O01-20 ORDINANCE NO. O01- ~O
AN ORDINANCE OF THE CITY COMMISSION OF
THE CITY OF BOYNTON BEACH, FLORIDA
ADOPTING THE FEDERAL HIGHWAY CORRDOR
COMMUNITY REDEVELOPMENT PLAN; PROVIDING
FOR CONFLICTS, SEVERABILITY, AND AN
EFFECTIVE DATE.
WHEREAS, the Federal Highway Corridor Redevelopment Plan constitutes a
partial update of the existing 1983 CRA Redevelopment Plan; and
WHEREAS, the Plan reviews land uses and development standards for the U.S. 1
corridor and is intended to: (1) guide public and private investment within the corridor
and in adjacent neighborhoods, (2) ensure that future development is aimed at improving
the business potential within the corridor, and (3) ensure that future development in the
corridor is consistent with the intent of the "Vision 20/20 Redevelopment Plan" while
meeting the needs of the community; and
WI-IEREAS, this Plan conforms to the provisions of Chapter 163.362 of the
Florida Statues regarding Community Redevelopment Plans and establishes the basis for
Comprehensive Plan amendments, Code revisions and rezonings in the Federal Highway
Corridor;
NOW THEREFORE, BE IT ORDAINED BY THE CITY COMMISSION
OF THE CITY OF BOYNTON BEACH, FLORIDA, THAT:
Section 1. The City Commission of the City of Boynton Beach, Florida,
hereby adopts the Federal Highway Corridor Community Redevelopment Plan, prepared
by Michele Mellgren & Associates, Inc., dated April 3, 2001.
Section 2. That the Federal Highway Corridor Community Redevelopment
\\CHLMAINZSHRDATA\CA\ORD~Federal Highway Plan Ord.doc040601
Plan constitutes a partial update of the existing 1983 CRA Redevelopment Plan.
Section 3. All laws and ordinances in conflict with any provisions of this
ordinance are hereby repealed.
Section 4. Should any section or provision of this Ordinance or any portion
thereof be declared by a court of competent jurisdiction to be invalid, such decision shall
not affect the remainder of this Ordinance.
Section 5. This Ordinance shall become effective immediately upon
passage.
FIRST READING this I'"'/ day of April, 2001.
SECOND, FINAL READING AND PASSAGE this i~- day of May, 2001.
CITY O/~3OY~T,~ON~EACH, FLORIDA
~ice Mayor ~ .....
Commissioner
ATTEST:
Commissioner
Highway Plan Ord.doc040601
FEDERAL HIGHWAY CORRIDOR
COMMUNITY
REDE~LOPMENT PLAN
Prepared For:
The City of Boynton Beach
,ADOPTED: May 15, 2001
Prepared by:
Michele Mellgren & Associates, Inc.
in association with
Hughes Hall Inc.
April 3, 200I
EXECUTIVE SUMMARY
The Federal Highway Corridor Community Redevelopment Plan was prepared to
serve two purposes. First, the Plan will update the existing Community Redevelopment Plan
consistent with Ch. 163, Part III, F.S. in order to include the recently expanded boundaries of
the Community Redevelopment Area (CRA) proximate to Federal Highway, north and south
of the original CRA area. Second, the Plan provides recommendations for projects and
programs, including amendments to the adopted future land use plan and zoning code, to be
undertaken by the City to create a catalyst for desired development and redevelopment in the
corridor generally, and in the downtown core specifically.
Existing conditions within the Corr/dor were thoroughly examined and evaluated.'
They indicate that there are a variety of challenges and opportunities for development and
redevelopment. The core downtown area that lies between a line extended across the north
edge of Mangrove Nature Park on the north and S.E. 2nd Street on the south continues to be
the central focus of the corridor that should feature the highest level of development to
establish its importance. The areas on the north of downtown, up to the C-16 canal, and on the
south down to an extension of S.E. 13th Avenue provide the gateways to downtown. The
gateways should provide a transition to the downtown urban form, thereby framing the
downtown, while providing sufficient housing opportunities to support downtown activities
and businesses. The two remaining areas outside of the gateways to downtown, extending to
the city limits, are the entrances to the city. The entrances must present an aesthetically
pleasing appearance while preserving the predominantly residential character. Each of these
five areas presents unique issues. Collectively, these five planning areas will form a hierarchy
of development that will result in economic growth and a pedestrian oriented vibrant
downtown, while creating individual community identities. Specific recommendations to
guide the Ci0y toward realization of orderly and aesthetically pleasing development and
redevelopment in the Federal Highway Corridor are detailed in Section VI of this Plan, and
summarized as follows:
Amend the Comprehensive Plan text to create two subcategories of land use within the
land use plan designation of Mixed Use. There should be a Mixed Use-High (MU-H) for
the core downtown area, and a Mixed Use-Low (MU-L) for the gateway communities.
The MU-L should place an emphasis on residential with neighborhood serving retail.
2. Amend the Future Land Use Plan Map to redesignate the downtown as MUoH and to
redesignate the gateway communities as MU-L.
o
Create development standards for the MU-H district, which is the core downtown area,
that address an increase in the maximum allowable height; elimination of restrictions on
density but maintaining control of the visual appearance of development; elimination of
automobile or thoroughfare oriented uses; and, allowing residential uses by right if the
first floor of development is dedicated to commercial, retail or office uses.
Create development standards for the MU-L district that include an increase in the
maximum allowable height; elimination of restrictions on density but maintaining
control of the visual appearance of development; elimination of commercial uses that are
either thoroughfare oriented or are not neighborhood serving uses; allowing drive
through uses only as a conditional use; and, increasing the allowable size of grocery or
food stores.
o
Create new zoning districts for the R1A and R1A. A communities east of Federal
Highway, proximate to the Intracoastal Waterway, that would allow for redevelopment
of lots with greater lot coverage and a reduced size of required yards.
o
Provide regulations that would allow for appropriate locations of houses of worship,
schools and similar institutions so that there is a balanced distribution of these various
types of land uses.
o
Protect residential neighborhoods by creating distance separation requirements between
residentially planned or zoned land and facilities which sell or serve alcoholic beverages.
Provide for the amortization of such existing facilities.
o
°
10.
Develop detailed signage Standards to improve the aesthetic appearance of the Corridor.
The standards should def'me the advertising on commercial vehicles as signage and
prohibit the parking of such vehicles in a manner that constitutes placement of signs.
Develop a design program for structures, signage and street furniture, to include a color
palate and architectural themes.
Create land development regulations to address building placement, amount of parking,
parking location, mixed uses and pedestrian chanalization.
CONTENTS
LIST OF TABLES
LIST OF EXHIBITS
Section
I.
II.
III.
INTRODUCTION
POWERS OF THE COMMUNITY
REDEVELOPMENT AGENCY
ANALYSIS OF EXISTING CONDITIONS
Overview of Corridor
Planning Area I
Planning Area II
Plarming Area III
Planning Area IV
Planning Area V
MARKET ANALYSIS
REDEVELOPMENT STRATEGIES:
ISSUES AND OPPORTUNITIES
VI. 'REDEVELOPMENT PROGRAMS
AND PROJECTS
Programs
Comprehensive Plan Amendments
New Development Standards
Zoning Code Amendments
Design Criteria
Specific Projects
Convention Hotel
Public Parking
Signage
Public Presence
Outdoor Storage
Pedestrian Crossings
iv
v
7
9
9
2O
3O
38
49
56
64
76
82
82
83
85
87
87
88
88
88
89
89
VII. NEIGHBORHOOD IMPACTS OF
REDEVELOPMENT ACTIVITIES
Traffic Circulation
Community Facilities
Effect on School Population
Relocation
Environmental Quality
90
90
91
91
92
93
VIII. GOALS AND OBJECTIVES
94
IX.
GENERAL STATEMENT RELATING TO THE CRA
Relationship to City's Comprehensive Plan
Safeguards to Ensure Redevelopment Activities
Follow the Redevelopment Plan
Safeguards to Ensure Financial Accountability
Providing for a Time Certain and Severability
98
98
98
98
99
X. SOURCES OF REDEVELOPMENT
FUNDING AND FINANCING
100
XI. REVENUE PROJECTIONS
X_II. REFERENCES CONSULTED
103
105
XII. APPENDIX 106
Table
3.2
3.3
3.4
3.5
3.6
3.8
3.9
3.10
3.12
4.1
4.2
i
4.3
7.1
11.1
LIST OF TABLES
Existing Corridor Land Use Designations
Existing Corridor Zoning Districts
Area I Existing Zoning Designations
Area I Existing Land Use Designations
Area II Existing Zoning Designations
Area II Existing Land Use Designations
Area III Existing Zoning Designations
Area III Existing Land Use Designations
Area IV Existing Zoning Designations
Area IV Existing Land Use Designations
Area V Existing Land Use Designations
Area V Existing Land Use Designations
Comparison of Hotels and Hotel Units
Retail and Office Supply and Demand in the
Reduced Regional Market, 2015
Retail and Office Supply and Demand in the
Expanded Regional Market, 2015
School Capacity and Enrollment, 2000-2001
Revenue Projections Through 2003/04
Page
12
13
26
27
35
36
43
44
54
55
61
62
66
72
73
92
104
iv
LIST OF EXHIBITS
Exhibit
1.1
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
3.10
3.11
3.12
3.13
3.14
3.15
3.16
3.17
3.18
3.19
3.20
Boundary of Corridor Study Area
Community Redevelopment Areas
Street Layout
Water Main Layout
Sewer Line Layout
Open Space
Area I Boundary
Area I Land Use
Area I Zoning
Area II Boundary
Area II Land Use
Area II Zoning
Area III Boundary
Area III Land Use
Area III Zoning
Area IV Boundary
Area IV Land Use
Area IV Zoning
Area V Boundary
Area V Land Use
Area V Zoning
Page
6
I0
14
17
18
19
21
22
23
31
32
33
39
40
41
50
51
52
57
58
59
SECTION I
INTRODUCTION
Redevelopment efforts in the City of Boynton Beach commenced in August 1981
when the City established the Boynton Beach Community Redevelopment Agency (CRA) in
accordance with Chapter 163, Part 3, F.S. On May 4, 1982, the City of Boynton Beach
declared a portion of the downtown area to be suffering from slum and blighted conditions, as
evidenced in Resolution 82-KK, and established a Community Redevelopment Area (also
referred to as CRA) that initially contained 180 acres. The original boundary of the CRA'
included a core portion of the Federal Highway corridor from the Boynton Canal on the north
to SE 6th Avenue on the south.
In April of 1983, pursuant to its finding of necessity, the City commenced preparation
of the Boynton Beach Community Redevelopment Plan comprising a redevelopment program
pursuant to the Community Redevelopment Act of 1969 as amended from time to time. The
plan ,,vas subsequently adopted on August 21, 1984. The Redevelopment Plan examined the
current conditions at that time, the market opportunities, and made some key
recommendations for redevelopment that focused on the downto~vn area, which centered on
Boynton Beach Boulevard and Federal Highway. Broadly, the plan recommended the creation
of a unique identity for downtown that should be pedestrian friendly, mar/ne focused and
oriented toward the water. To achieve this broad goal, the plan made three key
recommendations. First, the plan recommended construction of a mixed use development
consisting of a public waterfront park, specialty retail and residential uses. Next, the plan
recommended construction of a hotel with convention space in order to recapture the City's
share of the tourism industry. The third broad recommendation was the creation of a marina
and marine related uses east of Federal Highway along the Intracoastal Waterway (ICW).
At the time that the original Community Redevelopment Plan was prepared and those
recommendations were made, the Florida Department of Transportation (DOT) was planning
roadway improvements in the area. The DOT had previously made improvements to Boynton
Beach Boulevard. The next phase of planned work ~vas to construct a bridge at Boynton
Beach Boulevard that spanned the ICW, and then remove the existing bridge at Ocean
Avenue. The redevelopment plan contained recommendations that were based upon the DOT
roadway work being completed. The plan was specific in stating that the success of the
recommended redevelopment concepts would hinge upon the construction of the Boynton
Beach Boulevard bridge, and removal of the Ocean Avenue bridge to the south. The planned
bridge, however, was never constructed because of neighborhood preservation issues raised
by residents, and the Ocean Avenue bridge continues to provide access to the east in this
immediate area.
The Boynton Beach Community Redevelopment Agency subsequently expanded the
boundary of the original CRA. The expanded area included an additional 518.76 acres of land
lying west of the Florida East Coast Railroad to Interstate 95, between the Boynton Canal on
the north and Ocean Avenue on the south. The redevelopment plan text was updated to
provide recommendations for the expanded area, that included focusing on Boynton Beach
Boulevard as a gateway to Boynton Beach and preservation of the residential character of the
expanded CRA area, which was composed mainly of residential land uses.
2
In September 1996, the City of Boynton Beach conducted a citywide visioning
session. More than I00 community representatives participated in the American Assembly
Process, which resulted in a policy statement that addressed seven key issues of concern.
Among these were commercial revitalization and economic development. The City utilized
this policy statement to commence the process of specific planning efforts for the
redevelopment of downtown and the marina areas, as well as for major roadway corridors.
These efforts resulted in the Boynton Beach 20/20 Redevelopment Master Plan (20/20 Plan)
that was completed in September 1998. The 20/20 Plan addressed the seven key issues
identified during the American Assembly Process and restated them in terms of specific goals
and objectives. A number of these goals and objectives will be addressed in part or in whole
through the preparation of the Federal Highway Corridor Community Redevelopment Plan.
Generally, these focus on uses and needed development standards within the Federal Highway
Corridor, and are summarized as follows:
Goal 2: Commercial Revitalization
Objective 2.1 - Expand the CRA boundary to increase financial resources during
redevelopment plan implementation.
Objective 2.4 - Prepare overall design standards for the entire length of Federal Highway
within the City.
Goal 3: Downto~vn Redevelopment
Objective 3.1 - Create specific areas in the downtown that are pedestrian and bicycle
friendly, and where mixed uses and infill development are encouraged.
Objective 3.2 - Prepare conceptual area plans and design criteria for the cultural
center/marina area district that addresses such issues as mixed uses, signage and
landscaping.
Through the documented conditions of slum and blight contained in the 20/20 Plan,
the CRA board evidenced the need to expand the CRA to include those portions of the
Federal Highway Corridor to both the north and south City limits, consistent with Objective
2.1 of the 20/20 Plan. These are referred to as the North Subarea and the South Subarea.
While the boundaries were expanded, the redevelopment plan text was not updated to include
this additional land area. This plan, therefore, will serve two purposes. First, it is a
redevelopment plan for the Federal Highway Corridor that focuses on uses and development
standards along Federal Highway. Second, it is of sufficient scope and format to meet the
requirements of Chapter 163.362 to allow for the Community Redevelopment Plan text
update for the expanded CRA area.
The boundaries of this expanded area, on which this redevelopment plan is focused,
are the city limits on the north, the ICW on the east, the municipal boundary on the south, and
the Florida East Coast Railroad and Palm Boulevard on the west. The entire Federal Highway
Corridor area now contains approximately 1,094.98 acres. The legal description for the North
and South Subareas is contained in the Appendix. Exhibit 1.1, which is contained on page 6,
depicts the boundaries of the Federal Highway Corridor, including the North and South
Subareas of the CRA that were added.
