Federal Hwy Corridor Study (181KB, 118 pgs)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, 2001 FEDERAL HIGHWAY CORRIDOR
COMMUNITY REDEVELOPMENT PLAN ??????????????????
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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 Corridor 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 City 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: 1. 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 MU-H and to redesignate the gateway communities as MU-L. 3. 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 first floor of development is dedicated to commercial, retail or office uses. 4. 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. 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 a reduced size of required yards. 6. 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. 7. 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. 8. Develop
detailed signage standards to improve the aesthetic appearance of the Corridor. The standards should define the advertising on commercial vehicles as signage and prohibit the parking
of such vehicles in a manner that constitutes placement of signs. 9. Develop a design program for structures, signage and street furniture, to include a color palate and architectural
themes. 10. Create land development regulations to address building placement, amount of parking, parking location, mixed uses and pedestrian chanalization.
CONTENTS LIST OF TABLES iv LIST OF EXHIBITS v Section I. INTRODUCTION 1 II. POWERS OF THE COMMUNITY REDEVELOPMENT AGENCY 7 III. ANALYSIS OF EXISTING CONDITIONS 9 Overview of Corridor
9 Planning Area I 20 Planning Area II 30 Planning Area III 38 Planning Area IV 49 Planning Area V 56 IV. MARKET ANALYSIS 64 V. REDEVELOPMENT STRATEGIES: ISSUES AND OPPORTUNITIES 76 VI.
REDEVELOPMENT PROGRAMS AND PROJECTS 82 Programs Comprehensive Plan Amendments 82 New Development Standards 83 Zoning Code Amendments 85 Design Criteria 87 Specific Projects Convention
Hotel 87 Public Parking 88 Signage 88 Public Presence 88 Outdoor Storage 89 Pedestrian Crossings 89
VII. NEIGHBORHOOD IMPACTS OF REDEVELOPMENT ACTIVITIES 90 Traffic Circulation 90 Community Facilities 91 Effect on School Population 91 Relocation 92 Environmental Quality 93 VIII. GOALS
AND OBJECTIVES 94 IX. GENERAL STATEMENT RELATING TO THE CRA 98 Relationship to City’s Comprehensive Plan 98 Safeguards to Ensure Redevelopment Activities Follow the Redevelopment Plan
98 Safeguards to Ensure Financial Accountability 98 Providing for a Time Certain and Severability 99 X. SOURCES OF REDEVELOPMENT FUNDING AND FINANCING 100 XI. REVENUE PROJECTIONS 103
XII. REFERENCES CONSULTED 105 XII. APPENDIX 106
LIST OF TABLES Table Page 3.1. Existing Corridor Land Use Designations 12 3.2 Existing Corridor Zoning Districts 13 3.3 Area I Existing Zoning Designations 26 3.4 Area I Existing Land
Use Designations 27 3.5 Area II Existing Zoning Designations 35 3.6 Area II Existing Land Use Designations 36 3.7 Area III Existing Zoning Designations 43 3.8 Area III Existing Land
Use Designations 44 3.9 Area IV Existing Zoning Designations 54 3.10 Area IV Existing Land Use Designations 55 3.11 Area V Existing Land Use Designations 61 3.12 Area V Existing Land
Use Designations 62 4.1 Comparison of Hotels and Hotel Units 66 4.2 Retail and Office Supply and Demand in the Reduced Regional Market, 2015 72 4.3 Retail and Office Supply and Demand
in the Expanded Regional Market, 2015 73 7.1 School Capacity and Enrollment, 2000-2001 92 11.1 Revenue Projections Through 2003/04 104 iv
LIST OF EXHIBITS Exhibit Page 1.1 Boundary of Corridor Study Area 6 3.1 Community Redevelopment Areas 10 3.2 Street Layout 14 3.3 Water Main Layout 17 3.4 Sewer Line Layout 18 3.5 Open
Space 19 3.6 Area I Boundary 21 3.7 Area I Land Use 22 3.8 Area I Zoning 23 3.9 Area II Boundary 31 3.10 Area II Land Use 32 3.11 Area II Zoning 33 3.12 Area III Boundary 39 3.13 Area
III Land Use 40 3.14 Area III Zoning 41 3.15 Area IV Boundary 50 3.16 Area IV Land Use 51 3.17 Area IV Zoning 52 3.18 Area V Boundary 57 3.19 Area V Land Use 58 3.20 Area V Zoning 59
v
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 was subsequently
adopted on August 21, 1984. The Redevelopment Plan examined the current conditions at at that time, the market opportunities, and made some key recommendations for redevelopment that
focused on the downtown 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, marine 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 was 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 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 preservatio n of the residential character of the expanded CRA area, which was composed mainly of residential land uses.
