Meeting Summary

May 11, 2015 (9:00AM – 4:00PM); Miami-Dade Transit Office

The Southeast Florida Transit Oriented Development (TOD) Working Group is an informal group of participants from many agencies and organizations with the purpose of working together to foster the creation of TOD in Southeast Florida in a cooperative, collaborative, effective, and efficient manner. The most recent meeting was held on May 11, 2015 at the Miami-Dade Transit Offices in the Overtown Transit Village North Tower.

Working Group participants introduced themselves and provided individual updates on TOD-related efforts. The meeting facilitators shared preliminary results from the TOD Work Plan survey on priority actions and presented a draft of the Florida Department of Transportation (FDOT) District 4’s TOD Readiness Tool. The group provided comments and feedback on ways to improve the assessment tool. Mr. Jess Linn from Miami-Dade County and Mr. Kenneth Naylor with Atlantic Pacific Communities presented information about planning and implementing TOD projects in Miami-Dade County. After the presentations, participants toured affordable housing TOD projects at the Northwest 7th Avenue Transit Village and Northside Metrorail station.

KEY THEMES AND TAKEAWAYS

 The TOD Working Group Priority Actions Survey responses indicate some consensus among respondents. Respondents would like to see more information about TOD Case Studies, pursue funding opportunities, create a TOD compact, and organize a developer/lender panel. The meeting facilitator encouraged Working Group participants to complete the survey if they have not already done so.  Facilitators presented a draft of the TOD Readiness Tool to the Working Group. The tool outlines 20 measures that planners and stakeholders can use to determine how ready an area is for TOD and develop strategies to increase readiness for TOD. Participants liked the tool’s flexibility, ease of use, and clarity. The group also suggested incorporating walking comfort, safety, and parks into the tool. The group questioned the tool’s applicability to different areas of analysis (e.g. linear corridors vs. station areas), whether the tool adequately considered transit, and potentially conflicting measures regarding affordability.  Miami-Dade County’s Comprehensive Plan contains multiple land-use classifications with densities that support TOD. According to one developer, densities from 20 to more than 180 units per acre can facilitate TOD. County staff and developers work together to develop specific

policies for TOD areas. Developers then utilize the specific policies to create site and building plans.  When developers propose TOD, they need to communicate with the surrounding neighborhood to address community concerns. Neighbors expressed concerns about increased densities in several Miami-Dade County TOD project areas. County staff explained that the existing Metrorail infrastructure is “out of scale” with the existing densities and the increased densities are compatible with the future land use and match the existing transit infrastructure.  Transit operators in Miami-Dade County have seen significant transit ridership increases after the implementation of a TOD.  Atlantic Pacific Communities has developed several TODs comprising hundreds of affordable housing units. These TOD projects typically have high occupancy rates and do not require large marketing efforts to fill the available units.  The affordable TOD projects developed by Atlantic Pacific Communities required significant subsidies from the county, state, and federal governments. The Miami-Dade Affordable Housing Surtax Program has been important to the development of affordable housing in the community.  The Miami-Dade County transit story is noteworthy because it provides lessons learned for other communities and demonstrates that it is possible for cities to implement high capacity transit and achieve TOD. With the lessons learned by the County, other local governments may be able to operate transit and enable TOD more efficiently and with more effectiveness.

ANNOUNCEMENTS

Meeting facilitators introduced the TOD Working Group Website. The website contains information about the TOD Working Group, TOD research and reports, meeting materials, and other TOD information. The website is located at the following link: http://www.sfrpc.com/TOD.htm

The facilitators provided an update of the Southeast Florida TOD Inventory and map. This inventory and map is under construction. When it is completed, the inventory and map will identify the location of transit services and stations in southeast Florida and their accompanying planning documents.

ROUND TABLE UPDATES

Broward County held a workshop with FDOT, the Broward County Planning Council, the City of Fort Lauderdale, and Broward County Transit about multimodal transportation measures and the possibility to enhance its transit concurrency system. Broward County is updating its comprehensive plan through the Broward NEXT process. The County anticipates completing the process in 2016 although no deadline exists. Transit and TOD were a large part of the discussion at the workshop. The County is looking to improve transit from a regional perspective to supplement a local service perspective. See http://www.broward.org/browardnext for additional information.