The boundaries of the expanded Community Redevelopment Area were drawn to take
into account the need for physical redevelopment as well as the need to protect neighborhood
areas from the presence of blighting influences. Properties located within the redevelopment
area that are not presently in need of redevelopment assistance, are threatened by the nearby
presence of blighting conditions and, therefore, are included to preserve their long term
4
viability. As a general standard, the boundary of a proposed redevelopment area includes
areas which clearly meet the slum or blight criteria, as well as areas that may not be
considered individually, but which are otherwise necessary to achieve the objective of
eliminating blight and preventing its spread. Additionally, some physically sound areas were
included in the expanded redevelopment area based on the their functional relationship to the
Federal Highway Corridor and the uses contiguous to it.
Federal Highway
Corridor Redevelopment Study
Boundary of Corridor Study Area
W_O0 F_...B E
/V city Boundary
_,__~,. Water
Railroads
Roads
i~ Corridor Study Area
0.5 0 0.5 1 1.5
Date: March 30, 2001
SECTION II
COMMUNITY REDEVELOPMENT AGENCY
The Community Redevelopment Agency (CRA) of the City of Boynton Beach was
established in May 1982 pursuant to Resolution 82-KK. As authorized by the Community
Redevelopment Act, the City of Boynton Beach has delegated powers to the Boynton Beach
CRA allowed under Florida Statutes that are necessary and convenient to undertake
redevelopment efforts. The powers of the CRA are contained in Section 163.370, Florida
Statutes. These include, but are not necessarily limited to, the following activities:
Acquire property deemed necessary for community redevelopment, except that the use.
of eminent domain shall require specific approval from the City Commission;
n Hold, improve, clear, or prepare any acquired property for redevelopment;
n Dispose of property acquired within the Community Redevelopment Area for uses in
accordance with the adopted community redevelopment plan;
Carry out programs of repair and rehabilitation;
n Plan for and assist in the relocation of persons displaced by redevelopment activities;
Receive and utilize tax increment revenues to fund redevelopment activities;
Appropriate such funds and make such expenditures as are necessary to carry out the
purposes of the Community Redevelopment Act of 1969; and
ca Close, vacate, plan, or replan streets, roads, sidewalks, ways or other places.
The CRA may undertake any additional action not specifically mentioned above if
such action is necessary to undertake redevelopment efforts, except that the following powers
remain under the control of the Boynton Beach City Commission, pursuant to Section
163.358, Florida Statutes:
The power to determine an area to be a slum or blighted area, or combination thereof;
to desiganate such area as appropriate for community redevelopment; and to hold any
public hearings required with respect thereto;
The power to grant final approval to community redevelopment plans and
modifications thereof;
The power to authorize the issuance of revenue bonds as set forth in Section 163.385,
Florida Statutes;
The power to approve the acquisition, demolition, removal, or disposal of property as
provided in Section 163.370(3), Florida Statutes, and the power to assume the
responsibility to bear loss as provided in Section 163.3 70(3), Florida Statutes; and,
The power to approve the development of community policing innovations.
8
SECTION III
ANALYSIS OF EXISTING CONDITIONS
Overview
General Description
The Federal Highway Corridor Community Redevelopment Area, including the North
and South Subareas of the CRA, is comprised of approximately 1,095 acres. The Corridor
contains a variety of uses broadly described as including various intensities of residential and
commercial uses; light industrial uses; office uses; recreational areas; and, several
conservation overlay sites. There are also vacant tracts within the area, as well as instances of
non-residential developed parcels that are under utilized or developed but abandoned; victims
of economic difficulties.
The redevelopment area can be divided into smaller planning subareas. These smaller
planning areas are defined by general development characteristics. Exhibit 3.1, which is
shown on the following page, depicts the five small planning areas within the corridor. Area I
extends from the C-16 Canal to the north City limits and is coincidental with the North
Subarea of the expanded CRA. Area II lies between the C-16 canal and just south of a line
extended from NE 6th Avenue across Federal Highway to the Intracoastal Waterway (ICW).
Martin Luther King Avenue is centrally located in this planning area. Area III extends from
the southern edge of the second planning area southward to a line extended from SE 2nd
Avenue across Federal Highway to the ICW. Area III includes both Boynton Beach
Boulevard and Ocean Avenue. Area IV extends from the southern edge of the third planning
area south to a line extended from approximately SW 13th Avenue to the ICW.
Federal Highway Corridor Redevelopment Study
Boundary of Study Area
"] Water
/ \ ! City Boundary
", Railroads
Roads
'" ] Comdor Study Area
0.5 0 0.5 I 1.5 2 2.5
Miles
Date: March 30, 2001
The north side of the lumberyard that is located on the west side of Federal Highway and the
bank that is on the east side mark the southern edge of planning Area IV. The last planning
area, Area V, lies between the southern edge of the fourth planning area and the municipal
limits on the south.
Note that while some planning areas share a few similar characteristics, such as Areas
IV and V that coincidently contain multifamily uses on the east side, there are sufficient
differences between the various areas to warrant
Differences include, for example, uses, densities,
individualized attention to each one.
intensities and proximity to the core
downtown business district. Each of these small planning areas plays an important role in the ~
redevelopment of the Federal Highway Corridor Community Redevelopment Area as a
whole.
Land Use - Land use designations within the entire Federal Highway Corridor are
extremely varied. Detailed discussions of each planning area that follow this overview each
contain an exhibit that depicts the Future Land Use Plan Map designations that exist within
the subject planning area.
The future land use designations information is displayed in Table 3.1, which is on
page 12. As Table 3.1 demonstrates, there are a variety of land use designations ~vithin the
Corridor. While the central portion of the Federal Highway Corridor centered on the
downtown area is largely designated Mixed Use, the other areas feature a mix of designations
without any apparent order or hierarchy of land uses.
11
Table 3.1.--Existing Corridor Land Use Designations
Abbreviation
Land Use Designation
Density Allowed
LDR
MoDR
MeDR
HDR
OC
LRC
GC
MX
R
Low Density Residential
Moderate Density Residential
Medium Density Residential
High Density Residential
Special High Density Residential
Office
Local Retail
General Commercial(2)
Mixed Use(t)
Recreational
4.84 du/ac
7.26 du/ac
9.68 duJac
10.80 du/ac(~)
20.00 du/ac
(~)This land use category also exists with a conservation overlay designation
(2)Also designated mixed use if use and development meet specified requirements
Source: City of Boynton Beach, FL, "Comprehensive Plan Future Land
Use Map", updated June 18, 2000.
Signage for commercial uses throughout the Federal Highway Corridor lacks any
continuity or coordination. Sign designs have no unifying theme with regard to architectural
details, landscaping, color, size or placement. Additionally, some signs are in need of
maintenance or repair. Overall, commercial signage detracts from the appearance of the
corridor. It was also noted that there are two signs in different places on the north end of the
corridor that purport to mark the municipal boundaries. Conversely, the city limits on the
south end are not clearly marked.
Zonin~ & Housine: Units - Zoning districts and parcels for residential uses are
depicted in the exhibits included in the detailed discussions of the planning areas that follow
this overview. There are an estimated 4,739 residential units within the redevelopment area.
Table 3.2, which is on page 13, presents the zoning districts identified in the area.
Table 3.2--E~isting Corridor Zoning Districts
Abbreviation Zoning District Density
R1A
R1AA
RI
R2
R3
PUD
CBD
C1
C2
C3
C4
REC
Residential, Single Family
Residential, Single Family
Residential, Single Family
Residential, Duplex
Residential, Multi-family
Planned Unit Development
Central Business District
Office, Professional
Commercial, Neighborhood
Commercial, Community
Commercial, General
Recreation
5.80 du/ac
5.40 du/ac net
7.26 du/ac
9.6 du/ac
10.80 dm'ac
Source: City of Boynton Beach, FL, "Official Zoning Map", updated Jan. 2000.
Street Layout and Circulation - The street layout within the Federal Highway Corridor
can be broadly described as predominantly a modified grid pattern, with streets on the east
side of the corridor terminating in cul-de-sacs or deadends because of the Intracoastal
Waterway. Federal Highway itself is a major north-south arterial connecting the eastern
seaboard of the United States. It runs through the eastern, mainland portion of Florida.
Through the City of Boynton Beach, it is currently a four-lane divided highway with bike
lanes in both directions and sidewalks along both sides. The speed limit within the city limits
varies between 35 MPH and 40 MPH. Exhibit 3.2, which is on the following page, depicts the
street pattern within the area.
The Florida East Coast (FEC) Railroad also runs along the eastern portion of Florida
and, in the City of Boynton Beach, just west of Federal Highway, forming the western
boundary, of the Corridor study area from the C-16 canal southward. Since the railroad tracks
run along the west side of Federal Highway throughout the City, it tends to separate the more
13
Federal Highway
Corridor Redevelopment Study
Street Layout
LU
30TH
T
~tfc
Ocean
N
~ City Boundary
--. Railroads
· ',' Roads
~ Comdor Study Area
0.5 0 0.5 1 1.5
2 Miles
commercial Federal Highway area from the more residential western areas. The locations at
which the tracks can be crossed are important for access and traffic circulation between the
west side and the east side. Each of the cross streets at the signalized intersections on Federal
Highway provides access to the west including FEC railroad crossings. The majority of other
streets, however, do not cross the tracks.
The Florida Department of Transportation (FDOT) has developed a system for access
management for roadways such as Federal Highway. Access management is a comprehensive
approach to the control and regulation of all aspects of highway access. This is done by
assigning a specific classification to roadways. These classifications contain separation
standards for access features such as driveways, medians and signals. The portion of Federal
Highway located within the City of Boynton Beach is classified by FDOT as an "urban minor
arterial" with an Access Classification of "5, Restrictive." Restrictive means the opposing
lanes are separated by a median. For a Classification 5, the desirable driveway connection
spacing is 245 feet, the desirable median opening spacing for a directional opening (limited
turning movements allowed) is 660 feet and for a full opening (all turning movements
allowed) is 1,320 feet. Desirable spacing between traffic signals is 1,320 feet.
Traffic volumes were obtained from FDOT's Transportation Statistics Office. Within
the City of Boynton Beach, FDOT maintains three permanent, monitored traffic counting sites
along Federal Highway. One is located just north of Ocean Avenue, one is just north of
Woolbr/ght Road and the other is south of Woolbright Road. The 1999 Average Annual
Daily Traffic (AADT) north of Ocean Avenue is 21,000 vehicles. North of Woolbright Road
the AA_DT is 20,500 vehicles, and south of Woolbright Road the AADT is 26,500. FDOT also
15
records the AADT for previous years to provide a historical record. Over the previous three
years there has been a growth rate of just less than one percent per year.
Traffic accidents cause personal and/or physical damage, increase traffic congestion
and, in the worst case, result in loss of life. A review of accident data can help identify
accident prone locations and help determine why accidents occur. These data may also aid in
determining what measures should be implemented in order to help reduce the number of
accidents at problem locations. The accident summary for Federal Highway in Boynton Beach
during the year 2000 shows a total of 302 incidents. North of Ocean Boulevard there were
115 incidents, with almost 15 percent occurring in the 200 and 300 blocks. South of Ocean
Boulevard there was a total of 187 incidents, with almost 30 percent occurring in the 1500 and
1600 blocks; proximate to Woolbright Road.
Infrastructure - The City of Boynton Beach 1996 Comprehensive Plan Evaluation and
Appraisal Report indicates that the entire Federal Highway Corr/dor Community
Redevelopment Area is served by public water and sewer lines provided by the City. Exhibit
3.3, contained on the following page, shows the layout of public water lines. Exhibit 3.4
which follows Exhibit 3.3 and is on page 18, shows the layout of sewer lines within the study
area.
Open Space Areas - The Federal Highway Corridor features a number ofpublic park
and recreational areas. Ail but one of these, Pence Park, has an orientation toward the
Intracoastal Wate~vay. In addition to the public parks, there are approximately twelve points
of access to the water by way of public streets. Exhibit 3.7, shown on page 2I, shows the
location and type of open space and recreational areas.
16
Federal Highway Corridor Redevelopment Study
Planning Areas ! II III IV V
Water & Sewer
n
Area II
Am.,.a III
AmalV
,Azea V
4000 0 4000 8000
Date: March 30, 2001
Feet
N
L
Federal Highway Corridor Redeveloprne----~nt St~
._ Planning Areas I II Iii IV V
Water & Sewer
/&~'.,~'ea rv
'. /~/Area v
4OOO
0 4OOO
8000 Feet
N
Date: March 30, 2001
Federal Highway Corridor Redevelopment Study
*_ Open Space
GAT~AY. _
1 OTH _
BOYNTON B F-..~C H
__O_CEAN
Atlantic
Ocean
N
/~US1 Comdor
Roads
Water
0.5
0.5 1 1.5 Miles
Date: IVlarch 30, 2001
PLANNING AREA I
20
Federal Highway
Corridor Redevelopment Study
Planning Area I
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City Boundary
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Federal Highway Corridor Redevelopment Study
Plan Area I
Future Land Use
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City Boundary
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Date: March 30, 2001
Federal Highway Corridor Redevelopment Study
Planning Area i
Zoning
Planning Area I
city Boundary
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Parcels
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Date: March 30, 2001
Plannina Area
Ovem'iew
Planning Area I extends from the northern cio~ limits to the C-16 canal, which forms a
physical and psychological boundary from the adjacent planning area to the south. Within this
portion of the corridor, the FEC railroad right of way is contiguous to Federal Highway on the
west side, while the western boundary of the corridor study area extends west of that, lying
along 4th Street, which is also Palm Boulevard. The eastern side of this plarming area extends
to the Bo,vnton Beach municipal limits that is roughly the centerline of the ICW in this area.
Street Layout and Circulation
The FEC rail line, which is contig'uous to and elevated above Federal Highway in this
area, serves to sever the continuity of this portion of the corridor and directly affects the
development appearance of it. Land lying west of the tracks in the study area is not readily
noticeable or highly visible. Additionally, the railway severely limits access from the west
onto Federal Highway. Planning Area I has only two access points from the west onto Federal
Highway. The first is at Gateway Boulevard, which is a sig-nalized intersection with full
median openings. Because Gateway Boulevard provides direct access to and from Interstate-
95, this intersection is a major node. The second access is from N-E 15a Avenue, which is
roughly 700 feet north of the C-16 Canal; the southern edge of this planning area. The
intersection of NE 15th Avenue provides a full median opening, but it is not a signalized
intersection. Additionally, NE 15th Avenue is a local street that provides access to the
surrounding single family residential neighborhood that lies to the west of Federal Highway.
34
In addition to limiting access, the rail line, in conjunction with the Federal Highway
fight of way, defines the appearance of the corridor. The expanse of the two fights of way
convey an appearance of ve~' low density or open area, which is underscored bv the
landscaping enhancements completed by the FDOT. As a result, a sense of community exists
largely only on the eastern side of Federal Highway in planning Area I.
Land within the eastern portion of Planning Area [ is constrained by Federal Highway
on the west and the [ntracoastal Waterway on the east. Parcels tend to be narrow and extend
the full width bem,'een Federal HighWay and the [CW. As a result, there are numerous direct
street and driveway access points on th~ east side of the planning area. The driveway
separation in this area, however, is generally close to the 245-foot separation that is
considered desirable by the FDOT for this portion of Federal Highway.