In September 1996, the City of Boynton Beach conducted a citywide visioning session. More than 100 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: Downtown 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
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 the ir functional relationship to the Federal Highway Corridor and the uses contiguous to it.
Exhibit 1.1-boundaries of study area including north and south subareas
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: q Acquire
property deemed necessary for community redevelopment, except that the use of eminent domain shall require specific approval from the City Commission; q Hold, improve, clear, or prepare
any acquired property for redevelopment; q Dispose of property acquired within the Community Redevelopment Area for uses in accordance with the adopted community redevelopment plan;
q Carry out programs of repair and rehabilitation; q Plan for and assist in the relocation of persons displaced by redevelopment activities; q Receive and utilize tax increment revenues
to fund redevelopment activities; q Appropriate such funds and make such expenditures as are necessary to carry out the purposes of the Community Redevelopment Act of 1969; and q 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: q The power to determine
an area to be a slum or blighted area, or combination thereof; to designate such area as appropriate for community redevelopment; and to hold any public hearings required with respect
thereto;
q The power to grant final approval to community redevelopment plans and modifications thereof; q The power to authorize the issuance of revenue bonds as set forth in Section 163.385,
Florida Statutes; q 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 163.370(3), Florida Statutes; and, q The power to approve the development of community policing innovations.
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 nonresidential 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.
Exhibit 3.1 – planning areas
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 individualized attention to
each one. Differences include, for example, uses, densities, 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 within
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.
Table 3.1.—Existing Corridor Land Use Designations Abbreviation Land Use Designation Density Allowed LDR Low Density Residential 4.84 du/ac MoDR Moderate Density Residential 7.26 du/ac
MeDR Medium Density Residential 9.68 du/ac HDR High Density Residential 10.80 du/ac(1) ---Special High Density Residential 20.00 du/ac OC Office LRC Local Retail GC General Commercial(2)
MX Mixed Use(1) R Recreational (1)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 La nd 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. Zoning & Housing 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--Existing Corridor Zoning Districts Abbreviation Zoning District Density R1A Residential, Single Family 5.80 du/ac R1AA Residential, Single Family 5.40 du/ac net R1 Residential,
Single Family 7.26 du/ac R2 Residential, Duplex 9.6 du/ac R3 Residential, Multi-family 10.80 du/ac PUD Planned Unit Development CBD Central Business District C1 Office, Professional
C2 Commercial, Neighborhood C3 Commercial, Community C4 Commercial, General REC Recreation 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
Exhibit 3.2 – Street layout
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 Woolbright 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 AADT is 20,500 vehicles,
and south of Woolbright Road the AADT is 26,500. FDOT also
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 Corridor 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 of public park and recreational areas.
All but one of these, Pence Park, has an orientation toward the Intracoastal Waterway. 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 21, shows the location and type of open space and recreational areas.
Exhibit 3.3 – water lines
Exhibit 3.4 – sewer lines
Exhibit 3.7 – open space
PLANNING AREA I
BOUNDARY
LAND USE
ZONING
Planning Area I Overview Planning Area I extends from the northern city 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 planning area extends to the Boynton Beach municipal limits that is roughly the centerline
of the ICW in this area. Street Layout and Circulation The FEC rail line, which is contiguous 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 signalized 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 NE 15th 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.
In addition to limiting access, the rail line, in conjunction with the Federal Highway right of way, defines the appearance of the corridor. The expanse of the two rights of way convey
an appearance of very low density or open area, which is underscored by 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 I is constrained by Federal Highway on the west and the Intracoastal Waterway on
the east. Parcels tend to be narrow and extend the full width between Federal Highway and the ICW. As a result, there are numerous direct street and driveway access points on the 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. Zoning 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
multifamily 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 Area 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, paralleling 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 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 Residential, Single Family
5.80 du/ac R1AA Residential, Single Family 5.40 du/ac net R3 Residential, Multi-family 10.80 du/ac PUD Planned Unit Development C2 Commercial, Neighborhood C3 Commercial, Community REC
Recreation 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, multifamily 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 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(1) LRC Local Retail R Recreational (1)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 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 deterioration. Note that there are three areas of residential land use that have alternative designations
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 a state of deterioration. 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. The intersection 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 corners. 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 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.