Palm Tran provided an update on the ‘wedge’ property at the intermodal station in West Palm Beach. The site plans are approximately 30 percent complete and proposed development on the 6.6 acre property includes 420 residential units, 335,862 square feet of office space, 34,927 square feet of retail space, a 300 room hotel, and several bus bays. Stakeholders are working on construction phasing to ensure that the bus transfer station remains in operation throughout the construction process.

The Treasure Coast Regional Planning Council (TCRPC) provided an update on the effort by the TCRPC, South Florida Regional Transportation Authority (SFRTA), and the City of Boynton Beach to create development rights at the Boynton Beach Tri-Rail Station property. The Boynton Beach Tri-Rail Station is currently located within a built-out Development of Regional Impact (DRI) and contains no development rights. Stakeholders would like to see TOD constructed on the property, which will require additional development rights. To obtain the necessary development rights the current options include abandoning the DRI and rezoning the property or amending the DRI with a Notice of Proposed Change. TCRPC is working with the Florida Housing Finance Committee to secure funding for the project.

TCRPC also shared regulations from the Palm Beach County Comprehensive Plan that could serve as a valuable model for other local government comprehensive plans to help TOD applications meet concurrency requirements. Five years ago SFRTA, Palm Beach County, FDOT, and the Palm Beach Metropolitan Planning Organization (MPO) developed the regulations as a “concurrency release valve.” The regulations allow development within a quarter-mile of an existing Tri-Rail station to reduce the required auto Level of Service (LOS) to 30 percent above the LOS D traffic volume if the development meets TOD criteria. The regulation provides a “low bar” that could help TOD applications overcome problems meeting roadway concurrency standards.

A representative from TCRPC provided an update on FDOT Central Office’s initiative to develop Complete Streets guidance for the State of Florida. TCRPC is participating in the guidance workshops. Smart Growth America is providing assistance to develop the guidance. Stakeholders are looking at how Complete Streets affect the market and how to develop Complete Streets. Working with Smart Growth America, FDOT will revise all its guidance documents to be more context sensitive (e.g. Urban versus Rural) and will include a range of dimensions for Complete Street components and amenities. Within this process, stakeholders are having a larger conversation about land use. Participants are also discussing what makes a Complete Street corridor successful from the land use perspective. FDOT is planning to finish work on the documents this summer and anticipates publishing in the fall. See the following links for additional information:

 http://www.dot.state.fl.us/rddesign/CSI/Default.shtm

David Orshefsky asked whether any legislation that could support TOD failed during the recent legislative session. He also asked the question, “What is happening with the Federal Highway Trust Fund and federal funding legislation?” The Florida Legislature passed legislation that eliminated one of the Regional Planning Councils and limited the duties of the remaining planning councils. At the Federal level, the Federal Transit Administration (FTA) had announced a Notice of Funding Opportunity and Request for Proposal for a new National Public Transportation/ Transit-Oriented Development (TOD) Technical Assistance Initiative. The initiative will provide technical assistance for transit-oriented development activities around public transportation stations. The FTA has budgeted up to $4,000,000 over a four-year period. Proposals were due on April 10, 2015.

SFRTA is working to create a Downtown Miami Tri-Rail link. SFRTA applied for a TOD grant from FTA, but has not received any communication back. SFRTA anticipates that FTA grant administrators will provide an update by the end of December 2015. SFRTA is also working with the Broward MPO on the Cypress Creek Mobility Hub master plan.

The Broward MPO indicated that the City of Fort Lauderdale is proposing a Future Land Use Amendment to add 5,000 residential units to the Downtown Regional Activity Center (RAC). Daniel Knickelbein asked the group if anyone knew how to account for the density increase in the Southeast Florida Regional Planning Model (SERPM). While no one could answer the question about the modeling directly, Kim Delaney noted Palm Beach County’s Comprehensive Plan contains policies that provide exceptions to the County’s transportation LOS standards. The Palm Beach County Comprehensive Plan has two notable mechanisms for encouraging development at certain locations. First, all new residential development east of I-95 is exempt from concurrency standards (Policy 1.2-a in the Transportation Element). Second, developments that meet TOD criteria (as outlined in Future Land Use Element Policy 2.4-d) are subject to a lower LOS standard (see Policy 1.2-d in the Transportation Element).

Another participant indicated that Broward County Transportation Concurrency Areas allow LOS E within downtown Ft. Lauderdale except on Strategic Intermodal System (SIS) facilities. The proposed 5,000 unit increase in the Downtown RAC has the potential to increase traffic volumes on Broward Boulevard, a SIS connector facility. Additionally, the participant noted that concurrency addresses short term conditions, while the SERPM model considers long-term impacts.