Zonin~
The zoning districts in planning Area I and the existing uses are not inconsistent. The
Coastal Management Element of the Comprehensive Plan, however, noted that one multi-
family development, which is located on the ICW in roughly the middle of the planning area,
has an existing density of 38.3, which exceeds the land use plan and zoning designation of
10.8 dwelling units per acre. There are a number of residential parcels or lots in the central
and northern portion of Yd'ea I east of Federal Highway that are either under utilized or
vacant. Similarly, there are commercially zoned parcels that are either vacant or developed
but not to the level of development permitted under the zoning regulations.
The commercial zoning districts on the east side of Federal Highway are long and
narrow, para!leling the roadway. Commercial lands in this location were likely to have been
established many decades ago to benefit from the railroad. At that time, the train was
25
important to and served the community, and Federal Highway was a small, two lane road.
Over the years, however, the importance of the railroad to the community has diminished. At
the same time, Federal Highway has been widened and medians added to address the shift in
modes of transportation. The necessary right of way to accomplish the roadway improvements
was taken from the east side of Federal Highway since the west side bordered the FEC. The
end result is commercial parcels of land of marginal depth that invite strip development or
isolated free standing uses that lack landscaping; a desirable transition to the adjacent
residential properties; and, often, feature inadequate parking. Table 3.3 depicts the zoning
districts that exist in Area I.
Table 3.3.--Area I.Existing Zoning Designations
Abbreviation Zoning District Density
R1A
R1AA
R3
PUD
C2
C3
REC
Residential, Single Family
Residential, Single Family
Residential, Multi-family
Planned Unit Development
Commercial, Neighborhood
Commercial, Community
Recreation
5.80 du/ac
5.40 du./ac net
10.80 du/ac
Source: City of Boynton Beach, FL, "Official Zoning Map", updated Jan. 2000.
Land Use
Land use in Area I is predominantly residential, with a mix of single-family, multi-
family and mobile homes. The east side Federal Highway has a variety of housing and
housing conditions that range in allowable zoning density from 5.4 to 10.8 units per acre. Two
recreational areas are located on the east side that provide access to the Intracoastal
Waterway. The west side of Federal Highway, beyond the FEC railroad, contains less varied
: 26
housing, and'conditions are not as varied. Table 3.4 shows the land use districts that exist in
planning Area I.
Table 3.4.--Area I Existing Land Use Designations
Abbreviation Land Use Designation Density Allowed
LDR Low Density Residential 4.84 du/ac
HDR High Density Residential 10.80 du/ac(~)
LRC Local Retail
R Recreational
0)Also designated mixed use if use and development meet specified requirements
Source: City of Boynton Beach, FL, "Comprehensive Plan Future Land
Use Map", updated June 18, 2000.
Residential - On the east side of Federal Highway, there are a few lower density
communities. The ones on the southernmost end of the planning area are in stabile condition,
and showing signs of upward transition. This neighborhood appears to have been constructed
around the 1950s as a first wave of retirement homes. It was noted that redevelopment in
these lower density communities has started to occur, beginning particularly with those lots
that front on the Intracoastal Waterway. Modest homes in these areas are giving way to large,
two story residential units. The lower density community on the northern end of Area I
appears older than its southern counterpart, and consists largely of moderate to marginal
housing with an overall appearance of a neighborhood in decline. Numerous newer multi-
family communities exist throughout this planning area that range from attractive to exclusive
in appearance. Interspersed are two main pockets of mobile homes that are can be described
as in a state of deter/oration. Note that there are three areas of residential land use that have
27
alternative d~'signations to go from low density residential to high density in two areas, and
from high density to local retail in a third area.
The west side of Federal Highway within the corridor study area, north of Gateway
Boulevard, contains a planned unit development that is separated and insulated from Federal
Highway. The development is elevated well above the grade level of Federal Highway, and
has berming and fencing on its perimeter, with no direct access onto the highway. South of
Gateway Boulevard, is a commercial node and then a large area of modest residential units in
need of rehabilitation, as well as pockets of mobile home parks that are in a state of
deter/oration.
Commercial - Some commercial uses flank portions of Federal Highway. On the east
side of Federal Highway, commercial land uses include vacant lands; several one-story
shopping plazas; a motel; a topless bar; restaurants; and, both an active and an abandoned gas
station. As noted above, parcel depth has been diminished over the years due to improvements
to Federal Highway.
On the west side there are only two commercial nodes. The northern node is centered
on and oriented toward Gateway Boulevard more than Federal Highway. It contains marginal,
one story neighborhood strip mall retail uses. The location, orientation and nature of these
retail facilities, in conjunction with the barrier created by the railroad right of way, indicate
that they are not likely to serve either Federal Highway users or the preponderance of
residential uses in this planning area, which are located on the east side of Federal Highway.
The southern node is centered around NE 15th Avenue. Commercial uses include a funeral
home as well as several vacant tracts of land.
28
The ihtersection of Gateway Boulevard and Federal Highway, which should be
considered a major node, contains residential on the northwest corner and commercial uses on
the three remaining comers. The northeast corner features a gas station and the southeast
corner is a restaurant with a large setback from the corner. The southwest corner features the
marginal retail discussed above, and is set far back from the intersection due to the FEC right
of way.
Recreation - Area I features two recreational sites on the east side of Federal
Highway, proximate to the Intracoastal Waterway. The southern recreational area is a
functioning boat'ramp park. Because of the facility's proximity to the inlet, the park serves
much of the South County area. As a result, there has been an increase in noise, traffic and
parking that has presented issues for the surrounding community. The City of Boynton Beach
has undertaken a project to increase parking at the facility.
Just north of the boat launch area is open space that will be developed with
approximately $1.725 million in funding provided by Palm Beach County. The site will be
developed with active and passive recreational facilities and will mitigate the open space in
the boat launch facility that will be replaced with the additional parking that will be provided.
29
PLANNING AREA II
3O
Federal Highway
Corridor Redevelopment Study
Planning Area II
Boynton C-16 Canal
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Planning Area !1
Zoning
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Date: March 30, 2001
Plannin~ Area II
Overview
Planning Area II extends from the C-16 canal on the north to just south of an
extension of NE 6th Avenue on the south. The FEC railroad right of way is the western
boundary of the planning area. The centerline of the Intracoastal Waterway is the eastern edge
of Area II. The FEC is roughly 75 feet west of Federal Highway on the north end of the area.
On the southern end of Area II, however, the railroad right of way is roughly 200 feet west of
Federal Highway. Martin Luther King Avenue, which is NE 10th Avenue, is the center of this
planning area.
Street Layout and Circulation
The FEC railway has a direct impact on circulation and land use patterns in Area II.
Access to Federal Highway from land to the west of the FEC is limited to only two points.
Martin Luther King Avenue is the first access point. This intersection is signal/zed and has
full median openings. Martin Luther King Avenue contains some commercial uses and is a
focal street for the residential community that surround it. Further, this street is the only one
in Area II that provides citizens with northbound access on Federal Highway. As a result, this
intersection should be considered a major node. The second FEC crossing is at NE 6th
Avenue, which provides southbound access to Federal Highway for the residential community
to the west. NE 6th Avenue is not signalized and provides no median break.
34
On the east side of Federal Highway, streets are predominantly a grid pattern. Access
to Federal Highway is provided by each of the east-west avenues at intervals that range from
approximately 280 feet and more. From the north boundary of Area II to Martin Luther King
Avenue, driveway separations are generally close to the 245-foot DOT guideline. South of
there, however, driveway spacing varies. On street parking is available in this portion of
Federal Highway.
Zoning
There are four zoning districts present in planning Area II. These are shown in Table
3.5. The zoning districts and existing uses are not inconsistent with one another. The Coastal
Management Element of the Comprehensive Plan, however, noted that three developments on.
southern edge of the planning area have densities of 40, 18.1 and 17.9 units per acre, which
exceed the existing land use plan and zoning designations.
Table 3.5.--Area II Existing Zoning Designations
Abbreviation Zoning District Density
R1A Residential, Single Family 5.80 dufac
R1AA Residential, Single Family 5.40 du/ac net
R3 Residential, Multi-family 10.80 du/ac
C4 Commercial, General
Source: City of Boynton Beach, FL, "Official Zoning Map", updated Jan. 2000.
There is only one commercial zoning district in Area II, which is the C4, General
Commercial district. This is the most intense commercial district available within the City of
Boynton Beach, and is intended to facilitate development along major trafficways. According
to the Code, the intent of C-4 zoning is to preserve the design integrity of major highways by
35
grouping "high~vay uses," which include local serving commercial uses as well as uses that
lean more toward industrial in their nature. Federal Highway in this vicinity, however, is
surrounded by residential uses with no transition in land use from residential to the heavy
commercial and, as in planning Area I, the commercially zoned land is of marginal depth on
both sides of Federal Highway. As a result, the C4 zoning district category allows for some
uses that are traditionally considered incompatible when contiguous to, or a part of, residential
communities.
Land Use
There are only two land use designations in Area II, which are shown in Table 3.6.
Existing land use in Area II is commercial along the entire length of Federal Highway. East of_
the commercial strip is residential land. These properties have a land use designation of mixed
use, but are zoned residentially at densities of 5.8, 7.26 and 10.8 dwelling units per acre.
Some residential lots appear to be non-conforming with regard to minimum size and width.
Many of the houses are in need of maintenance. Overall, the land appears to be underutilized,
and the neighborhood in need of code enforcement.
Table 3.6.--Area II Existing Land Use Designations
Abbreviation
Land Use Designation
Density Allowed
MX Mixed Use 40 du,/ac
GC General Commercial(~)
(~)Also designated mixed use if use and development meet specified requirements
Source: City of Boynton Beach, FL, "Comprehensive Plan Future Land
Use Map", updated June 18, 2000.
36
The ~:bmmercial land uses include vacant lots and auto related facilities such as car
rental, car wash, auto parts and repair; an adult entertainment establishment; a U-Haul rental
with outdoor storage and display; outdoor boat sales; offices; restaurants; and retail. The more
intense commercial uses that exist in Area II, such as the auto related facilities, outdoor
storage and display, and adult entertainment are incompatible with the surrounding residential
neighborhoods. Additionally, the marginal depth and overall size of many of the parcels,
particularly on the west side of Federal Highway, do not allow for adequate landscaping,
parking and buffering. Additionally, many structures are situated on or near the Federal
Highway right of way line.
In addition to the commercial and residential uses, there is an Elks club located on the
east side of Federal Highway. Beyond this, however, no other similar types of uses,
community uses, public facilities, or open spaces were noted in Area II.
Land uses at the intersection of Martin Luther King Avenue and Federal Highway are
very low scale retail uses. These include a vacant structure, vertical blinds shop, seafood
market and a barbeque.
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PLANNING AREA III
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Federal Highway
Corridor Redevelopment Study
Planning Area III
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Miles
FedeX'al Highway Corridor Redevelopment Study
Planning Area Iii
Zoning
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Date: March 30, 2001
Plannin~ Area III
Overview
Planning Area III contains the heart of downtown Boynton Beach, and includes the
original Community Redevelopment Area. A line extended from the north edge of Mangrove
Nature Park forms the north boundary of the planning area. The eastern city limits, which is
roughly in the centerline of the Intracoastal Waterway channel forms the east edge. The south
edge of Area III is formed by SE 2nd Avenue. The western boundary is the FEC railway.
Street Layout and Circulation
The street pattern in Area III is a downtown grid with access to Federal Highway from
both the east and west sides of the roadway. This planning area has two signalized
intersections on Federal Highway, which are at Boynton Beach Boulevard and Ocean
Avenue. These two intersections are 1,056 feet apart, which is 20 percent short of the spacing
desired by FDOT. Typically, FDOT desires a minimum of 1,320 feet between intersections.
These two intersections provide full median openings. The balance of the median openings
are directional, meaning that only limited turning movements are allowed, and vary in
separation. Driveway access in this area varies in distance separation. Accident reports for the
year 2000 show that 115 incidents, or 15 percent of all accidents on Federal Highway, ~vere
concentrated in this planning area, specifically in the 200 and 300 blocks just north of
Boynton Beach Boulevard.
42
Boynt'on Beach Boulevard provides direct access to Interstate 95 from Federal
Highway and, as such, should be considered a node of activity. Boynton Beach Boulevard, as
a major right of way, terminates at Federal Highway. Ocean Avenue, which is just to the
south, carries traffic across the Intracoastal Waterway to the Atlantic Ocean beaches and,
therefore, should also be considered a major node of activity. The Ocean Avenue bridge has
recently been rebuilt with enhanced architectural features.
The FEC railway does not have a significant impact in this planning area as it does in
the two planning areas to the north. On the northernmost end of Area III, land between the
railway and Federal Highway is approximately 200 feet deep. Land between the FEC and
Federal Highway continues to gain depth throughout the balance of the corridor. On the
southern edge of Area III, there is more than an estimated 400 feet between the two-
transportation corridors. FEC crossings are frequent in Area III, which provide ready access to
the Federal Highway Corridor for land to the west.
Zoning
Approximately nine lots spanning across NE 4th Avenue contiguous to the railway are
zoned for heavy commercial uses. Beyond that, however, the balance of land within Area III
is zoned Central Business District. Table 3.7 shows the zoning districts that exist in Area III.
Table 3.7.--Area III Existing Zoning Designations
Abbreviation Zoning District Density
CBD
C4
Central Business District
Commercial, General
Source: City of Boynton Beach, FL, "Official Zoning Map", updated Jan. 2000.
43
The ~BD zoning district is intended to provide a focal point in the community that
integrates a variety of office, retail and residential uses. The district standards, densities and
intensities are designed to create a synergy between permitted uses and to create a critical
mass of upscale development that establishes a pedestrian environment and promotes the local
economy.
Land Use
The land use designation in Area III is depicted in Table 3.8. The land use
designations and the existing uses are not inconsistent. The northeast portion of this planning
area has a special conservation overlay district. This is the Man~ove Nature Park that is a
natural preserve containing scenic boardwalks that lead out to the Intracoastal Waterway.
Table 3.8.--Area III Existing Land Use Designations
Abbreviation
Land Use Designation
Density Allowed
GC
Mixed Use(~)
General Commercial(2)
(~) A portion also designated conservation overlay
(2)Also designated mixed use if use and development meet specified requirements
Source: City of Boynton Beach, FL, "Comprehensive Plan Future Land
Use Map", updated June 18, 2000.
The northernmost portion of Area III contains a propane gas outlet and a large
Goodyear facility on the west side between Federal Highway the FEC right of way; uses
similar to those in Area II as they are suggestive of heavy commercial uses. Other uses on the
north end, however, include Iow scale community serving retail and businesses.
44
The intersection of Boynton Beach Boulevard and Federal Highway contains
commercial uses. An Eckerd drugstore is under construction on the northwest comer. The
southwest comer features a gas station. The northeast comer contains Boynton Plaza, which is
small scale strip shopping plaza in moderate condition with front-field parking. Construction
of a stormwater retention pond has recently been completed. The pond is located between the
mangrove park and the existing shopping center. Immediately north is St. Marks Church and
school facility. The southeast comer of the intersection contains a very Iow scale motel.
