Fort Walton Beach Resolution — 96-08-Finding Necessity for CRA — reading text

City, are an indication of the social breakdown, despair, and devaluation that occurs as a result of community becoming blighted. High crime rates create a threat to public safety that results in further divestment of a community as residents and businesses relocate, and visitors become less frequent. As such, high crime rates are both an indicator and cause of blight. This report presents the rmding that the crime rate of serious or violent crimes are disproportionately and substantially higher in the proposed CRA area than in other areas of the City. This both indicates and contributes to the blight found in the proposed CRA area. 4. 7. 1 METHODOLOGY AND CRITERIA The finding of high crime rates in the proposed CRA area was provided by a report of the analysis by the Community Policing Coordinator of the Police Department' s crime statistics. The report is added as Appendix D. Serious and violent crimes were analyzed by Police Department reporting grids. The grids contained by the boundary of the proposed CRA area were compared against City- wide rates, and a percentage taken to indicate the proposed CRA areas share of the City' s crime rates. Although there is not an exact match between police reporting grids and the CRA boundaries, the Community Policing Coordinator has indicated that the accuracy and reliability for the purpose of this report is extremely high. 4. 7. 2 FINDINGS The following table lists the violent crime occurrences that occurred in the five police reporting grids that makeup the proposed CRA area, versus the occurrences City- wide. The survey period is March 8, 1992 to December 31, 1995. The proposed CRA area comprises 25% of the geographic area of the City. CRIME CRA AREA CITY -WIDE PERCENTAGE INCIDENCE INCIDENCE OF CRIME IN CRA AREA Homicide 4 4 100% 648 961 67% AssaultlBattery Sexual Battery 70 121 58% 69 130 53% Robbery 1, 287 2, 476 52% Burglary 516 741 70% Stolen Vehicles 34  o o 5. 0 INADEQUATE TRANSPORTATION FACILITIES Crossing through the proposed CRA area, are four roadways: three state highways, and a local arterial which are impacted by existing or forecast deficiencies. The deficiencies of the State highways impacts local streets by causing conflicts among the need for regional mobility, and the economic viability and quality- of-life in the proposed CRA area. Local and regional transportation deficiencies are exacerbated by the growth in surrounding communities, while more pressure is put upon the CRA area to expand highways and construct new grade- separated traffic structures in critical locations. These five roadways include: Miracle Strip Parkway (US 98/ SR 30), from Saint Mary Avenue to the Brooks Bridge; Eglin Parkway ( SR 85), from Hollywood Boulevard to Miracle Strip Parkway, including Florida Place; Beal Parkway ( SR 189), from Hollywood Boulevard to Miracle Strip Parkway; Hollywood Boulevard, from Robinwood Drive to Eglin Parkway; First Street, from Saint Mary Avenue to Brooks Street ( east of Alconese); 5. 1 MIRACLE STRIP P ARKW AY US ( 98 / SR 30) Miracle Strip Parkway (US 98 / SR 30) serves as the primary east-west arterial through Mary Esther and Fort Walton Beach, and it provides service directly into the Miracle Strip and Eglin Parkway business district of Fort Walton Beach. It is also the main route linking the cities of Pensacola to the west and Panama City to the east, with the rapidly growing Destin area just to the east. The Fort Walton Beach Urbanized Area Metropolitan Planning Organization ( MPO), and the Florida Department of Transportation, District 3 ( FDOT) have undertaken a Development and Environmental Study, in May 1992, and a Preliminary Engineering Report, in May 1993. The purpose of these studies are to enhance mobility in this growing urban area. The east segment of this project includes the Miracle Parkway segment from the western limit of the CRA area, at Saint Mary Avenue to the intersection with Eglin Parkway. Existing daily intersection approach volumes were calculated from approach and turning movement counts for the MPO Study, at the intersections with Eglin Parkway and Beal Parkway. Based on 24-hour intersection approach counts, existing two- way average daily traffic volumes east of Beal Parkway are approximately 29, 000 vehicles per day. Approximately four-percent are trucks. Presently the intersections at Beal Parkway and Eglin Parkway operate at acceptable levels- of-service during the AM, PM, and mid-day peaks. The Beal Parkway intersection times of 9.3 to 13.5 seconds. operates at LOS B at all three periods, with average delay 3S  o o The Eglin Parkway intersection operates at LOS B during the PM peak, and LOS C during the mid-day and AM peaks. Under existing conditions and geometry, growth in traffic volumes was projected for the Year 2015 by FDOT. Future traffic operations were evaluated in the corridor, including intersection and evaluation of lane requirements. For the Year 2015: capacity analysis, at LOS C in the Eglin Parkway / Miracle Strip Parkway intersection will operate AM peak, and LOS E in the PM peak, with an average delay time of 50. 