Kim Delaney indicated that FDOT District 4 has applied its lane elimination process in Broward County, and is also applying the process in the City of Tequesta and the City of West Palm Beach. The proposed lane elimination in West Palm Beach is located along a mixed use corridor with existing transit service. The corridor is approximately four blocks wide by 10 blocks long and contains a traditional neighborhood that has been improved through community reinvestment. The lane elimination proposal would allow the city to reduce the number of lanes on Dixie Highway, within the corridor, from four to three. Local residents and business owners want the lane elimination to proceed, but stakeholders have not reached consensus about what to do with the extra space. Options include adding bike lanes or on-street parking. The city will have a charrette to help develop a master plan for the area within 6 to 8 weeks of the Working Group meeting.

The City of West Palm Beach is using a traffic study of downtown West Palm Beach over a ten year period to support the lane elimination. During the 10 year study period, the City approved several mixed use development projects that were subsequently constructed and simultaneously invested in non-auto transportation infrastructure and programs. The City anticipated that these efforts and mixed use developments might decrease traffic volumes despite the increase in residential density. The study confirmed that traffic counts did decrease on all major roads, and even more so than the City had anticipated. The study suggests that the improved jobs-housing balance may have contributed to the reduction in trip counts, but many other factors may have also contributed to the decrease. Investigators are now examining trip origin-destination pairs, the types of new development, impacts of the trolley service, and other factors to better understand the influence on the traffic counts.

Participants questioned whether other cities would be able to utilize the techniques applied in West Palm Beach as a model to reduce traffic without additional evidence showing how individual factors influenced the trip reduction. However, some participants believed that the case study information could be useful for governments and developers because concerns over traffic generation is often a contentious issue when developers propose a new development. One contributor commented that increased density may not necessarily lead to reduced trips in all cases. New residential development

has to be the right type, right price, right location, and within an area with a large variety of uses. The West Palm Beach study looked at the area as an aggregate and attributing the trip reductions to a single development could be inaccurate. The additional research may help explain which attributes were important factors in the trip reduction results.

The Southeast Florida Transportation Council (SEFTC) is expected to adopt the 2040 Regional Transportation Plan on July 10, 2015. The draft of the plan was released to the Regional Transportation Technical Advisory Committee (RTTAC) for review on Monday May 18, 2015. The plan includes the sections “TOD Working Group” and “The Importance and Role of TOD.”

Jim Carras suggested that the group look at addressing poverty through transportation and provided the following link for the group’s review:

Transportation Emerges as Crucial to Escaping Poverty

The City of North Miami Beach has adopted regulations supporting TOD in key areas around transit stations that are targeted for development. The regulations amend the land use and zoning of the areas and allow a mix of uses, as well as increases in building heights and density. The City is currently awaiting project applications. Developers and land owners have not started working to develop the Tri- Rail Coastal Link 163rd Street Station Area, but political support to develop the station site does exist. The City representative provided a link to an article about rail project funding:1

Commuter Rail Service for the Biscayne Corridor

TOD WORKING PLAN PRIORITY ACTIONS – PRELIMINARY SURVEY RESULTS

The TOD Working Group facilitators presented the findings from the TOD Work Plan online survey. The link to the survey is still open and Working Group participants are encouraged to complete the survey if they have not already done so.

The preliminary results of the survey gauge the respondents’ preferred direction for the TOD Working Group. The highest rated activities included:

 Reviewing more TOD case studies in the region  Pursuing funding for land banks and development incentives  Creating a TOD Compact  Organizing a panel of developers and lenders

One participant suggested looking at other regions of the country for case studies in addition to TOD developments in southeast Florida. Sunrail in the Orlando region was also proposed as a suitable candidate for a case study. The group provided the following contacts for more information on Sunrail TOD:

 Jordan Rockwell, FDOT, District 4, [email protected]  Mike Wright, FDOT, Central Office, [email protected]

1 Received update separately, outside of meeting

 reThink: http://www.rethinkyourcommute.com

TOD Readiness Tool

The meeting facilitators presented a draft version of the TOD Readiness Tool, which measures how ready an area is for TOD. A 2-page summary outlines 20 assessment measures that local governments, developers, investors, businesses, and citizens can use to evaluate TOD readiness. The tool groups the assessment measures into four general categories: policy, market, physical, and social. It includes a radar chart for each general category to visually display a composite of the TOD readiness data in a simple manner. Planners can use the tool to develop strategies to increase an area’s readiness by taking advantage of opportunities and strengthening areas of weakness. An example 2- page summary for a hypothetical station area notes the importance of having a compelling community vision, and lists priority action items that a community can take within each of the four general categories for a hypothetical example.