Land along Federal Highway and Ocean Avenue is in a variety of uses and appears to
be under utilized, particularly when considered in conjunction with the Central Business
District zoning that is in place. Along the west side of Federal Highway, between the gas
station at the comer of Boynton Beach Boulevard and Ocean Avenue, there is a large vacant
lot that is designated for parking for the church that is immediately to the south. Veteran's
Park is also located in this area. The church, in addition to the parking lot, also has extensive
parking behind the building. Across Federal Highway is the remote drive in facility for Bank
of America and, to the south of that, the main building for the bank. Other uses south of this
area include retail and office.
Along Ocean Avenue on the east side of Federal Highway, there is a marginal, one
story strip retail development. The north side of Ocean Avenue in this area is contiguous to
the Intracoastal Waterway and the uses are marine oriented that include charter fishing and
diving businesses, and two successful waterfront restaurants. A mixed use development
project with a marina has been approved and is scheduled to begin construction in the near
future. The marina portion is nearing completion. Construction of the mixed use portion,
45
which will feature restaurants and retail on the ground floor with residential units above, has
been delayed several times because of various issues, but is anticipated to commence in the
near future. The west side of Ocean Avenue has been ne~vly renovated and enhanced with
streetscape elements. This block-long area features small scale retail and restaurants in a
pedestrian environment.
The intersection of Ocean Avenue and Federal Highway, which is another major node,
is low scale development, which is emphasized by the width of Federal Highway. The
intersection contains retail and office uses, except for the northeast comer which has a bank
building. Note that the drive in for the bank building is located between the main building and
the motel that is in the southeast comer of Boynton Beach Boulevard and Federal Highway.
Recommendations for planning Area III were included in the original CRA plan, and
then subsequently contained in the Boynton Beach 20/20 Redevelopment Master Plan that
was finalized in September 1998. The original CRA plan envisioned further development
specifically of the area between Boynton Beach Boulevard and Ocean Avenue. The CRA plan
suggested the following in this area:
A waterfront public park/specialty retail/residential project that occupies the northeast
comer of the Boynton Beach Boulevard and Federal Highway intersection, replacing the
existing strip shopping center;
A hotel project that would overlook the waterfront amenities; both the marina and the
mangrove park; and,
A marina project that would include specialty retail shops and more restaurants.
46
The waterfront projects would bring population into the downtown area to support the
desired retail and restaurants. The hotel project would serve a similar purpose, as well as
capture the City's share of the tourism industry. Note that the CRA plan conducted a market
study and concluded that the area would support a hotel. The marina project would not only
bring population to the downtown, but would also enhance the water orientation of this area,
which is a valuable asset. Parking for these suggested developments was not directly
addressed, other than to note that it would have to be carefully coordinated. The CRA plan
also envisioned a pedestrian environment along the west side of Federal Highway, as well as
along Boynton Beach Boulevard and Ocean Avenue. All of these recommendations were
made, however, predicated on the completion of the Boynton Beach Boulevard Bridge that
FDOT had planned to construct across the ICW. The bridge was not constructed, and the
existing Ocean Avenue bridge will remain in place.
The Boynton Beach 20/20 Redevelopment Plan that was completed in 1998 also
contained recommendations for this immediate portion of planning Area III. The 20/20 Plan,
like the CRA plan, envisioned a waterfront plaza and overall redevelopment of the northeast
comer of the Boynton Beach Boulevard and Federal Highway intersection. It also called for a
pedestrian environment along Federal Highway, recommending building placement near the
property line. Retail uses were envisioned along both sides of Federal Highway, with
pedestrian access placed mid-block. The 20/20 Plan did not discuss a specific mixed-use
marina project, and did not consider the hotel concept recommended in the CRA plan, but did
address parking. The 20/20 Plan noted that parking to serve the proposed retail uses would be
critical in attracting people downtown, particularly during the initial phases of operation. As a
result, the 20/20 Plan proposed parking in the northeast comer of Federal Highway and Ocean
47
Avenue, behihd the buildings that have street frontage. This parking was proposed to serve
the commercial uses that would be located on both the east and west sides of Federal
Highway.
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PLANNING AREA IV
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Federal Highway
Corridor Redevelopment Study
_SE_2ndAve_
Planning Area IV
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Federal Highway Corridor Redevelopment Stud~
Planning Area IV
Zoning
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Date: March 30, 2001
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Plan Area IV
Future Land Use
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City Boundary
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Date: IVlarch 30. 2001
planning Area IV
Overview
The north boundary of Planning Area IV is S.E 2nd Avenue. The eastern edge is the
municipal boundary, which is roughly the centerline of the Intracoastal Waterway. The
southern edge of Area IV is approximately an extension of SE 13th Avenue. The western edge
of the corridor in this area is the FEC railway. In this portion of the corridor, Federal Highway
is in the middle of the study area.
Street Layout and Circulation
The street system and circulation on the west side of Federal Highway is a traditional
grid pattern In contrast, land on the east side of Federal Highway is representative of newer
development. Streets are curvilinear and serve only the development in which they are
located, providing no interparcel access.
Planning Area IV contains no signalized intersections. There are only two streets that
intersect with Federal Highway that also provide crossing to the west at the FEC railway.
These two streets are SE 5th Avenue and SE 12th Avenue. While these two streets intersect
with Federal Highway, there are no median openings at these intersections. There is, however,
a median opening at SE 10th Avenue.
Zoning
The zoning distr/cts in Area IV are var/ed, and accommodate single family and
multifamily development, as well as office, commercial and recreational uses. The zoning
distr/cts that are present are shown in Table 3.9.
53
Table 3.9.--,41~ea IV Existing Zoning Designations
Abbreviation Zoning District Density
RIAA
R2
PO
OC
C3
REC
Residential, Single Family
Residential, Duplex
Residential, Multi-family
Commercial, Office
Commercial, Community
Recreation
5.40 du/ac net
9.60 du/ac
10.80 du/ac
Source: City of Boynton Beach, FL, "Official Zoning Map", updated Jan. 2000.
The existing uses are not inconsistent with the uses permitted in the various zoning
categories. The Coastal Management Element of the Comprehensive Plan, however, noted
that there were four developments that had densities that exceed those allowed by zoning.
These are the Sterling Village condominiums and three other contiguous developments. The
first was noted as having a density of 30 units per acre; the next of 18 units per acre; the third
of 20.3 units per acre; and 18.6 units per acre at Sterling Village. The maximttm allowable
density under the existing zoning is 10.8 dwelling units per acre.
Land Use
The land use designations present in Area IV are shown in Table 3.10, which is
included on the following page. Existing uses and land use plan uses are not inconsistent,
although several developments have densities greater than other~vise permitted.
Existing land uses in Area IV are mixed. The northeast quadrant of this planning area
is occupied predominantly by Sterling Village, which is a garden-style multifamily
condominium development. Field inspection of Sterling Village indicated that many of the
units are seasonally occupied, and occupants are largely age 55 and older. South of this is
Boynton Isles. This development is single family detached community that has a water
54
orientation. Contiguous to the east side of Federal Highway on the southern end of the
planning area is a pocket of commercial development that includes the Women's Club, office
uses of which one or more is vacant, and a restaurant.
Table 3.10.--Area IV Existing Land Use Designations
Abbreviation Land Use Designation
Density Allowed
LDR
MeDR:
HDR
LRC
R
Low Density Residential.
Medium Density Residential
High Density Residential
Local Retail
Recreational
4.84 du./ac
9.68 dudac
10.80 du/ac
Source: City of Boynton Beach, FL, "Comprehensive Plan Future Land
Use Map", updated June 18, 2000.
The west side of the Federal Highway in Area IV is commercial. Uses are
uncoordinated and unrelated. These include several banks; a restaurant; several fast food
establishments; a church located in a defunct shopping center; personal services; and, several
vacant parcels. The overall impression of this portion of the planning area is marginal and in a
state of decline.
The aforementioned commercial uses on the west side of Federal Highway wrap
around an area of residential duplex development. This small community is surrounded on the
east, south and a portion of the west by commercially zoned land. The balance of the west
side of' the residential area is contiguous to the FEC railway. Pence Park, which is a public
recreational facility, is to the north of this community.
55
PLANNING AREA V
Federal Highway
Corridor Redevelopment Study
t
Planning Area V
/,4~/Planning Area V
City Boundary
·, ' Railroad
Roads
Parcels
Water
1000
0
Atlantic
Ocean
tOO0
2OOO Feet
Federal Highway Corridor Redevelopment Study
Plan Area V
Future Land Use
Atlantic
Ocean
/. ,~./. Ranning Area V
/,,f Roads
.... Parcels
-- Water
0.2
N
0 0.2 0.4 Mile
I1'
D~te: M~rch 30, 2001
Federal Highway Corrid0r-Redev~/Oprn~-ntstudy
Plannin9 Area
Zoning
Planning Area I
City Boundary
Roads
Parcels
0.2 0 0.2 0.4 Mil~
Date: March 30, 2001
N
Plannine Area V
Overview
The southernmost planning area, Area V, occupies the balance of the Federal Highway
Corridor from the southern edge of Area IV south to the municipal limits. The centerline of
the Intracoastal Waterway forms the eastern edge of the planning area, and the FEC railway is
the western boundary. The southernmost 3,600 feet or so of Area V contains numerous
parcels of land that are not within the City of Boynton Beach. Additionally, a significant part
of the east side of Federal Highway is not within the City.
Street Layout and Circulation
With the exception of multifamily residential development located on the west side of
Federal Highway around SE 21st Avenue that has grid pattern, the street layout in this
planning area can be described as curvilinear. Streets were designed to serve only the
immediate development in which they are located, and not to provide interparcel access.
Planning Area V has two signalized intersections on Federal Highway, which are at
Woolbright Road and at SE 23rd Street. These two intersections provide full median openings.
Additionally, these are the only two east-west streets that provide access to the west across the
FEC railway right of way. The balance of the median openings are directional and vary in
separation. Driveway access in this area varies in distance separation. Accident reports for the
year 2000 show that 187 incidents, or 30 percent of all accidents on Federal Highway, were
concentrated in this planning area, specifically in the 1500 and 1600 blocks, which is the
intersection of Woolbright Road. This intersection features large shopping centers on the
south corners and a signalized pedestrian crossing just south of the intersection.
60
The intersections of Woolbright Road and SE 23r'~ Street with Fede?al Highway are
important because of their size and the fact that they provide western access. As a result, these
should be considered major nodes.
Zonin~
A broad range of zoning categories exist in Area V, which are shown in Table 3.11.
Table 3.11--Area V Existing Zoning Designations
Abbreviation
Zoning District
Density
R1AA
R1
R3
C2
C3
C4
REC
Residential, Single Family
Residential, Single Family
Residential, Multi-family
Commercial, Neighborhood
Commercial, Community
Commercial, General
Recreation
5.40 du/ac net
7.26 dWac
10.80 du/ac
Source: City of Boynton Beach, FL, "Official Zoning Map", updated Jan. 2000.
The existing uses are not inconsistent with the uses permitted under the applicable
zoning districts. The Coastal Management Element of the Comprehensive Plan, however,
noted that there were five developments that had densities that exceed those allowed by
zoning. These existing densities were 27.7, 25.4, 32.2, 21 and 5.3 units per acre. The
maximum density permitted by the zoning district for the first four developments is 10.8 units
per acre. The fifth development has land use that allo~vs a maximum of 3 units per acre. As a
result, these residential communities are non-conforming uses.
61
Land Use
Land use designations in Area V are extremely var/ed. Table 3.12 depicts the existing
future land use designations.
Table 3.12--Area V Existing Land Use Designations
Abbreviation Land Use Designation Density Allowed
LDR
MoDR
MeDR
HDR
LRC
GC
R
Low Density Residential
Moderate Density Residential
Medium Density Residential
High Density Residential
Special High Density Residential
Local Retail
General Commercial
Recreational
4.84 du/ac
7.26 du/ac
9.68 du/ac
10.80 du/ac®
20.00 du/ac(2)
(~)This land use category also exists with Recreational designation
(2)Also designated conservation overlay district
Source: City of Boynton Beach, FL, "Comprehensive Plan Future Land
Use Map", updated June 18, 2000.
Area V contains not only a mix of land uses, but these uses are arranged with no
apparent logical order. Commencing on the northwest corner of Woolbright Road and Federal
Highway and then traveling south, uses include a lumberyard, which is a permitted use at this
site; a Publix shopping center; medical offices; assisted living facility; residential; gas station;
motels; and, miscellaneous free standing retail uses. In the southern portion, these uses appear
marginal, uncoordinated and in a state of decline.
The east side of Federal Highway at the southern end of Area V is not within the City
of Boynton Beach. Uses in this area, however, include outdoor storage and display of various
items such as statues, bird baths and similar ornamental items. The poor appearance of these
retail facilities detracts from the area. Continuing north on Federal Highway to the southern
62
city limits, ~/ses include multifamily units and Jaycee Park, which is a public, passive
recreation area with ICW orientation. North of that, there are more multifamily units, and then
a number of commercial sites that are either vacant, or developed but abandoned. Continuing
north, there is more multifamily and then various commercial uses that include fast food and a
Winn-Dixie shopping center that has a bank on the outparcel located at the comer of
Woolbright Road and Federal Highway. The northeast comer of Federal Highway has a gas
station, with residential units contiguous to the north side of the gas station parcel.
63
SECTION IV
MARKET ANALYSIS
Introduction
The Community Redevelopment Agency redevelopment plan that was adopted in
August 1984 recommended the development of a convention style hotel within the
Central Business District, which is also planning Area III in this analysis. Additionally,
both the CRA redevelopment plan and the Boynton Beach 20/20 Redevelopment Master
Plan suggested mixed use developments, to include retail, in the core downtown area.
Approximately 17 years has passed since the initial recommendation for a hotel,
additional retail space and office uses that was contained in the CRA plan. This section of
the Federal Highway Corridor Study, therefore, will review the hotel market at this time
as well as the market for mixed use retail to determine if prior recommendations are still
viable.
Hotel Market Analysis
The CRA plan adopted in 1984 examined conditions in what was identified as the
competing markets; the Lake Worth and Delray Beach downtown districts. The plan
noted that Boynton Beach's location between these two areas indicated that the City.
could expect to share in some of the advantages and disadvantages experienced by the
surrounding areas. The CRA redevelopment plan found that in 1984, the "least favorable
market indicator" was the number of hotel and motel units available. At that time,
Boynton Beach had 239 hotel and motel units combined, compared to 598 total units in
Delray Beach and 828 units in Lake Worth. While a breakdown of the number of units by
64
hotel or motel was not provided, the CRA plan stated that the units within Boynton Beach
were not only smaller in number, but provided in comparatively smaller facilities that
could not accommodate meetings or conferences. As a result, the plan indicated that
Boynton Beach was likely not capturing the full economic benefits of the convention and
tour/sm industry.
Almost 17 years has transpired since the recommendation to take advantage of
this market segment through siting of a convention type hotel in the core downtown area.
As a result, a review of current market conditions is warranted to determine if the
recommendation for placement ora hotel is still a valid land use consideration.
The data contained in Table 4.1 on the following page provide information
concerning hotel and hotel units within both the County and the regional market area,
which includes not only Delray Beach and Lake Worth as included in the original CRA
plan, but also Manalapan that is .just north of Boynton Beach. A convention style Ritz-
Carlton hotel has been constructed in Manalapan since completion of the CRA plan and,
therefore, must be included in the regional market area. Note that only hotels are
examined is this analysis, and not motels since they do not provide convention or banquet
facilities, or other "full service" amenities found in hotels. The classification to determine
whether a facility is a hotel or motel has been taken from the Florida Department of
Business and Professional Regulation Division of Hotels and Restaurants Master Listing
of Accounts prepared January 8, 2001. The State determines whether a facility is a hotel,
which is classified as 02, or is a motel, which is classified as 03.
