summary MOBILITY FEE The basis for the City of Boynton Beach Mobility Fee is the updated Mobility Plan Projects intended to meet future travel demand from new development, consistent with Florida Statutes 163.3180 and 163.31801. New development is defined as "any new residential and non-residential construction or expansion of building(s), lanes(s), structure(s), or any changes in the use of any building(s) or structure(s) or land use that will generate additional impact on the city's public facilities." Impact is defined as "any new development that results in an increase in person travel demand above the demand generated by the existing use of property." The updated Mobility Plan Projects are intended to provide the person miles of capacity needed to meet future person miles of travel demand, consistent with the "needs" requirement of the dual rational nexus test. The Mobility Fees collected from new development are to be used to fund the Mobility Plan Projects that provide a mobility benefit to new development and accommodate the increase in person travel demand from that new development, consistent with the "benefits" requirement of the dual rational nexus test. MOBILITY FEE ASSESSMENT AREA (Page XII) The Mobility Fee will be assessed on all new development within the Mobility Fee Assessment Area. The Assessment Area includes all portions of the City east of 1-95. The limits of the Assessment Area vary west of 1-95 with the western boundary of the Area meandering parallel to Congress Ave. New development in the City outside of the Area and areas than annex into the City would continue to be subject to the County's transportation concurrency system and road impact fee. The City would need to update the Technical Report to include portions of the City outside of the Assessment Area. MOBILITY FEE BENEFIT DISTRICT (Page XIII) The Mobility Fee Benefit District includes all areas of the City, portions of adjacent municipalities, and portions of unincorporated Palm Beach County. Travel does not stop at City limits. There may be instances where a share of mobility fees is expended on improvements on City, County, or State Roads outside the City that provide a mobility benefit to the new development that paid the City's Mobility Fees. MOBILITY FEE SCHEDULE (Page XIV) The Mobility Fee schedule includes a variety of land uses and units of measure. The Mobility Fee Technical Report dated January 2025 details the data and methodology used to calculate the Mobility Fee for each land use. The Mobility Fee schedule is streamlined compared to Palm Beach County's road impact fee schedule. The Mobility Fee Technical Report includes a comparison between the City's Mobility Fee and the County's road impact fee. Further detail for each land use included in the Mobility Fee schedule is provided in the Technical Report. ft)2025 NUE Urban Concepts.l[C.All rights reserved. VIII CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS MULTIMODAL CORRIDORS PLAN - DETAILED VERSION Lantana N rig J l_r_Y , t d - i '- 'mi.4rimr I", ki- -4 n , - if,_ .1 a , .„ lidi i� .Q e «r�= , i, t 1 { _ "yam,° .‘: 1 77- Ili _ t how - _ :Illi — a.7 mil Manalapan Ent ci , 1 '&- Lell - '-i, f_l i f ,,‘ ' IIP ,imokii**.-S-) ri -- L '-`:,( 1 —a-i- v ,Air 1 11111 i J 1• i „= f-1-Ti . ._..,. -- i j, i f- 1 ® ' / _�� ,air .__a- -� F w _ i NI_1 f �'�'� • J i(iai!J '� ow i tf nWs � ; II i � 4r II �' I , Boynton Beach 11 III 411111 w. _ i 0 , OceanANL dge - 4 It ),. N. 1 -:. lc 4 ; 1 — ; 45; .._ r , IL hp ....1 a T I . 1 I�l ; i J ' - - • ' e��l- � ♦ 111 _ 3 ur;i`i — \ Briny Breezes, Avte,. .1 . (-1... � `j I a a ,, i . .e l 1 Er- IN, ,it *rill mai i WI 1 / -_-_____ 1 LI f_To 1111111 • L10, �” Gulgtream1 �. • �� J J r Q �t • ii I j) '+� F'. ../ ted 1 O I I Delray Beach Principal Multimodal Corridor(East) — Minor Multimodal Corridor(East) N iip Principal Multimodal Corridor(West) — Minor Multimodal Corridor(West) 0 0.25 0.5 1 Miles - Major Multimodal Corridor(East) — Multimodal Corridor Evaluation I I I .. Major Multimodal Corridor(West) — Boardwalk - Major Multimodal Corridor(BB) — Existing County Multimodal CITY OF ti— rrlr — Major Multimodal Corridor(Galaxy) = City of Boynton Beach(Legend Only) BOYNTON NUE URBAN CONCEPTS - Major Multimodal Corridor(Gateway Blvd) Unincorporated Palm Beach County BEACH LAND USE•MOBILITY•PARKING•FEES — Major Multimodal Corridor(US 1) PRODUCED BY NUE URBAN CONCEPTS. LCC(JAN 2025 VERSION 171 CITY OF BOYNTON BEACH UPDATED MOBILITY PLAN PROJECTS I MOBILITY FEE ASSESSMENT AREA III... .ap - ' f =Ems , L si iii i. i I7,111/ ___I 1-__d i cre 111111111111111111111 I , Wal 116 ill . r a 1111 f A gelli t iii . __ -- mi so Imate 1 DI _ _lin rtftt c 'i'.j =N1 IN a nii 1111��� `I+ N„�A T �e r.hNk,NJ NEM JII� I... l i ) Ell i (I � 1 J I i i -,- ( 1 __ BMJ H+,.