The participants provided feedback related to the tool’s features and usefulness:

 Participants liked the tool’s accessibility and ease-of-use and the flexible methodology, which can apply to a variety of station types and urban areas. The group also liked the tool’s succinct and clear presentation of existing conditions and identification of how TOD readiness could be improved within an area.  Alternatively, one participant commented that the approach for TOD can differ based on an area’s physical form and suggested incorporating assessment measures that acknowledge the existing urban form. For instance, the tool may have different outcomes when it assesses a linear corridor compared with a transit station area.  The group offered additional assessment measures: o Walking comfort – Pedestrians need to feel comfortable. Sidewalk shading and crosswalks are important components of comfort. A street may have a well-designed sidewalk, but people may not use the sidewalk if it is difficult to cross the street. The ‘path connectivity’ assessment measure could incorporate these comfort factors. o Sense of safety and security – A person typically needs to feel safe before they will choose to walk or bike in an area.  A compelling vision should be created prior to reviewing regulations and takes time to develop within a community. For example, the community vision in the City of West Palm Beach took 10 years to mature.  Use the word ‘parks’ or ‘3rd places’ within the document to emphasize the importance of parks and gathering places in areas that support TOD. ‘Third places’ or ‘third spaces’ are the social surroundings separate from the two usual social environments of home ("first place") and the workplace ("second place") where people tend to gather and spend time. Typical examples of third places include bars, cafes and restaurants.  The tool should bolster transit assessment measures because transit is a key component of successful TOD. Consider splitting transit service and transit infrastructure into two separate measures.  The “Change in Income Levels & Educational Attainment” measure may promote gentrification and may conflict with the “Housing & Transportation Affordability” measure. Consider using an alternative measure.

Other questions and concerns raised by Working Group participants, which may assist in refining the tool include:

 One participant raised a concern that planners can falsify the input information to give a dishonest evaluation of TOD readiness.  Would the measures change dependent upon the type of transit available?  How do you build community values into the assessment? Are community values included in the community vision or can tweaking the measures incorporate values? The group also discussed how lenders view different types of transit (i.e. rubber tire vs. rail). Lender decisions are often based on ‘checking the box,’ and lender requirements often affect developer’s decisions. For example, many cities desire or require vertical mix of uses in TOD areas. However, the inclusion of ground floor retail and commercial uses in residential developments may not always be financially feasible from the lender’s perspective. To compensate, some cities and developers are experimenting with flexible zoning where apartments are initially sited within the ground floor of a building. The developer then converts the residences to non-residential uses after new houses are constructed in the neighborhood and commercial uses become financially feasible.

CASE STUDIES OF MIAMI-DADE TOD

Mr. Jess Linn, Principal Planner, Miami-Dade County

Mr. Jess Linn of Miami-Dade County, Department of Regulatory and Economic Resources provided an overview of the Miami-Dade County planning framework. The County Comprehensive Plan has three types of urban centers, which are distinguished from other districts by higher density and intensity. Miami-Dade County has applied these districts around every Metrorail station.

Within Miami-Dade County, planners work with developers to define the scale and intensity of development within the urban centers and develop a plan for the center. The urban center plans typically allow a higher density than the surrounding development, which allows more riders to utilize the nearby transit facilities. The plans are then presented to the County Commission as a policy document. After the Commission approves the policy document, the planners and developers then create a specialized zoning code to implement the adopted urban center plan. Specialized zoning codes may include tiered height requirements to locate the highest buildings at the center of a property with decreasing building heights as buildings get further from the center, similar to the shape of a ‘wedding cake.’ When creating the zoning codes, County staff often reduce the parking requirements; however, developers typically provide parking in excess of the code requirements because home buyers and renters prefer additional parking. Within a TOD, the developer often utilizes the ground floor of the structure for non-residential storefronts. These stores provide TOD residents and people in the surrounding community with additional options for shopping or dining. The requirements for including non-residential space in the building design vary based on building frontage.