The first half of Table 4.1 compares the number of hotel facilities in the City of
Boynton Beach to those in all of Palm Beach County. Boynton Beach has approximately
65
6.2 percent 'of all hotels in the County, compared to neighboring Delray Beach and Lake
Worth, each of which have 4.6 percent of all hotels in the County. The Ritz-Carlton in
Manalapan constitutes 1.5 percent of all hotels in Palm Beach. Similarly, Boynton Beach
has 4 hotels that constitute 36.4 percent of all hotels in the market region, compared to
27.3 percent each for Delray Beach and Lake Worth, which each have 3 of the 11 hotels
in the market region. Manalapan's hotel represents 9.1 percent of the hotels in the market
region.
The data were then examined to compare hotels that had 100 rooms or more,
since that would be the very minimum number desired to support banquet or conference
facilities. These data show that Boynton Beach has 3 hotels with 100 or more rooms,
compared to the County that has a total of 43 hotels with 100 or more rooms, which
equates to Boynton Beach having 7 percent of all hotels with 100 or more rooms in Palm
Beach County. This compares to Delray Beach that has 4.7 percent of the hotels with an
excess of 100 rooms. Lake Worth and Manalapan each have only 2.3 percent of the
hotels with more than 100 rooms. Similarly, Boynton Beach has a greater percentage of
the market region's hotels with 100 rooms or more. The City has three such hotels which
represents almost 43 percent of the hotels in the market region. It should be noted,
however, that one of these is a Holiday Inn Express located proximate to Interstate 95.
Although the hotel does provide meeting rooms, it is of minimal size featuring only 100
rooms, and is not representative of typical conference resort hotels. A second hotel in
Boynton Beach is the Holiday Inn - Catalina on North Congress Avenue, which has been
reported to Boynton Beach Planning staff as maintaining a high occupancy rate due to
flight cre~vs from Palm Beach International Airport. As a result, the higher percentage of
67
hotels with'greater than i00 rooms in Boynton Beach may be diminished because of
these two unique circumstances. Further, a review of the number hotels with 100 rooms
or more in the regional market shows that each of the competing areas --- Delray Beach,
Lake Worth and Manalapan --- have one water oriented hotel facility with conference or
meeting room space. The City of Boynton Beach, however, has no such facility.
The second portion of Table 4.1 examines the number of units available, rather
than the number of hotel facilities. Palm Beach County has a total of 10,063 hotel units.
The data in Table 4.1 show that Boynton Beach is competitive with Delray Beach.
Boynton Beach has 740 hotel units for 7.4 percent of all units in Palm Beach County,
while Delray Beach has 790 hotel units for a total of just under 8 percent of all units
countywide. Lake Worth has a total of 255 units and Manalapan 270 units, xvhich is equal
to 2.5 percent and 2.7 percent of all hotel units in the County, respectively. Similarly,
Boynton Beach and Delray Beach are competitive with each other on a regional level,
with Boynton Beach maintaining 36 percent of all hotel units within the region, while
Delray Beach has 38.4 percent. Boynton Beach and Delray Beach each have slightly
more than 4 percent of the units countywide that are located in hotels that have 100 units
or more, as well as roughly the same percentage of similar units compared on a regional
basis. Once again, however, Boynton Beach has no units in a conference sized hotel with
a water orientation, while Delray Beach enjoys almost 41 percent of such units; Lake
Worth 16.7 percent of similar units; and, Manalapan more than 42 percent of the region's
units in conference sized hotel facilities. The hotel in Delray Beach with a water
orientation is the Marriott Delray Beach located on North Ocean Boulevard with 260
units. The similar hotel in Lake Worth is the Gulfstream Hotel located on the west side of
68
the Intraco~stal Waterway. This hotel features only 106 rooms and is a minimal
conference hotel. It has a total of 2 meeting rooms that seat only 5 to 12 people, and a
total of 2 banquet rooms that accommodate a maximum of 50 to 100 people. The third
regional hotel is the Ritz-Carlton in Manalapan that has full meeting and conferencing
facilities, and features 270 rooms with a water orientation.
This analysis examined existing market conditions in the County, as well as in the
competitive market region as initially examined in the original CRA plan and expanded
to account for the newer development in Manalapan. The results indicate that there is still
a market niche for a conference-sized hotel with a water orientation within the City of
Boynton Beach. While the CRA plan suggested a hotel with 100 to 200 rooms, it is
recommended that the City of Boynton Beach consider a hotel that approaches or slightly
exceeds the upper end of this size to be competitive with the Marriott in Delray Beach
that has 260 rooms and the Ritz-Carlton in Manalapan that has 270 rooms.
According to the Palm Beach Property Appraiser's office, the Delray Beach hotel
is situated on approximately 4.5 acres, which equates to an estimated 754 square feet per
hotel room. The Manalapan resort site is approximately 6.8 acres including its extensive
pool, patio and deck areas, which equate to 1,097 square feet per hotel room. These data
indicate that the City of Boynton Beach should consider a redevelopment site for a hotel
that ranges between 3.5 acres and 5 acres to accommodate a convention type hotel that
has 200 rooms.
Retail Market Analysis
In addition to recommending a convention type hotel, the original CRA plan
suggested mixed uses to include retail and office. Specifically, the CRa plan suggested
69
an additional 50,000 square feet of retail, including restaurants, and an additional 20,000
to 30,000 square feet of office use. The Boynton Beach 20/20 Redevelopment Plan
provided similar recommendations with regard to uses, although it did not specify a target
square footage of additional uses.
In recommending additional non-residential uses in the downtown area, the CRA
plan considered population distribution in the regional market that includes Boynton
Beach, Delray Beach and Lake Worth, as well as income and homeownership as an
indicator of market stability. Since the CRA plan was prepared almost 17 years ago,
however, a reexamination of market projections is warranted. The Planning Division of
Palm Beach County completed a "Commercial Needs Assessment Report", revised
through December 1999, that examined office and retail demand projected in the year
2015. The study focused on portions of Palm Beach that are west of the subject study
area, but considered supply and demand for retail and office throughout all of Palm
Beach County. The Needs Assessment utilized smaller planning sectors that are used by
the Metropolitan Planning Organization (MPO). While the focus of the analysis was on
areas west of the Federal Highway Corr/dor, the Needs Assessment considered all of
Palm Beach County to take into account mobility, travel pat-terns and relationships
between the various smaller planning sectors that were utilized.
The Federal Highway Corridor is .not isolated within a sing'ular smaller planning
sector. Further, issues such as future population distribution and mobility ~eatly affect
the demand and specific location for retail and office. As a result, the data contained in
the Needs Assessment study were examined at several different levels to determine future
supply and demand for office and retail.
70
A reduced regional market area was considered, which extended from Interstate
95 east to the Atlantic Ocean, north to a line south of Forest Hill Boulevard, and south to
a line that is north of Clint Moore Road. This is a narrowly defined area that encompasses
MPO planning sectors 43 and 53, and is referred to as the reduced regional market. The
second area that was examined included the first area, but extended more westerly to
Florida's Turnpike. This second area includes MPO planning sectors 42 and 43, which
are north of Boynton Beach Boulevard, as well as 52 and 53 that are roughly south of
Boynton Beach Boulevard. As a result, the core downtown of Boynton Beach lies
approximately halfway between these northern and southern planning areas. Referred to
as the expanded regional market, this area takes into account personal mobility within the
general vicinity. The data for the third planning area that were considered included all of
Palm Beach County, which provides for regional mobility.
The supply and demand data for offices uses in the year 2015 for these three areas
was taken from the "Commercial Needs Assessment Report". This information is
summarized in Table 4.2, which is on the following page.
These data for the reduced regional market indicate that in the year 2015, there
will be a surplus of retail space totaling approximately 317,700 square feet. At the same
time, however, these data indicate that there will be a deficit of office space in this area
that totals more than 1.9 million square feet.
The retail demand that was calculated throughout the Needs Assessment analysis
is based upon population within a give sector. A predetermined square footage of retail
per capita was used for neighborhood, community and regional retail facilities within a
given MPO planning sector to determine the amount of total square footage that would be
71
Table 4.2.--.Retail and Office Supply and Demand in the Reduced
Regional Market, 2015
Use Supply Demand Difference
Total Retail
Total Office
7,427,470 sq. ft.
3,545,999 sq. ft.
7,109,743 sq. ft.
5,534,773 sq. ft.
317,727 sq. ft.
(1,988,774) sq. ft.
Retail
Sector 43 2,531,334 sq. ft. 3,807,506 sq. ft. (1,276,172) sq. ft.
Sector 53 4,896,136 sq. ft. 3,302,237 sq. ft. 1,593,899 sq. ft.
Office
Sector 43 883,133 sq. ft. 2,960,181 sq. ft. (2,077,048) sq. ft.
Sector 53 2,662,866 sq. ft. 2,574,592 sq. ft. 88,274 sq. ft.
Note: Parenthetical numbers indicate future deficit or need for the stated use
Source: Palm Beach County, FL, Planning Division, Commercial Needs Assessment
Report, revised December 1999.
needed. The projected population within a planning sector, therefore, determined the
amount of retail that the given sector could support. The methodology, however, does not
take into account mobility and transportation routes. As a result, it would not be
appropriate to consider the data contained in Table 4.2 as a definitive analysis of need
within a specific sector.
Similarly, office space demand was calculated with a formula that also involved
planning sector population. The methodology utilized was predicated on a predetermined
ratio of 253 employees for each 1,000 people. The sector population was, therefore,
divided by 1,000 and then multiplied by 253 to determine the number of employees
within a sector. That result was then multiplied by 200 square feet of office, which is,
according the study, the amount of office space per employee in an average, new
suburban office. The resulting number was the estimate of the amount of square feet of
office space required for the population within a given sector. As with retail uses,
72
however, this methodology does not take into account issues such as mobility, and
transportation routes.
The second analysis of the data included a review of the expanded regional
market. This analysis assumes that there is the potential for mobility of population within
the larger region, but not necessar/ly throughout the entire county. Table 4.3 shows the
results of the supply and demand in the year 2015 in the expanded region.
Table 4.3.-- Retail and Office Supply and Demand in the Expanded
Regional Market, 2015
Use Supply Demand Difference
Total Retail
Total Office
23,723,756 sq. ft.
14,409,857 sq. ft.
29,009,181 sq. ft.
22,751,140 sq. ft.
Retail
Sector 42 8,115,938 sq. ft. 12,250,989 sq. ft.
Sector 43 2,531,334 sq. ft. 3,807,506 sq. ft.
Sector 52 8,180,348 sq. ft. 9,648,449 sq. ft.
Sector 53 4,896,136 sq. ft. 3,302,237 sq. ft.
Office
Sector 42 6,285,127 sq. ft. 9,634,393 sq. ft.
Sector 43 883,133 sq. ft. 2,960,181 sq. ft.
Sector 52 4,578,731 sq. ft. 7,581,974 sq. ft.
Sector 53 2,662,866 sq. ft. 2,574,592 sq. ft.
(5,285,425) sq. ft.
(8,341,283) sq. ft.
(4,135,051) sq. ft.
(1,276,172) sq. ft.
(1,468,101) sq. ft.
1,593,899 sq. ft.
(3,349,266) sq. ft.
(2,077,048) sq. ft.
(3,003,243) sq. ft.
88,274 sq. ft.
Note: Parenthetical numbers indicate future deficit or need for the stated use
Source: Palm Beach County, FL, Planning Division, Commercial Needs Assessment
Report, revised December 1999.
The data in Table 4.3 examine the expanded regional market, and indicate a
deficit or need for both additional retail and office space in the year 2015. The data for
the expanded area indicates a need for almost 5.3 million square feet of additional retail
space, and more than 8.3 million square feet of office space.
73
In comparing the data contained in Table 4.2 and Table 4.3, it becomes apparent
that the difference in the projected deficit is a result of a projection of greater population,
bearing in mind that demand for both types of uses is predicated on the population within
a given MPO planning sector. The additional population is projected west of Interstate 95
and results in a very dramatic increase in both retail and office demand within the
expanded regional market. Note that these numbers do not take into account any increase
in population east of Interstate 95 that could occur as a result of redevelopment but not
anticipated at the time that the population projections were prepared.
The third area analyzed was the entire area of Palm Beach County. Overall, the
Needs Assessment found that there would be a deficit of retail totaling approximately
1.35 million square feet in the year 2015. At the same time, however, the analysis
determined that there would be a surplus of office space of approximately 14.7 million
square feet. This gross number assumes, however, an ability and willingness to traverse
all of Palm Beach County for both retail and office needs. This includes retail needs that
would otherwise be met on a reduced regional level. As a result, these data suggest that
there may be a need to examine the distribution of these non-residential uses, but they do
not necessarily suggest an adjustment to the square footage of either retail or office uses.
The Commercial Needs Assessment merits consideration as an important tool for
analyzing the demand of non-residential land uses in Palm Beach in order to determine if
there will be a reasonable balance of competing land uses in the future. This can assist
county planners in assessing requests for land use amendments as well as determining if
the general distribution of land use designations will meet future needs. On a more area
specific basis, however, the study may not be the appropriate tool to determine the exact
74
square footage of retail and office uses. The analysis is a useful guide, however, in that it
provides an indication of need by region. Note that the report stated that other
considerations such as reduced density in the far west and a movement toward infill
development in the east will play an important role in determining where non-resident/al
uses wilt ultimately locate.
In summary, the expanded regional analysis of market demand for retail and
office space in the year 2015 appears to be the most balanced approach to determining
future need. This approach allows for some mobility of population but does not make an
assumption that the entire population will traverse the County. In effect, examining the
expanded regional market assumes that individuals will travel some distance outside of
their immediate community, but not necessarily travel long distances for retail and
employment on a regular basis.
The result of the data analysis for future retail and office demand indicates that
the population growth and employment in the general region of the core downtown area
of Boynton Beach will support additional retail and office uses in the downtown area.
While the data from the Needs Assessment analysis indicates a definitive square footage
of retail and office uses, it is recommended that these numbers be viewed as indicators of
deficit or surplus and not be relied upon as a definitive area of development because of
variables that cannot be expressly quantified. These would include, for example,
variations in population growth and population mobility. Nevertheless, the Needs
Assessment analysis shows that a demand for commercial and office will exist. The exact
square footage of commercial and office space that is constructed will be determined by
land availability and market demand.
75
SECTION V
ISSUES AND OPPORTUNITIES:
REDEVELOPMENT STRATEGIES
General Description
Current development patterns and land uses within the entire Federal Highway
Corridor present challenges and opportunities for development and redevelopment that
provide the framework for an overall approach to redevelopment strategies. The original
CRA plan adopted in 1984 and the Boynton Beach 20/20 Redevelopment Plan that was
finalized in 1998 both identified the Central Business District, which is planning Area III,
as the primary focus of activity, although each of those plans recommended somewhat
differing approaches to development or redevelopment.