5 seconds. This is an unacceptable intersection level- of-service. Beal Parkway / Miracle Strip Parkway intersection will operate at LOS D in the AM peak, and LOS F in the PM peak. The average delay time will be extremely excessive, since the volume through the intersection will exceed its capacity by 20% ( V/C= 1.2). This is an unacceptable intersection level- of-service. The unacceptable operations projected indicate the need for a six- lane arterial. If Miracle in the Year 2015, the Strip Parkway were six lanes through these intersections, intersection levels- of-service would be B for both of them, with average delay times between 8. 5 and 12. 1 seconds. In the Fort Walton Beach Urbanized Area, Roadway Congestion Management System CMS), of 1995, the MPO identifies existing and future ( Years 2000, and 2005) August deficient roadway segments by level-of-service analysis. Within the CRA are, Miracle the bridge, are Strip Parkway, from Florida Place to the Brooks Bridge, including with an LOS Service currently deficient roadways. The 4- lane roadway segment, Standard of D, and a maximum allowable volume of 34, 200, has an average annual daily traffic ( AADT) count of 37, 500. By the Years 2000 and 2005, the forecasts expect counts of 42, 231 and 46,626 respectively. feasible Over thirty alternatives were reviewed in developing the most economically The Brooks Street one- project with the least environmental and socioeconomic impacts. to business damages and business relocations that would way pair was eliminated due occur. The widening of the existing alignment through the downtown area ( Eglin to Brooks Street intersection) was also eliminated due to business Parkway intersection and the cost of acquiring right- of- damages and business relocations that would occur, four remained. The impacts of the alternatives from the way. Among the alternatives, E) relevant to the US 98/ SR 30 Project Development and Environmental Study, (PD& CRA area are: 1. One- Way Pair SR- 85 Alternative: Widening of Miracle Strip Parkway to 6 lanes west of Eglin Parkway. Eastbound traffic would continue on Miracle the Strip Parkway, while westbound traffic would use First Street, establishing two as a one- way pair. 36  o o 2, 3. One- W&y Pair Wri~ht Parkw&y Alternative. One- Way Pair Memorial Parkway Alternative: Using the existing Miracle Strip Parkway alignment, eastbound traffic would continue to the Brooks Bridge, while westbound traffic would use First Street from Coral Drive and Saint Mary Avenue to a new bridge crossing just east of Alconese Street. 4. Relocated US- 98 Alternative: Widening of the existing alignment to Eglin Parkway, where a bypass of the downtown area would occur. Six lanes would occur on Eglin Parkway and a new eastbound alignment would loop north of the downtown area and tie into the existing Brooks Bridge crossing. The westbound alignment would continue on First Street and cross the Intra-coastal Waterway on a new bridge located just east of Alconese Street. Summarizing the urban impacts of each of the alternatives to the CRA area, as taken from the analysis in the Project Development and Environmental Study, 58 businesses in the blocks from west of City Hall to Eglin Parkway would experience business damages. In the same segment, 13 businesses would have to be relocated. These calculations are based on requirements to purchase right- of-way, and to restore business damages from lack of access during construction. These results do not express the less predictable damages caused to remaining businesses by changing traffic patterns, lack, of pedestrian circulation, or the loss of adjacent commercial attraction and the loss of a critical mass of commercial activity. This area is already becoming marginally viable. In the CMS, the segment is listed as number 10 priority throughout Okaloosa and Walton Counties. The methodology to provide corridor improvements was to be determined through the City' s Visioning process. The PD& E Study is on hold awaiting the outcome. The visioning process, documented by the Vision Plan for the City of Fort Walton Beach, noted the following findings. The issue of the future design of Highway 98 through the City was the highest priority. Three conceptual alternatives were considered: 1. Bypass traffic to Okaloosa Island around the center of town to the north, or with a new bridgeto the west, if the citizens prefer a less tourist, commercial city. 2. If a strong tourist and commercial waterfront orientation is