PLANNING AREA II
BOUNDARY
LAND USE
ZONING
Planning 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 signalized 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.
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 ano ther. 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 du/ac ac 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 grouping “highway 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 ma intenance. 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(1) (1)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 commercial 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.
PLANNING AREA III
BOUNDARY
LAND USE
ZONING
Planning 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, were concentrated
in this planning area, specifically in the 200 and 300 blocks just north of Boynton Beach Boulevard. Boynton 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 Central Business District C4 Commercial, General Source: City of Boynton Beach, FL, “Official Zoning Map”, updated Jan. 2000. The CBD 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
Mangrove 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 MX Mixed Use(1) GC General Commercial(2) (1) 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 low scale community serving retail and businesses. The intersection of Boynton
Beach Boulevard and Federal Highway contains commercial uses. An Eckerd drugstore is under construction on the northwest corner. The southwest corner features a gas station. The northeast
corner 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 corner of the intersection
contains a very low 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 corner 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, 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 newly 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 corner 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 corner 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 envis ioned further development specifically of the area between Boynton Beach
Boulevard and Ocean Avenue. The CRA plan suggested the following in this area:
q A waterfront public park/specialty retail/residential project that occupies the northeast corner of the Boynton Beach Boulevard and Federal Highway intersection, replacing the existing
strip shopping center; q A hotel project that would overlook the waterfront amenities; both the marina and the mangrove park; and, q A marina project that would include specialty retail
shops and more restaurants.
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 corner 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 corner of Federal Highway and Ocean
Avenue, behind 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.
PLANNING AREA IV
BOUNDARY
LAND USE
ZONING
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 extens ion 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 districts in Area IV are varied, and accommodate single family and multifamily development, as well as office, commercial and recreational uses. The zoning districts
that are present are shown in Table 3.9. Table 3.9.--Area IV Existing Zoning Designations Abbreviation Zoning District Density R1AA Residential, Single Family 5.40 du/ac net R2 Residential,
Duplex 9.60 du/ac R3 Residential, Multi-family 10.80 du/ac OC Commercial, Office C3 Commercial, Community REC Recreation 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 of 20.3 units per acre; and 18.6 units per acre at Sterling Village. The maximum 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 otherwise 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 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 Low Density Residential 4.84 du/ac MeDR: Medium Density Residential 9.68 du/ac HDR
High Density Residential 10.80 du/ac LRC Local Retail R Recreational
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.
PLANNING AREA V
BOUNDARY
LAND USE
ZONING
Planning 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. The intersections
of Woolbright Road and SE 23rd Street with Federal Highway are important because of their size and the fact that they provide western access. As a result, these should be considered
major nodes. Zoning 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 Residential, Single Family 5.40 du/ac net R1 Residential, Single Family 7.26 du/ac R3 Residential, Multi-family 10.80 du/ac C2 Commercial, Neighborhood C3 Commercial, Community
C4 Commercial, General REC Recreation 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 allows a maximum of 3 units per acre. As a result, these residential communities are non-conforming uses. Land Use Land use designations in Area
V are extremely varied. 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 Low Density Residential 4.84 du/ac MoDR Moderate Density Residential 7.26 du/ac MeDR Medium Density Residential 9.68 du/ac HDR High Density Residential 10.80 du/ac(1) ---Special
High Density Residential 20.00 du/ac(2) LRC Local Retail GC General Commercial R Recreational (1)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 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 city limits, uses 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 corner of Woolbright Road and Federal Highway. The northeast corner of Federal Highway has a gas station, with residential units contiguous to the north
side of the gas station parcel.
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 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 tourism 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 of a 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 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
Table 4.1 – Comparison of hotels and hotel units
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 crews from Palm Beach International Airport.