Existing and planned development, and current or recently completed
improvements in Area III continue to emphasize the importance of this planning area as
the focus of activity, with the four remaining planning areas serving to create a functional
and orderly hierarchy of development that will enhance the success of the core
downtown. Broadly, Areas II and IV, which are contiguous to the north and south edges
of the downtown, respectively, are the gateways to downtown. These planning areas
should contain mixed use residential and non-residential developments of lesser intensity
than the downtown, with commercial uses that serve the surrounding neighborhoods.
Areas I and V, which are the northernmost and southernmost areas, are the entrances to
the City of Boynton Beach. These areas should invite residential uses at intensities that
will provide additional population base to assist in sustaining the Central Business
76
District. Land uses, development intensities and standards should emphasize this gradual
transition into the core downtown.
To undertake this approach to development and redevelopment within the Federal
Highway Corridor Community Redevelopment Area, the issues and opportunities
identified through the analysis of existing conditions are evaluated to formulate general
redevelopment strategies. Because Area III is the focal point within the Federal Highway
Corridor, it will be addressed first, followed by consideration of Areas II and IV that
flank the downtown, and then by the outer edges of the Corridor that are defined by Area
I and Area V.
The Downtown: Area III
Both the original CRA Plan and the 20/20 Redevelopment Plan provide elements
that merit consideration and implementation in one, unified approach. Both plans called
for a mixed use project to be located within the downtown redevelopment area. Similarly,
both plans recognized the need for such development to provide a node of activity in the
downtown; the importance of a pedestrian orientation; and, the importance of adequate
public parking. The 1984 CRA Plan also identified an opportunity to capture a share of
the tour/sm market by providing for a convention style hotel.
The water orientation of the downtown provides a unique opportunity for
pedestrian oriented, mixed use activity that could include residential uses as well as
destination office, retail and restaurants. The downtown is not only privileged to have the
Intracoastal Waterway on its east, but also to have the unique 500 block on Ocean
Avenue on the west side of Federal Highway, as well as potential points of
redevelopment and, hence, pedestrian interest, immediately to the west of the geographic
77
limits of the. Corridor. At the same time however, Federal Highway that forms the spine
of the Corridor is an arterial roadway that has the main purpose of moving vehicular
traffic north and south; not catering to pedestrian traffic moving east and west. Because
of these issues and opportunities, redevelopment approaches within Area III should focus
on several key elements to ensure success. Overall, these will establish a compactness
and critical mass of development and population to establish the downtown as a
destination area, and to ensure its success and long term viability. The general goal in
Area III is to create a pedestrian oriented destination. These following strategies will
assist in achieving this broad goal:
Establish a focal point. Attract a stabilizing focus of development, such as the
convention style hotel recommended in the 1984 CRA Plan, to locate east of Federal
Highway to take advantage of the water orientation. The analysis indicates that there
is a market opportunity for this use. The hotel will provide a focal node of activity;
an initial residential component to establish a population in the downtown; and, an
injection of economic activity for the CRA.
Encourage mixed use development. Continue to promote and encourage the mixed
use, marine oriented project to be located north of Ocean Avenue proximate to the
Intracoastal Waterway. The mixed use project, similar to a hotel, will provide
pedestrian activity in the downtown area and contribute toward a vibrant
atmosphere. Additionally, encourage residential components in development
projects to build a population base in the downtown.
Create a destination atmosphere. Permitted uses should be only those that are
destination types of uses, and not those that typically rely upon the capture of drive-
by traffic. Destination types of uses include, for example, personal services,
specialty retail, offices, full service restaurants and residential uses. Conversely,
vehicular oriented uses include, by way of example, vehicular related uses, fast food
restaurants and "drive-thru" facilities.
Require urban form. Create development standards in the downto~vn that require
intensity, bulk and building massing to establish the downtown area as a focal point.
Building height at heights greater than that allowed in the surrounding areas should
be encouraged.
78
Encoui-age public activity in all of downtown. Provide public parking in a
centralized area within the downtown. It is very important that the parking is located
on the west side of Federal Highway to allow pedestrians the opportunitY to explore
points of interest west of the parking, as well as to cross Federal Highway to explore
areas of activity on the east side proximate to the ICW. Because Federal Highway
serves as a physical and psychological barrier, pedestrians that initiate their visit to
downtown by parking on the east side of the highway will not cross it to explore
areas of interest to the west.
Define pedestrian spaces. Require reduced building setbacks to better define
pedestrian spaces. Specifically, parking lots located between the use and the public
rights of way should be discouraged or prohibited.
Create a safe pedestrian environment. Require development that fronts along
Federal Highway to be designed in a manner that discourages mid-block crossings
by pedestrians, and emphasizes the comers as important nodes of activity.
Establish an aesthetically pleasing identity. Create an aesthetic identity for the
downtown through the development, use and rhythmic placement of public street
furnishings; lighting, and other types of enrichments, as well as creation and
implementation of development design criteria that address architectare, colors and
signage in addition to general development standards.
The Gateways to Downtown: Areas II and IV
These two planning areas are the front doors to the downtown core area; the
gateway neighborhoods. As such, they will serve two broad functions. First, their
appearance must convey their important role as gateways to downtown. Currently,
however, many of the existing uses, and the appearance and placement of development
features do not create the desired appearance of gateway neighborhoods. Additionally,
many of the existing types of commercial uses do not promote a sense of neighborhood.
Rather, they cater to drive-by traffic on Federal Highway. Second, these planning areas
must provide sufficient housing opportunities to build the critical mass of population
necessary for a successful downtown area. The general goal is to create identifiable
communities that provide the gateways to downtown. As a result, the following strategies
to accomplish this are as follows:
Establish a sense of community. Provide for mixed use development that is
predominantly residential, with non-residential components that serve the
immediate community. Non-residential uses should be neighborhood serving in
nature, as opposed to those uses that are heavy commercial uses, those that are
automobile oriented, or those that are generally not considered to be neighborhood
oriented.
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Protect community character. Establish standards to protect the character of the
residential community that could be affected by the development of multiple,
similar types of non-residential uses. This Mil encourage a diversity 'of
nonresidential, neighborhood-serving establishments.
Require a transition to the downtown urban form. Create development standards
in the gateway communities that establish a logical transition to the downtown.
Building scale, massing and placement should be less intense than that of the central
business district, but greater than surrounding areas.
Provide for a variety of adequate housing. Establish intensity standards that allow
for a variety of housing styles and types at intensities that will assist in supporting
the downtown area and general economic expansion.
Require compatibility between uses. Create development standards that provide
for adequate setbacks and buffeting between residential and non-residential uses to
protect the residential neighborhoods.
Enhance the visual appearance of the community Ensure that uses or land
development regulations provide adequate safeguards to protect the visual
appearance of the community.
The Entrances to the City: Plannine Areas I and V
Planning Areas I and V have the pivotal role of being the entrances to the City of
Boynton Beach. As such, it is important that these two planning areas provide an
aesthetically pleasing appearance; a good first impression. Additionally, while Areas I
and V contain commercial uses, the impression is one of residential character. The
overall goal, therefore, for these two planning areas is to provide a strong residential base
that is aesthetically inviting. Many of the strategies for these two areas are similar to
those of adjacent planning areas, with a notable exception concerning a lesser intensity of
use. The following strategies will further the overall redevelopment goal:
Encourage a variety of housing. Develop intensity standards that allow for a
var/ety of housing styles and types at intensities that will assist in supporting the
downtown area and general economic expansion.
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Protect community character. Establish standards to protect the character of the
residential community that could be affected by the development of multiple,
similar types of uses. This will encourage a diversity of non.residential, uses.
Additionally, non-residential uses should be community serving in nature, as
opposed to those uses that are heavy commercial uses, those that are automobile
oriented, or those that are generally not considered to be neighborhood oriented.
Require a transition to the adjacent gateway neighborhoods. Create
development standards in the city entrance communities that establish a logical
transition to the gateway communities. Building scale, massing and placement
should be less intense than that of the adjacent planning areas, but substantial
enough to announce an arrival in the City.
Require compatibility between uses. Create development standards that provide
for adequate setbacks and buffering between residential and non-residential uses to
protect the residential neighborhoods.
Enhance the visual appearance of the community Ensure that uses or land
development regulations provide adequate safeguards to protect the visual
appearance of the community.
In addition to these strategies that are specific to the defined planning areas, the
following strategies are recommended for the entire Federal Highway Corridor
Community Redevelopment Area:
Provide consistency between existing uses and the zoning and land use map.
There are instances within the planning areas where zoning is not consistent with
land use, or where existing uses are not consistent with zoning requirements.
Regulations should be created and implemented to provide conformity.
Emphasize major activity nodes. Nodes of activity or transitions to other
neighborhoods, such as the major signalized intersections, should be emphasized
through mechanisms such as building placement, orientation and architectural
features.
Improve visual appearance with coordinated signage. Signs throughout the entire
corridor lack aesthetic appeal and continuity of style. Regulations can address these
issues.
Consider a public presence. The entire Federal Highway Corridor is devoid of any
public presence. Establishing a public building such as a library, fire station or
similar use could contribute to community stability by providing a landmark or
focus.
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SECTION VI
REDEVELOPMENT PROGRAMS AND PROJECTS
The programs and projects listed below will implement the redevelopment
strategies discussed in Section V. These programs and projects should be implemented to
eliminate or decrease the blighting,influences found in the Federal Highway Corridor
Redevelopment Area, as well as enhance the corridor's long term viability.
Comprehensive Plan Amendments
Recommendation 1: Amend the Comprehensive Plan text to create two
subcategories of land use within the land use plan designation of Mixed Use, amending
the current language as appropriate. The first category should be a Mixed Use-High (MU-
H) and the other a Mixed Use-Low (MU-L). The MU-H would apply to the core
downtown area, which is Planning Area III. The MU-L would apply to the gateway
communities, which are Planning Areas II and IV. The MU-L designation would be less
intense than the MU-H, with an emphasis on residential with neighborhood serving retail.
Purpose: This will establish the requisite legal basis for land use plan and code
amendments.
Recommendation 2: Amend the Future Land Use Plan Map to redesignate the
downtown, Area III, as Mixed Use-High, and to redesignate the gateway communities,
Areas II and IV, as Mixed Use-Low.
Purpose: This will establish the desired hierarchy of land uses leading into the
downtown area.
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New Development Standards
Recommendation 3: Create development standards for the MU-H district.
Specifically consider eliminating restrictions on density, but maintaining control of the
visual appearance of development. Creative, well planned development will be able to
provide additional residential units that will contribute positively to a vibrant and
successful downtown while meeting height limitations imposed by the Ci~.
According to the current provisions in the zoning code, height is restricted
throughout Boynton Beach to 45 feet with a maximum Central Business District density
of 40 units per acre and a conditional maximum height of 100 feet. Because of the very
compact area of the downtown in combination with the desire to make the downtown a
clear focal point in the community, this intensity of development is not sufficient to
achieve the desired goals for downtown development and redevelopment.
As a result, the City should not include a density maximum in the future MU-H,
which is the recommended designation for Area III, and increase the maximum height in
Area III from I00 feet to 150 feet. This will create a more prominent visual focal point
and establish the desirable level of activity in the downtown area. Additionally, consider
eliminating the following uses that may otherwise be permitted or conditionally permitted
in the cUrrent CBD zoning category:
Auction houses
Bus terminals
Drive-thru facilities
Funeral homes
Motels (not hotels)
Outdoor storage or display
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rn Private. parking garages (allow public parking garages)
Vehicle related uses, such as: gas stations; auto parts, storage, rental, display, repair
facilities; detailing or car washes
Consider allowing the following that are otherwise conditionally permitted or not
addressed in the current CBD zoning category:
rn Allow multi-family residential uses as a permitted rather than conditional use if the
entire first floor is dedicated to commercial, retail or office uses
rn Specifically encourage tourist oriented uses that have a water orientation
Purpose: This will encourage development and redevelopment that is pedestrian
and not automobile oriented, as well provide an attractive development environment for a
conference style hotel.
Recommendation 4: Create development standards for the MU-L district.
Specifically, as with the MU-H district, consider eliminating restrictions on density, but
maintaining control of the visual appearance of development through height limitations.
Increase the maximum height in these two areas only to 75 feet and eliminate density
requirements. This height is half of that which is recommended for the downtown area
and will provide an appropriate transition from the gateway communities to the central
business area.
In addition, consider eliminating the following types of vehicle oriented, non-
neighborhood serving uses that may be otherwise permitted in the current gateway
neighborhoods:
:~ Adult entertainment establishments
c~ Auction houses
= Bus terminals
rn Lumber yards and building material stores, including sales to contractors
= Rooming and boarding houses
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Sale of ammunition and firearms
Taxicab parking
Trade or business labor pools
Outdoor storage and display
Vehicle and boat service related uses, such as: gas stations; auto parts, storage,
rental, display, repair facilities; detailing or vehicle washes
Wholesaling
Consider allowing regulations that provide for the following:
Grocery or food stores sized bet~veen 15,000 square feet and 30,000 square feet
Drive-thru facilities only as a conditional use
Purpose: This will establish an aesthetically pleasing, logical transition into the
downtown area; provide for neighborhood serving uses rather than those that are transient
or vehicle oriented; and, provide additional population to support the downtown.
Recommendation 5: Create new zoning districts for the R1A and R1AA
communities east of Federal Highway, proximate to the Intracoastal Waterway that
would allow for redevelopment of lots with greater lot coverage and reduced front, side
and rear yards.
Purpose: This would encourage redevelopment of water or/ented lots with
residential units that would provide a substantial increase in ad valorem revenues.
Zonin~ Code Amendments
Recommendation 6: Provide for appropriate locations of houses of worship,
schools and similar institutions to ensure that they have a balanced distribution
throughout the community.
Purpose: Such regulations will ensure a balance of these community serving land
uses throughout the City.
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Recommendation 7: Protect residential neighborhoods. It has been generally
recognized that there are some uses which, because of their very nature, are identified as
having serious objectionable characteristics. Specifically, there are studies that exist that
demonstrate that adult uses result in an adverse secondary effect on adjacent properties.
Further, it is recognized that local governments have powers to regulate establishments
that serve alcoholic beverages. As a result, the City should consider developing
regulations for the placement of facilities that serve alcoholic beverages, particularly
adult entertainment facilities that serve alcohol because the deleterious effect on
surrounding areas that have already been declared to be in a blighted condition. Distance
separations between land that is land use planned or zoned to allow residential uses and
facilities that provide for the sales of alcohol should be established in the range of 750
feet to 1,500 feet, consistent with requirements in other municipalities. The ability of
adult facilities that serve alcohol that do not meet the distance separation requirement
should be amortized.
Recommendation 8: Develop signage standards that address in detail issues such
as sign height; width; style; lettering; color; placement; landscaping; and, content. Define
signage, including a definition concerning advertising on commercial vehicles and
prohibition of parking such vehicles in a manner that constitutes signage proximate to the
right of way. Require new signs or substantial repairs to existing signs to comply with the
regulations.
Purpose: Detailed sign regulations will greatly enhance the appearance of the
corridor.
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Design Crii~ria
Recommendation 9: Develop a design program for structures, signage and street
furniture, that includes the implementation of a color palate and architectural themes in
the context of the downtown and gateway communities.
Purpose: The program will create a sense of identity and visual appeal for the
redevelopment area.