The Brownsville Metrorail station TOD illustrates how the planning process works in practice. The Brownsville station is located in the community center land use classification, which allows 125 dwelling units per acre. This density is much higher than nearby areas within the County. During the planning process, the surrounding neighbors worried that the increase in density would create development that was out of scale with the surrounding neighborhood. County Staff acknowledged the

neighborhood’s concerns, and was able to demonstrate that the Metrorail train system is out of scale with the surrounding neighborhood. County Staff conveyed the message that the land use was being updated to match the existing transportation infrastructure.

Mr. Linn concluded that the County has recorded significant ridership increases after the development of TOD projects.

Mr. Kenneth Naylor, Chief Operating Officer, Atlantic Pacific Communities

Prior to his presentation, Mr. Kenneth Naylor followed-up on the Brownsville example revealing that the dust and noise associated with the construction process upset the neighbors of the Brownsville TOD. Since the end of the construction process, however, the neighbors have received the project well.

Mr. Naylor also indicated that the non-residential area at the ground level of the Brownsville TOD has not been occupied by a retail tenant because the project is comprised of affordable housing units, which do not generate the same demand for non-residential uses as market-rate apartments. When Atlantic Pacific Communities assembles funding for their affordable housing projects, they anticipate that the non-residential space will be not be occupied. Although filling the non-residential space is not important to the balance sheet because of their initial assumptions, Atlantic Pacific Communities is working with a non-profit organization to create a job training program in some of the space at the Brownsville TOD, which will resemble a café and help create the look and feel of an established walkable neighborhood. If a developer builds TOD in the right location, retail establishments may be ready to move in.

Mr. Naylor presented slides on a number of TOD projects and highlighted key aspects of each development. The presentation included the following TOD projects:

 Allapattah Gardens - The development includes 128 units in a typical apartment complex and contains a day care center.  The Beacon – The ground floor has an early childhood education center.  Washington Square – This 68 unit development contains no retail and there is a wall at the entrance to the transit station. However, organizations are purchasing land in the area and the presenter anticipates additional development surrounding the Washington Square TOD.  Island Living – The development contains 90 units and is located on 3rd avenue in Overtown.  Northwest Gardens – The speaker’s only TOD example from outside Miami-Dade County, Northwest Gardens is located in Fort Lauderdale and contains a townhouse section.  Santa Clara – This TOD, located across from Jackson Memorial Hospital, contains 408 units.  Brownsville Transit Village – The 490 unit development includes multiple buildings. The development includes taller apartment buildings at the center of the 5.8 acre site and lower buildings and townhouses near the edges of the development.  Northside Transit Village – This TOD, when completed, will contain 440 units in 2, 3, and 4 bedroom configurations.  7th Avenue Transit Village – This 174 unit TOD contains a 24,000 square foot performing arts theater, bus bays, and retail space. The development has a complicated ownership structure that includes both the developer and Miami-Dade County. The County provided funds to build

the theatre and transit components. Those funds were incorporated into the housing project financing and used to obtain additional federal funds.

Benefits of TOD

Mr. Naylor spoke about why affordable housing TOD projects make sense. Tenants in affordable TOD developments can spend less on housing, paying between $325 and $925 per month, and do not need a car to travel, which can lead to a better quality of life. The County also sees benefits from TOD. The new development increases the use of transit facilities and catalyzes development in areas that may not have otherwise developed. TOD developments also perform well when compared with other projects. The developer was able to rent most of the units in the TOD examples with little advertising. The developer posted fliers in the Metrorail stations, rented some units, and predominantly relied on residents to market the development through word-of-mouth.

Financing Mechanism

The developer obtained funding for the affordable TOD projects through County, State and Federal subsidies. Funding mechanisms included federal tax credits, general obligation bond funding, CRA financing, and County subsidized land.