As a result, the higher percentage of
hotels with greater tha n 100 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, which 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 the Intracoastal 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 Mana lapan. 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 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 tha t are
used by the Metropolitan Planning Organization (MPO). While the focus of the analysis was on areas west of the Federal Highway Corridor, the Needs Assessment considered all of Palm Beach
County to take into account mobility, travel patterns and relationships between the various smaller planning sectors that were utilized. The Federal Highway Corridor is not isolated
within a singular smaller planning sector. Further, issues such as future population distribution and mobility greatly 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. 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 Table 4.2.--Retail and Office Supply and Demand in the Reduced Regional
Market, 2015 Use Supply Demand Difference Total Retail 7,427,470 sq. ft. 7,109,743 sq. ft. 317,727 sq. ft.
Total Office 3,545,999 sq. ft. 5,534,773 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, 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 necessarily 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 23,723,756 sq. ft. 29,009,181 sq. ft. (5,285,425) sq. ft. Total Office 14,409,857 sq. ft. 22,751,140 sq. ft. (8,341,283) sq. ft. Retail
Sector 42 8,115,938 sq. ft. 12,250,989 sq. ft. (4,135,051) sq. ft. Sector 43 2,531,334 sq. ft. 3,807,506 sq. ft. (1,276,172) sq. ft. Sector 52 8,180,348 sq. ft. 9,648,449 sq. ft. (1,468,101)
sq. ft. Sector 53 4,896,136 sq. ft. 3,302,237 sq. ft. 1,593,899 sq. ft. Office Sector 42 6,285,127 sq. ft. 9,634,393 sq. ft. (3,349,266) sq. ft. Sector 43 883,133 sq. ft. 2,960,181 sq.
ft. (2,077,048) sq. ft. Sector 52 4,578,731 sq. ft. 7,581,974 sq. ft. (3,003,243) 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. 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. 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 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 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-residential uses will 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 reta il 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.
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
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
tourism 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
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: q 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 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. q 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. q 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 driveby 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. q Require urban form. Create development standards in the downtown 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.
q Encourage 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. q 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. q 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 corners as important nodes of activity. q 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 architecture, 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: q 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.
q 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 will encourage a diversity of nonresidential, neighborhood-serving establishments. q 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. q 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. q 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. q 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: Planning 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: q Encourage a variety of housing. Develop intensity standards that allow for a variety of housing styles and types
at at intens ities that will assist in supporting the downtown area and general economic expansion.
q 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 nonresidential, 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. q 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. q 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. q 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: q 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. q 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. q Improve visual appearance with coordinated signage. Signs throughout the
entire corridor lack lack aesthetic appeal and continuity of style. Regulations can address these issues. q 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.
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.
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 City. 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 100
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: q Auction houses q Bus terminals q Drive-thru facilities q Funeral homes q Motels
(not hotels) q Outdoor storage or display
q Private parking garages (allow public parking garages) q 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: q 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 q 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, nonneighborhood serving uses that may be otherwise permitted in the current gateway neighborhoods: q Adult entertainment establishments q Auction
houses q Bus terminals q Lumber yards and building material stores, including sales to contractors q Rooming and boarding houses q Sale of ammunition and firearms
q Taxicab parking q Trade or business labor pools q Outdoor storage and display q Vehicle and boat service related uses, such as: gas stations; auto parts, storage, rental, display,
repair facilities; detailing or vehicle washes q Wholesaling Consider allowing regulations that provide for the following: q Grocery or food stores sized between 15,000 square feet and
30,000 square feet q 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 oriented lots with residential units that would provide a substantial increase in ad valorem revenues. Zoning 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. 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.
Design Criteria 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:
q Landscape programs and standards should be developed q Parking for uses should not be located contiguous to Federal Highway q Shared parking standards should be reviewed q Standards
for payment in lieu of providing parking should be developed for Area III q Buildings on Federal Highway should have the appearance of multi-story structures q Incentives should be provided
for developing mixed use projects q Pedestrian unloading or drop-off areas should be considered as a requirement q Standards to identify nodes of activity, such as signalized intersections,
should be developed within the corridor q Structures should be designed to discourage mid-block crossings on Federal Highway by providing pedestrian access at the corners 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 Projects 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 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 signs 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 II. A library, 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. If a 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.
SECTION VII NEIGHBORHOOD IMPACTS OF REDEVELOPMENT ACTIVITIES The redevelopment area contains a number of residential units. The following section describes 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, entertainment
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 network, 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 currently exist. In addition, the plan proposes residential development and redevelopment of areas
around the core downtown that will provide a variety 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.