Recommendation 10: Create land development regulations for Areas II, III and
IV that address building placement, parking, parking location, mixed uses, and pedestrian
chanalization. Incorporate the following guidelines:
Landscape programs and standards should be developed
Parking for uses should not be located contiguous to Federal Highway
Shared parking standards should be reviewed
Standards for payment in lieu of providing parking should be developed for Area III
Buildings on Federal Highway should have the appearance of multi-story structures
Incentives should be provided for developing mixed use projects
,,a Pedestrian unloading or drop-off areas should be considered as a requirement
Standards to identify nodes of activity, such as signalized intersections, should be
developed within the corridor
Structures should be designed to discourage mid-block crossings on Federal
Highway by providing pedestrian access at the comers of intersections
Purpose: Development standards will create a sense of place, reduce the blighted
appearance, and enhance the aesthetic appeal of the Federal Highway Corridor.
_Specific Proiects to Implement Redevelopment
Project 1 - Convention Hotel: Assemble a three to five acre size parcel of land
in the downtown, which is Area III, and market it for a convention style hotel. The
market analysis contained in Section IV of this study indicates that there is a market
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niche in Boynton Beach for a water oriented convention type hotel recommended in the
1984 CRA plan.
While acquisition of land for use as a hotel site may eliminate some of the retail
uses from the tax base, the net result would be a significant increase in the tax base. The
increase would result from new construction designed for better utilization of land. For
example, in the year 2000, the Lake Worth water oriented hotel, which is of minimal
convention size, had a taxable value of more than $2.5 million that resulted in ad valorem
revenues of $69.6 thousand. Similarly, the Delray hotel property had a total taxable value
of more than $19.9 million for total ad valorem revenues of almost $524.8 thousand,
while the Manalapan property was valued at $64.4 million for a total of $ 1.22 million in
ad valorem revenues.
Project 2 - Public Parking: Assemble property in the downtown area, which is
Area III, on the west side of Federal Highway for use as surface parking. As demand
increases, the property could be developed as a parking garage to serve the downtown
area. The garage could contain mixed uses at grade level and on upper stories to enhance
activity in the downtown.
Project 3 - City Entrance Signage: Clearly mark the arrival and departure
points to the City of Federal Highway by installing visible, attractive sig'ns at the
appropriate locations. Remove any existing signs that are no longer at the entrance to the
city due to municipal expansion. Consider identifying the downtown and gateway
communities as well.
Project 4 - Establish a Public Presence: All planning areas except planning
Area II have some type of public presence. Establish a highly visible public use in Area
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II. A libra~, fire station or police substation would be an ideal use in this area to provide
service to the northern portion of the city. Location on the west side of Federal Highway
would be preferable for fire or police facilities to reduce noise impacts on adjacent
residential uses. Ifa public facility is located on the west side, the CRA should work with
the Department of Transportation to obtain a median opening for emergency vehicles.
Project 5 - Address Outdoor Storage: Outdoor storage and display presents
visual blight at both the south end of the corridor and in Area II. At the south end of the
corridor, where outdoor display is located largely in the unincorporated areas of Palm
Beach County. The City should initiate efforts to work with Palm Beach to discontinue
this practice. In the remaining areas that are within the City of Boynton Beach, the City
should amortize out the outdoor storage and display within the Federal Highway
Corridor.
Project 6 - Provide Pedestrian Crossings: At major nodes of activity such as
signalized intersections, implement a program for unique materials and designs for
pedestrian crossings. In addition, work with the Department of Transportation to "bulb
out" the sidewalks at these intersections. This will afford pedestrians slightly more non-
vehicular area, and tends to have the effect of slowing traffic somewhat because of the
visual perception of small travel lanes.
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SECTION VII
NEIGHBORHOOD IMPACTS
OF REDEVELOPMENT ACTIVITIES
The redevelopment area contains a number of residential units. The following section
descr/bes the potential impacts of redevelopment efforts on the residential neighborhoods of
the redevelopment area and surrounding areas. While the potential impacts of the
recommended programs and projects have been identified, it is possible that impacts resulting
from implementation of redevelopment actions may be undetermined. As a result, the
potential neighborhood impacts of site specific projects will be evaluated as each is presented
for consideration by the Community Redevelopment Agency.
Traffic Circulation
The redevelopment area contains an existing roadway network that services the entire
area, with Federal Highway serving as the main transportation artery of the corridor. Because
Federal Highway serves the surrounding neighborhoods and major redevelopment is
anticipated to occur proximate to it, redevelopment activities are not anticipated to effect
traffic circulation within the residential areas.
The major effects of redevelopment efforts on the existing roadway system will occur
through efforts to revitalize and redevelop the core downtown area; Planning Area III. The
development and redevelopment of a compact downtown core should have a positive effect
by encouraging alternate means of transportation, particularly where employment,
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entertainme.n.t and housing are within walking distance of each other. A recommended
component of redevelopment in Area III, along with the gateway communities of Area II and
IV, is sufficient housing to support the downtown. This will afford residents the opportunity
to walk or utilize alternative modes of transportation for work, shopping or dining.
Although implementation of individual redevelopment projects may require
improvements or modifications to the existing roadway net~vork, these localized impacts will
be reviewed when specific project design is undertaken. Architectural design should minimize
pedestrian and vehicular conflicts, while signage programs and design guidelines will enhance
the general appearance of the corridor.
..Community Facilities and Services
Redevelopment activity within the Federal Highway corridor redevelopment area is
expected to have a positive impact on community facilities and services. The plan proposes to
add a public presence in Planning Area II, where such a presence does not currently exist. In
addition, the plan proposes residential development and redevelopment of areas around the
core downtown that will provide a vahety of housing for all individuals, and commercial
development and redevelopment that will be neighborhood serving.
Effect on School Population
There are no existing public schools within the redevelopment area. There are
however, a number of schools located proximate to the redevelopment area that accommodate
residents of school age. Table 7.1 shows the design capacity of permanent structures for these
schools and the 2000 - 2001 student enrollment.
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Table 7.1. --'School Capacity and Enrollment, 2000-2001
School Design Capacity Enrollment
Forest Park Elementary
Galaxy Elementary
Poinciana Elementary
Rolling Green Elementary
Congess Middle
Atlantic High
619 640
652 710
922 688
602 860
1,344 1,388
1,747 2,845
Note: Poinciana Elementary is a magnet school
Source: Palm Beach County School District Planning & Real Estate Division
As these data indicate, school overcrowding is prevalent at virtually all standard public
schools that serve the redevelopment area, just as it is throughout South Florida. One of the
recommended components of this redevelopment plan includes the provision of additional
housing units to strengthen the viability of the core downtown area. The additional housing
units anticipated, however, will likely be apartment units located proximate to the downtown.
Because of the unit style and location, it is likely that the resident population of these units
will be predominantly single or two person households. As a result, the impact on the school
population should be minimal. The effects of specific redevelopment projects with a
residential component that creates a net increase in housing should be considered on an
individual basis as they are proposed.
Relocation Impacts
As a result of redevelopment activities, relocation activities are anticipated to occur. It
is not the intent of this redevelopment plan for the CRA to undertake activities that would
cause large scale dislocation of existing residents. Rather, it is anticipated that residential
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redevelopme.nt projects undertaken by the private sector may initially result in the need for
relocation on a temporary basis, but will ultimately result in additional housing units available
in the redevelopment area.
Environmental Quality.
The redevelopment programs and projects suggested by this plan are intended to
improve the overall environmental quality. The architectural guidelines, improved si=o-nage
and zoning changes for MI1 have a positive impact on surrounding residential areas.
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SECTION VIII
GOALS, OBJECTIVES AND POLICIES
The underlying concept behind the goals and objectives contained in the original
Community Redevelopment Plan for the downtown core are still applicable, with minor
revisions to address changing circumstances. The concept of those goals and objectives are
included within this section. Additional goals, objectives and policies have been added to
address the entire Federal Highway corridor.
GOAL 1: The Community Redevelopment Agency will undertake programs and projects to
establish a unique identity for the Federal Highway Corridor Redevelopment Area.
Objective 1.1: Community planning areas shall be identifiable
Policy 1.lA: Develop a coordinated signage program that effectively identifies the entrances
to each of the planning communities.
Policy 1.lB: Develop a strategy to promote these community planning areas to citizens and
the general public.
Policy 1.1 C: Ensure that each planning community has a public presence
Policy 1. ID: Utilize the waterfront orientation as a unique feature in the redevelopment of the
downtown.
Policy 1.1E: Create an environment that encourages a variety of full time activity in the
downtown.
Objective 1.2: Community planning areas shall form a hierarchy that lead to the core
downtown.
Policy 1.2A: Create zoning and land development regulations that allow for the greatest
building height and diversity of mixed uses in the downtown.
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Policy 1.2B: Create zoning and land development regulations for communities adjacent to the
downtown that allow for a height and mix of uses that provides a transition into the downtown
Policy 1.2C: Maintain existing height regulations for the two planning communities that are
the entrances to the city.
Objective 1.3: Community planning areas shall include a balance of sustainable, functional
land uses.
Policy 1.3A: Land uses within the downtown area shall be mixed uses that include residential,
destination commercial, retail and restaurants with a marine orientation.
Policy 1.3B: Permitted land uses within the downtown area shall be destination uses and not
those with a vehicular orientation.
Policy 1.3C: Land development regulations for the downtown community shall discourage
single user commercial uses with front field parking.
Policy 1.3D: Land uses within the communities that form the gateways to downtown shall be
mixed uses that include residential and neighborhood serving retail.
Policy 1.3E: Within the communities that form the gateways to downtown, general
commercial uses that have a vehicle orientation shall be discouraged.
Policy 1.3F: A range of residential styles and intensities shall be encouraged w/thin the
communities that form the gateways to downtown.
Policy 1.3G: A range of residential styles and intensities shall be encouraged within the
communities that are the entrances to the city.
Policy 1.3H: Land development regulations shall address buffering and setbacks between
residential uses and non-residential uses to protect the community.
GOAL 2: The Community Redevelopment Agency shall foster economic growth and
redevelopment within the Redevelopment Area.
Objective 2.1: Provide incentives for development and redevelopment.
Policy 2.lA: Land use plan designations to allow for mixed use development, as
recommended by the redevelopment plan, shall be initiated by the CRA.
Policy 2. lB: Land development regulations shall provide alternatives to park/rig requirements
in the do~vntown area.
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Policy 2. lC; Land development regulations shall encourage maximum site utilization for
development and redevelopment of single-family, detached residential areas.
Policy 2.1D: The Community Redevelopment Agency shall pursue the construction of
specified redevelopment projects within the downtown area. Its role in the projects shall be
one of active participation and may include, but not necessarily be limited to, property
acquisition, building demolition, provision of parking facilities and infrastructure
improvements.
Objective 2.2: Maximize economic value of development and redevelopment
Policy 2.2A: Development and redevelopment projects that provide for increased employment
opportunities for residents shall be encouraged.
Policy 2.2B: When possible, CRA funding for projects shall be structured to encourage
investment in redevelopment and rehabilitation, in either the same project or adjacent areas.
Policy 2.3C: The Community Redevelopment Agency shall initiate prog-rams and projects that
focus on business development and act as catalysts to leverage additional investment by
private enterprise.
Objective 2.3: Encourage public activity in the downtown community
Policy 2.3A: The Community Redevelopment Agency shall develop a program to market the
downtown.
Policy 2.3B: The CRA shall develop a strategy to provide for regularly scheduled special
events in the downtown area
GOAL 3: The Community Redevelopment Agency will pursue activities and projects that
will create an aesthetically pleasing environment.
Objective 3.1: Provide for appropriate land uses in the Federal Highway Corridor.
Policy 3.lA: Uses that have a vehicular orientation shall not be permitted in the downtown
community, or in the communities that are the gateways to the downtown.
Policy 3. lB: Adult entertainment and similar thoroughfare uses, such as tattoo parlors, fortune
tellers, body piercing shops, head shops and other similar uses, shall not be permitted to locate
within the redevelopment area.
Policy 3.1 C: Land uses that incorporate outdoor storage or display shall not be permitted.
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Objective 3.2: Provide for approphate land development regulations.
Policy 3.2A: Land development regulations shall provide a coordinated signage program for
the redevelopment area.
Policy 3.2B: The CRA shall develop an architectural theme and color palate for the
redevelopment area.
Policy 3.2C: The CRA shall develop and implement a streetscape program that may include
street furniture, special signage, unique crosswalk treatments and landscaping.
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SECTION IX
GENERAL STATEMENT RELATING TO THE CRA
Relationship to City's Comprehensive Plan
It is the intent of the Community Redevelopment Agency to conform all of its
proposed programs, projects and activities to the Boynton Beach Comprehensive Plan and the
adopted code of ordinances. In this regard, portions of the comprehensive plan, future land
use plan map and the land development regulations will need to be amended to allow for
redevelopment activities as recommended.
Safeguards to Ensure Redevelopment Activities
Follow the Redevelopment Plan
The following activities will ensure that redevelopment actions will be consistent with
the adopted redevelopment plan:
The CRA shall file an annual report with the State's Attorney General Office and the
City of Boynton Beach. The report shall contain an overview of the activities of the
CRA as allowed by the redevelopment plan.
The CRA shall be fully subject to the Florida Sunshine Law and will meet at least on a
monthly basis in a public forum.
The CRA shall provide adequate safeguards to ensure that all leases, deeds, contracts,
agreements and declaration of restrictions relative to any real property conveyed shall
contain restrictions or covenants to run with the land and its uses, or contain other
provisions necessary to carry out the goals and objectives of this plan.
Safeguards to Ensure Financial Accountability
The CRA shall maintain adequate records to provide for an annual audit that shall be
conducted by an independent auditor. The findings of the audit shall be presented at a meeting
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of the CP..& and such findings shall be forwarded to the State Auditor General's Office by
March 31st of each year for the preceding year that shall run from October 1st through
September 30th.
The annual audit report shall be accompanied by the C1L~.'s annual report and shall be
provided to the Town for public review and availability. Legal notice in a newspaper of
general circulation shall be provided to inform the public of the availability for review of the
annual audit and annual report.
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SECTION X
SOURCES OF REDEVELOPMENT
FUNDING AND FINANCING
This section provides a general review of potential sources of funding for
redevelopment programs, and a description of the funding sources applicable to each of the
improvements or projects identified in the plan. In general, a variety of financing options are
presently available to the Community Redevelopment Agency, which include the following:
Tax Increment Revenues
Tax increment is typically the major source of funding for redevelopment projects
under the State of Florida Community Redevelopment Act. This increment, which is
determined annually, is equal to 95 percent of the difference between the amount of ad
valorem taxes levied each year by each applicable taxing authority on all taxable lands and
buildings; property within the redevelopment area; and, the amount of ad valorem taxes that
would have been produced by the current millage rates prior to establishment of the
Redevelopment Trust Fund. Both of these amounts are exclusive of debt service millage of
the taxing authorities.
The ability of the Community Redevelopment Agency to utilize this funding method
requires two key actions. The first is the establishment of a redevelopment trust fund as
required by F.S. 163.387 as the repository for increment tax funds. The second is the
provision, by adopted ordinance of the City, for the funding of the redevelopment trust fund
for the duration of the redevelopment plan.