 The 7th Avenue TOD project used general obligation bond funding. The bond was approved for affordable housing.  Community Redevelopment Agencies (CRA) help fund some of the projects. In one project, a CRA contributed 9 million dollars. The CRA in Overtown pooled bonding capacity into a 60 million dollar bond, which helped build four developments.  For some projects, the land is highly subsidized by the local government, although the developer still has to pay something. For the 7th Avenue TOD project in Miami-Dade County, the developer paid $400,000 for the property.  Miami-Dade County has deeded land and provided long term leases to developers for affordable TOD projects. Coordination between Government and Developer

Local governments and developers have to work together throughout the development process to create affordable TOD projects. Miami-Dade County laid the foundation to allow TOD in 2011 when they created a TOD ordinance. Without TOD supportive regulations, TOD projects may not be permitted. According to the speaker, TOD land uses need to be 20 to 25 units per acre to permit low-rise developments and upwards of 180 units per acre to support high-rise structures. Although land use plans may permit high densities, developers tend to build less density than the site permits because other zoning requirements, such as parking and height limitations, often restrict the development. Developers and governments need to coordinate on zoning and land use changes that make sense for individual properties. The most significant tools relax parking reductions and height limits. In some projects, the ‘wedding cake’ height configurations, open space requirements, and parking requirements were relaxed to facilitate the affordable TOD project. The County and developers also closely coordinate to determine land ownership and leasing requirements. Land leases are often 50 to 65 years and sometimes revert back to the County. Successes, Challenges and Observations about the Future

Mr. Naylor concluded with remarks about successes in developing TOD projects in the region, challenges to constructing additional affordable TOD projects, and some observations about the future.

 Atlantic Pacific Communities has constructed hundreds of affordable apartments near bus stops and train stations in Southeast Florida. The company certifies many of their buildings with the LEED rating process, and the buildings that are not LEED certified are built to LEED certification standards.  The number one challenge of constructing TOD is unhappy neighbors, even if the land use regulations already support dense development.  There are further opportunities for future developments utilizing Miami-Dade County’s Affordable Housing Surtax Program, which allows the County to levy a surtax on documents that transfer interest in Florida real property. This program benefits very low to moderate- income families.  The construction of Miami World Center, comprised of eight blocks in downtown Miami, will start in August.  Currently, the Tri-Rail system is ‘anemic.’ When All Aboard Florida starts, it will add another layer of transit, which will be incredibly important to Miami-Dade County and TOD within the County.  In the 1970’s, most Metrorail stations were designed as park-and-ride facilities, except in the downtown. The County is now in the process of modifying the park-and-ride station areas to support TOD.  Miami-Dade County is a noteworthy success story that other local governments can learn from. With the lessons learned from Miami-Dade County, other local governments may accomplish TOD and transit more quickly.  Broward and Palm Beach Counties are grappling with how to deal with density while Miami- Dade is amending zoning to better accommodate growth.

FIELD VISIT – TOD IN MIAMI-DADE

Field visit participants rode Metrorail and Metrobus to the Northside Metrorail station and the Northwest 7th Avenue Transit Village. The group toured the NW 7th Avenue Transit Village, which is currently under construction. The tour included the new bus station, roof-top open space, gym area, and multiple apartments. The group also toured a recently completed affordable housing TOD project at the Northside Metrorail station. The group received a full tour of the facility including the building offices, indoor and outdoor common areas, gym, library and computer room, parking garage, and multiple 2, 3, and 4 bedroom apartments. The tour guide talked about how nearby businesses helped provide job training and support to the surrounding community during development approval processes.

NEXT MEETING

Ideas for the next TOD Working Group meeting in August include:

 Round table discussion  A presentation from Jim Carras on equitable TOD

 A presentation from Florida East Coast Industries (FECI) on station area planning for All Aboard Florida.

WORKSHOP ATTENDEES

 Claudia Villalta, Florida International University  Daniel Knickelbein, Broward MPO  David Orshefsky, Orshefsky Holdings  Eric Thorne, MDT  Franchesca Taylor, Palm Beach MPO  Fred Stubbs, Palm Tran  Jess Linn, Miami-Dade County RER  Jessica Josselyn, SEFTC (on the phone)  Jim Carras, Carras Community Investment  Kim Delaney, TCRPC  Larry Hymowitz, FDOT D4  Lynda Westin, SFRTA  Marianne Winfield, Smart Growth Partnership  Nick Sofoul, BCT  Nilia Cartaya, MDT  Pete Schwarz, Broward County Planning Council  Raymond Freeman, FDOT D6  Richard Lorber, North Miami Beach (on the phone)  Sara Forelle, Broward County Planning & Redevelopment  Steve Mackey, ULI

The Southeast Florida TOD Working Group is open to anyone interested in attending. If you are interested in joining the TOD Working Group, please contact Jessica Dimmick, Renaissance Planning Group at [email protected] or 561-404-7261x304.