�m NJ _ U 1�� (_' IL z ...7.-;k ,a.a. e' , LL f,.Aw • c ' I ba w49 - f r ___m�1 I \ w.y�.y}wJ I r wwel+j -._ - I 3 ibAIA Z. ► ! s it 13 I I— ,--) I r- 1 F Illi— as _ _ _ —1111111 ""�” ---- -- g_g-ic ( ii4-- I , ,i • -- 1...7-7 r--,-IT L"---1 ------I�� .--r-41 na Road Network N 0 0.25 0.5 1Miles i, Assessment Area i I I I i I I i lA City of Boynton Beach Outside of - Assessment Area (---1 City of Boynton Beach(Legend Only) CITY OF taamilwai.ishigairt . BOYNTON NUE URBAN CONCEPTS B E A C H LAND USE•MOBILITY•PARKING•FEES PRODUCED BY NUE URBAN CONCEPTS. LCC (JAN 2025. VERSION 41 BOYNTON BEACH MOBILITY FEE SCHEDULE UNIT OF MEASURE MOBILITY FEE USE CATEGORIES,USE CLASSIFICATIONS&REPRESENTATIVE USES (UOM) RATE PER USE (MFu) 1.111111 . Single-Family Residential Dwelling(Detached,Duplex,Accessory Dwelling,Townhome,Townhouse,Tiny Home)t per Sq.Ft. $2.81 Multi-Family Residential Dwelling(Apartment,Condo,3 or more Attached Dwellings,Dormitory)2 per Sq.Ft. $3.31 Mobile Residence(Mobile Home(MH),Recreational Vehicle(RV),MH and/or RV Park)3 per space/lot $3,059 Institutional Uses Community Serving(Civic/Fraternal Club,Gallery,Museum,Performance Venues,Place of Assembly or Worship) per Sq.Ft. $3.70 Group Home(Assisted Living,Care or Recovery Homes,Congregate Living Facility,Nursing Home) per Sq.Ft. $3.66 Private Education(Afterschool,Family Day Care,K-12,Pre-K,Trade School,Tutor) per Sq.Ft. $7.93 Commercial Recreational Uses4 Marina(wet berths,dry slips,ancillary repair,yacht club) per Berth $3,168 Entertainment,Outdoor(Amusement,Goff,Multi-Purpose,Recreation,Sports,Tennis) per Acre $28,850 Entertainment,Indoor(Amusement Arcade,Exercise Studio,Fitness,Gym,Health,Indoor Sports,Recreation) per Sq.Ft. $16.34 Industrial(Assembly,Brewery,Development and Testing,Distribution and Processing, Microbrewing,Trades,Utilities) per Sq.Ft. $2.95 Commercial Storage(Boat/Vehicle,Junk/Salvage Yard,Recycling/Waste Management,Open,Self-Service,Warehouse)5 per Sq.Ft. $1.18 WIPP- Office Uses Office(Administrative,Business,Hospital,Post Secondary Education,Professional,Real Estate) per Sq.Ft. $5.89 Medical or Dental Office(clinic,Dental,Health Service,Laboratory,Professional Care,Emergency Care,Rehab,Veterinary) per Sq.Ft. $14.78 Retail(Auto/Boat Rental or Sales,New or Used Merchandise,Personal or Pet Care,Sales,Services,Stores)6 per Sq.Ft. $7.92 High Impact Retail(Alcoholic Beverages,Banks,Grocery Store,Pharmacy&Drug Store,Sit-Down Restaurant) per Sq.Ft. $17.24 Convenience Retail(Convenience Store,Fastfood Restaurant,Gasoline Station)7 per Sq.Ft. $41.38 Non-Residential Uses Per Unit of Measure a 9 per Lane or Stall plus Auto/Boat/Car Wash(Automated,Cleaning,Dry,Detailing,Polishing,Self-Serve,Vacuum,Wash,Wax) per five(5)Stations $16,134 to per Charging or Auto Charging or Fueling(Commercial Facility which requires Membership or Payment) Fueling Position $14,039 Auto or Boat Repair/Service(Brakes,Install,Maintenance,Major,Minor,Quick Lube,Repair,Tint,Tires)" per Bay or Stall $8,580 Bank or Financial Drive-Thru Lane or Free-Standing ATM 12 per Lane/ATM $20,661 Fast Food or Quick Service Restaurant Drive Thru 13 per Lane $37,215 Overnight Lodging(B&B,Condo Hotel,Hotel,Motel,Short-term Rental,Transient)3 per Room $4,108 Retail Drive-Thru(Dry Cleaner,Dollar Store,Grocery Store,Pharmacy&Drug Store,Retail)14 per Lane $18,288 02025 NUE Urban Concepts,LLC.All Rights Reserved XIV .T _ CITY OF.M- BOYNTON BEACH R -z r f ,t 44t ' .. CONTACT: JONATHAN B. PAUL, AICP I PRINCIPAL SOUTHEAST FLORIDA OFFICE: NORTH CENTRAL FLORIDA OFFICE: 2000 PGA BLVD, SUITE 4440 747 SW 2ND AVE, SUITE 1 90 PALM BEACH GARDENS, FL 33408 GAINESVILLE, FL 32601 i ,.SEL P 833-NUC-8484il!t* . ,, . E NUEURBANCONCEPTS@GMAIL.COM I r WWW.NOEURBA NCONCEPTS.COM j f - I4 . ..i, ', I J.:is , vt.ik:s:.? ,,.;..;:e.,• . .---: , 1* y x . 1 1 ` • 1 s I . _ ;19R M I , ___. r /� , '• t ' f 41 ,. . . .. NI 1 - 1 ,.., _... .....-- , Ills ._. i.„ ,f-t-_,14 :,-,,, ._ . , "111111h%\ssi\: ,._____-r----7-- I • � 4 •r .,=rte '- 82J • 8231 , BOYNTON BEACH ` t Elm la.... OMR _ ...,.... ---- ....W. 1.., - I i in TOuun am,,,,,,...._ --.__ .. . NUE URBAN CDNCEPTS "`— LAND USE •MDBILITY• PARKING • FEES futureplan �r�l MOBILITY COHORT a SIGN-