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Redevelopment Revenue Bond.q
The provisions of F.S. 163.385 allow the City of Boynton Beach or the Boynton
Beach CRA to issue revenue bonds to finance redevelopment actions, with the security for
such bonds being based on the "anticipated assessed valuation of the completed community
redevelopment." In this way, additional annual incremental increases in taxes generated
within the CRA is used to finance the long term bond debt. Prior to the issuance of long term
revenue bonds, the City or the CRA may issue bond anticipation notes to provide initial
funding for redevelopment actions until sufficient tax increment funds are available to
amortize a bond issue.
General Revenue Bonds
For the purposes of financing redevelopment action, the City of Boynton Beach may
also issue general obligation bonds. These bonds are secured by debt service millage on the
real property within the City and must receive voter approval.
.Community Development Block Grants (CDBG)
The City of Boynton Beach is a recipient of CDBG funding from the U.S. Department
of Housing and Urban Development. These CDBG monies may be able to be used for a
variety of direct benefit programs in portions of the redevelopment area. Additionally,
portions of the redevelopment area may be eligible for area-wide improvements, which
includes capital improvement projects.
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Land Sales/Leases
Acquisition of property, and it preparation for development, are powers available to
the Community Redevelopment Agency6 under the provisions of Chapter 163, Florida
Statutes. The resale or leasing of such land to private developers can provide another source
of income within the CRA, as well assist in "jump starting" redevelopment efforts.
Direct Borrowing From Lenders
The CRA is also authorized to fund redevelopment projects and programs through
direct borrowing of funds. Depending on the particular project funding requirements, the
CRA may utilize both short and long term borrowing. Although terms and conditions may
have a direct bearing on the use of a particular commercial lending institution, the CRA may
be able to obtain a very competitive interest rate and terms.
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SECTION XI
REVENUE PROJECTIONS
The source of revenues in the Boynton Beach Federal High~vay Corridor CRA is tax
increment funds. Table 11.1, which is shown on the following page, provides a projection of
tax increment revenues for the redevelopment area five years after the establishment of the
base assessment of $18,507,505 in 1999. Tax increment is calculated by taking 95 percent of
the difference between the projected assessment and the base year assessment, and then
applying the city and county millage rates to that amount. The result is the ad valorem revenue
that will be returned to the Boynton Beach CRA. Based upon an estimate of a three percent
annual increase of the base year property valuations, it is estimated that the total tax increment
revenue generated within the redevelopment area will be approximately $1,285,154 by fiscal
year 2003/04.
103
REFERENCES CONSULTED
Boynton Beach Intracoastal Group. "Study of Federal Highway in Boynton Beach."
December 1997.
City of Boynton Beach. "Chapter 2: Zoning." no date.
City of Boynton Beach. "City of Boynton Beach Future Land Use Map." J'une 2000.
City of Boynton Beach. EAR-Based Amendments to City of Boynton Beach
Comprehensive Plan. 1999.
City of Boynton Beach. Land Development Regulations. no date.
City of Boynton Beach. 1996 Comprehensive Plan Evaluation and Appraisal Report,
February 1997.
City of Boynton Beach. "Official Zoning Map." 18 July 2000.
Duncan Associates, Inc. Boynton Beach Vision 20/20 Redevelopment Master Plan.
September 1998.
Florida Department of Business and Professional Regulation, Division of Hotels and
Restaurants, Bureau of Licensure. "Master Listing of Accounts Sorted by Coun ,ty,
Class and File Number." 08 January 2001.
Florida. Florida Statutes, Sec. 163, Part III. 2000 supplement.
Hunter/RS&H, Inc. Community Redevelopment Plan. no date. Jacksonville, FL.
Palm Beach County. "Commercial Needs Assessment Report." Au~st 1999.
Palm Beach County Property Appraiser Public Access System. http://www.co.palm-
beach.fi.us. February 2001.
Urban Design Studio. Bovnton Beach Community Redevelopment Plan. November 1983.
Walter H. Keller Jr., Inc. Cirv of Boynton Beach Comprehensive Plan: Coastal
Management Element. December 1988. Coral Springs, FL.
105
APPENDIX
106
NORTH SUBAREA
CITY OF BOYIWI'ON BEACH
CRA EXPANSION - LEGAL DESCR_rPTiON
Beginning at a point of intersection of the West right-of-way line of the Intracoa~tal Waterway with the
North line of thc South hMf(S '/=) of the North half(N %) of Section 1:5, Range 43, Township 45, .said
North line being the North boundary line for the City of Boynton Beach, run westerly along said North
line ors ½ of the N h of Section 15 to a point on the West line of said Section I$;
thence southerly along the West line of said Section I$ to the SW comer of Section I$, being also the
NW comer of Section 22, Range 43, Township 4.5;
thence continuing South along the West line of Section 22, Range 43, Township 4:5, to a point on the
North right-of-way line ortho Boynton Canal
enc.e_,e~, tin and .along said North right-of-way line of Bo ton · _ . .
· nortlaerly extension oft he ~-* ~: ....... yn Canal to a pome of' mt ......
~ i, rage 91/, Palrtl Beach County Pub/ic Records; -.,.,. ,.o,,:~, a suoa~¥=lon recorded in Plat Book
-. thence southerly along said extension and the said East line of Parcel A to the SE corner thereof;
thence westerly along the South line of said Parcel A to the Northeast corner oflot 12 Wilms Way a
subdiv/aion that/s recorded in Plat Book 23, Page I I 0 in said Public Records;
thence southerly, along the East line of said lot 12 and its southerly extension, and southerly along the
Fast l/ne of lot 15 in said Wilms Way to the Southeast corner thereof;,
thence southerly, westerly and easterly along the easterly boundary lines of two parcels of land
de:scribed in ORB 100~, Page 97, and ORB 1709 Page 430 to a point on the North line of the Lake
Addkion subdivision in Plat Book 1 !, Page 71 in said Public Record~
thence souflaerly a d/stance of 7 feet more or less to a point on the North line of lot 17 Block 2/n said
Lake Addition;
thence westerly along the North line of said lot 17 and the North line of lot 18 and 19 to a point 25 feet
weszerly of the Northeast comer of said lot 19;
thence southerly along a line parallel to the East line ofsaid lot 19 to a point on the North fight-of-way
line of NE 10~' Ave.;
thence continue on the previous course to a point on the South fight-of-way line of.said NE 10" Ave.
sadd point also being a point on the North line of lot 19, Block 3 in said Lake Addition;
thence westerly along the North line ofsald lot I9 Block 3 to the Northwest comer thereof;
thence southerly along the West line of said lot 19 Block 3 and continu/ng southerly along the West
line oflot 2~ in said Block 3 and southerly along the extension of said West line to the Northwest
corner of lot 20 Block 4 in said Lake Addit/on;
thence easterly along the North line of said lot 20 Block 4 a distance of 25.82. feet more or les~ to a
thence sot~erly along a line parallel to the. East line or'said lot 20 Block 4 to a point on the South line
ofsa~d lot20 Block 4;
thence westerly along the South l~ne of said lot 20 Block 4 to the Sou~wr.~ comer
t~ence southerly along r.h¢ c×tcn~ioa of'the West line ofsa~d 1o~ 20 Block 4 to t~e ~ort~we~t corner of
lot 22 Block $ in said Lake Addidoa;
thence continue southerly aiong the West l/ne or'said lot 22 Block 5 t~ thc Not. west comer of lot 22
Block 1 Boynton Place as recorded in Plat Book 11 Page 40 in said County Records;
thence southerly along the West line or'said lot 22 Block ! Boynton Place and ks southerly exteusion
to the Southwest corner of'lot 2~ Block 2 in said Boynton Place;
thence easterly along the South line of Boy. ton Place sulxtivision as recorded in Plat Book I 1. Pa~e 40
in Palm Beach County Public Records to the South~ comer of lot 9. Block 2. in said Boynton Place
subdivision;
thence northerly along the l:~-I line of said lot ia to the Northeast corner lt~ereof, and also being a point
on the South dght-o£-way line of Northeast 7e" Avenue;
thence easterly along said South right-of-way line to the Northwest comer oflo~ 1, Block 2 in said
Boynton Place;
thence southerly along the West line of said lot 1 m the SourJnves: comer thereof:,
thence east~ly along the South line of said lot I to the Southeast comer thereof;,
thence continue easterly on the easterly extension of said South line of said lot 1 to a point on the East
right-of-way line of N.E. 7* Street;
thence northerly along sa~d East right-of-way to the Northwest comer of lot 18, Block 7 Lake Addition
a subdivision as recorded in Plat Book ! 1, Page 71 in said Public Records;
thence easterly along the North line of said lot 18 to a point on the Wes~ right-of-way l/ne of the
lntracoastal Waterway;,
thence northerly and meandering along the West right-of-way line of the Intracoastal Waterway to the
Point of Be~izming.
SOUTH SUBAREA
Beginning at a point of intersection of the center lin~ of F~s~ Ocean Avenue with the West right-of-i~a¥
line of the Intr~coastal Waterway, run westerly along said center line of ~z.,-: Ocean Avenue to the
center line ofSE 6e Street;
thence southerly alcmg the center line of SE 6* Street to the center line of SE 2"a Avenue;
thence westerly along center line of SE 2"a Avenue to the center line ofU. S. Federal Highway No. !;
thence southerly along the center line of U. $. Federal Highway No. 1 to the center line of SE 6"
Avenue;
thence westerly along thc center line of'SE 6a' Avenue to the East right-of-way line of Florida East
Coast Rail Road (FEC RR);
thence southerly along said East right-of-way line ofFEC R.R to a point az the intersection with the
westerly exten-~ion of the South line of lot 20 Delray Beach ~es as recorded in Palm Beach County
Public Records in Plat Book 21, Page I3, and located in Section 4, Range 43, Town.ship 46;
thence S. 72d 45' 15" 1~ along said westerly extension and along the South line of said lot 20, and along
its eaa-terly extension a distance of 680.21 ft~-t to a point at the inter~cfion with the East tqght-of-way
line of Federal Highway (U.S. I), said South line being the South boundary line for the Civd of
Boynton Beach;
thence northerly along the East right-of-way line of U. $. Federal Highway No. 1 to a point of
intemection with the South line of the South 50 feet of the North Earn quarter (NE ¼) of the South West
quarter (SW ¼) of the North East quarter ('NE ¼) of Section 4, Range 43, Township 46;
thence easterly along said South line of South :50 feet to a point on the West line of Tradewinds Estates
Fim't Addition, a subdivision recorded in PLat Book 22, Page 44, Palm Beach County Public Records;
thence northerly along said West line of Tradewinds Estates First Addition a distance orS0 feet;
thence westerly on a line parallel to the South line of the South 50 feet of the North Earn quarter
of the South West quarter (SW ¼) of the North East quarter ('NE ¼) of'S~Tion 4, Range 43, Township
46, to the East right-of-way Iine ofU. S. Federal Highway No. I
thence northerly along the East right;of, way line of U. $. Federal Highway No. I to a point on the
South line of lot 9, Kings Subdivision, a subdivision recorded in Plat Book 20, Page 47, PaLm Beach
County Public R~cords;
thence eastedy, northerly, and westerly along Soutlt, East, and North lines of said lot 9, Kings
Subdivision, to a point on the East right-of-way line of U. $. Federal Highway No. I;
thence northerly along the East right-of-way line of U. $. Fed~al Highway No. I to a point that/s 305
feet South of the North line of Sect/on 4, Range 43, Township 46, sa/d point located on the North right-
of-way line of Bamboo Lane, a prime road;
thence ea-~eHy and along said North right-of-way Iine of Bamboo Lane to a point that is 300 fe, t west
of the West fight-of-way line of the Intracoastal Waterway;,
thence northerly a distance of 94.$ feet to a point on the South fight-of-way line of a finger carrel;
thence easterly and along said South right-of-way line of the £mger canal to the West right-of-way line
of the Intraco_~_,~] Waterway;
thence northerly and along the West right-of-way line of the Inn'acoasraI Wattrway to the center line of
East Ocean Avenue and Po/hr of Beginning.
Less and excluding the following areas:
A parcel of land situated in Section 4, Range 43, Township 46, more particularly descn'bed as all
of lots 59, 66, 67, 68, 72 through 76, 78 through 112, Tradewinds F. slates Amended Plat, a
subdivision recorded in Plat Book 21, Page 73, PaLm Be. ach County Public Record~ and all the
lots and a private road known as Miller Road in Kil/ian's SubcIiv/sion, a $ubdiv/sion recorde, d in
Plat Book 23, Page 195, Palm Beach County Public Records.
A parcel of land situated in Section 4, R,mge 43, Township 46, more pan:/cularly d~-dbed as all
of lots 40, 43, 44, 46, 52, 53, 56, 57, lots 54 and 55 les.s the we.st 231 feet, and Tract A less the
West 150 fen of the East 167.83 feet of the South 200 feet of said Tract A (as m~ parallel
with the South and thc East lines of said Tract A), all in the Tradewinds Estates Amended Pla:,
a subdivision recorded in Plat Book 21, Page 73, Palm Beach County Public Records.
'L
WEST SUBAREA
Beginning at a, point of intersection of the North right-of-way line of the Boyntoa Canal (C- ! 6) and the
East right-of-way line of thc CSX RIL said point of inters¢ciion located on S,~r./on 21, Range 43.
Township 45;
thence S 12d 29'00" W along said East right-of-way line a distance of 1341 feet to a point on the center
line of Wells Avenue as shown on the Woodland Hills Subdivision as recorded in the Palm Beach
County O~cial Records in Plat Book 12 Page 23, said cemer line also being the East-West one quarter
line of said Section 2 !;
thence S 89d 28'47" E along said center line a distance of 50.00 feet m a point on the nonheriy
extension ofthe west line of lot 23 block I of said Woodland HilLs subdivision;
thence S I d 26' 17" W along said extended line and west line of lot 23 a distance of' 126.2 fe~t t~ the
$outhwes~ comer thereof, and ~he Northeast comer of lot $;
thence N 89d 28'47" W along the north line of said lot 5 a distance or'50 feet to the Northwea'~ comer
thence S I d 26' I T' W along the West line of said lot 5 and along the W~st lines of lot 24 and $ block 2,
and lot 3 block 3 all in said Woodland Hills a distance of 505.81 fe~ to the Southwesx comer of said Iot
3 block 3;
thence N 89d 28'47" W along the South line oflot 2 block 3 ofsaid Woodland Hills a distance of 25
fc~t to a poin~
thence S I d 36'31" E continuing along the said railroad F~st right-of-way line a distance of 1847 feet
to the imersection point with the North right-of-way line of State Road 804 (Boynton Beach Blvd.);
thence S 88d 06'29' W along the North right-of-way line of said State Road 804 a ~ce of 106.75
feet to a point and continuing u~u-ough :he nex~ courses along said North right-of-way line;
thence N 33d 25'49" W a distance 0f78.11 feet;
· e~ce S 87d 52'12" W a distance of 230.63 feet to West right-of-way linc ofladustrial Avenue as
shown on Boyaton Industrial Park a subdivision recorded in said official records ia Plat Book 25, Page
232;
thence N Id 53'3 I" along said West right-of-way linc a distance of 54. I0 feet;
thence S 8&t 06'29" W a distance of 279.06 feet to a point on the West right-of-way line of West
Industrial Avenue;
thence northerly and along said West fight-of-way line of West industrial Avenue to a point on :he
North right-of-way line of Boynto~ Canal (C-163;
the. nc.- Wes: along said North right-of-way line ofBoynton Ca~al to the Point of Beginning.
January 1999
4