Table 7.1. --School Capacity and Enrollment, 2000-2001 School Design Capacity Enrollment Forest Park Elementary 619 640 Galaxy Elementary 652 710 Poinciana Elementary 922 688 Rolling
Green Elementary 602 860 Congress Middle 1,344 1,388 Atlantic High 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 preva lent 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 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
redevelopment 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 signage and zoning changes for will have a positive impact on surrounding residential areas.
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 1.1A: Develop a coordinated
signage program that effectively identifies the entrances to each of the planning communities. Policy 1.1B: Develop a strategy to promote these community planning areas to citizens and
the general public. Policy 1.1C: Ensure that each planning community has a public presence Policy 1.1D: 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.
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 within 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 2.1A: Land use plan designations to allow for mixed use development, as recommended
by the redevelopment plan, shall be initiated by the CRA. Policy 2.1B: Land development regulations shall provide alternatives to parking requirements in the downtown area.
Policy 2.1C: 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 programs 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 3.1A: 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 3.1B: 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 3.1C: Land uses that incorporate
outdoor storage or display shall not be permitted.
Objective 3.2: Provide for appropriate 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.
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 Redeve lopment Activities Follow the Redevelopment Plan
The following activities will ensure that redevelopment actions will be consistent with the adopted redevelopment plan: q 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. q The CRA shall be fully subject
to the Florida Sunshine Law and will meet at least on a monthly basis in a public forum. q 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
of the CRA 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 CRA’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.
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.
Redevelopment Revenue Bonds 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 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.
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.
SECTION XI REVENUE PROJECTIONS The source of revenues in the Boynton Beach Federal Highway 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.
108 TABLE 11.1.—Revenue Projections Through 2003/04 1999/00 2000/01 2001/02 2002/03 2003/04 ESTIMATED ASSESSMENT: $225,062,730 $231,814,612 $238,769,050 $245,932,122 $254,340,086 BASE
YEAR ASSESSMENT: $218,507,505 $218,507,505 $218,507,505 $218,507,505 $218,507,505 TAX INCREMENT: $ 6,555,225 $ 13,307,107 $ 20,261,545 $ 27,424,617 $ 35,832,581 AD VALOREM REVENUE: $
81,489 $ 165,424 $ 251,876 $ 340,922 $ 445,443 Note: Ad valorem revenue based upon Boynton Beach millage rate of 8.2273 and Palm Beach County 1999 millage rate of 4.8582 per www.co.palm-beach.fl.us.
109 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.” June 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 County, 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.” August 1999. Palm Beach County Property Appraiser
Public Access System. http://www.co.palmbeach.fl.us. February 2001. Urban Design Studio. Boynton Beach Community Redevelopment Plan. November 1983. Walter H. Keller Jr., Inc. City of
Boynton Beach Comprehensive Plan: Coastal Management Element. December 1988. Coral Springs, FL.
110 APPENDIX
111 BOYNTON DELRAY LAKE BEACH BEACH WORTH MANALAPAN HOTEL FACILITIES COMPARED TO HOTEL FACILITIES ALL CITY HOTELS/ALL CO. HOTELS 6.2% 4.6% 4.6% 1.5% ALL CITY HOTELS/REGION HOTELS 36.4%
27.3% 27.3% 9.1% CITY 100+HOTELS/CO. 100+HOTELS 7.0% 4.7% 2.3% 2.3% CITY 100+ HOTELS/REGION 100+ HOTELS 42.9% 28.6% 14.3% 14.3% WATER: ALL 100+ HOTELS/REGION 100+ HOTELS 0.0% 33.3% 33.3%
33.3% HOTEL UNITS COMPARED TO HOTEL UNITS ALL CITY UNITS/ALL CO. UNITS 7.4% 7.9% 2.5% 2.7% ALL CITY UNITS/REGION UNITS 36.0% 38.4% 12.4% 13.1% ALL 100+HOTEL UNITS/CO. 100+ UNITS 4.1%
4.1% 1.2% 3.1% CITY 100+ HOTEL UNITS/REGION 100+ UNITS 32.8% 32.9% 9.7% 24.7% WATER: ALL 100+ HOTEL UNITS/REGION 100+ UNITS 0.0% 40.9% 16.7% 42.5%