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Transit Oriented Developments & Corridors

Transit Corridor Inventory

Pompano Beach, FL September – December 2009

Corridor Inventory for Atlantic Boulevard, US-1 & Dixie Highway (N= north, S= south, E= east, W= west)

Transit Corridor Inventory Part 1. Introduction

November 19, 2009

City of Pompano Beach

G:\Planning\Corridor Studies\Links for RLI\C_Transit Corridor Inventory Report and Recommendations.doc 2

1. Introduction

In recent months, the City of Pompano Beach City Commission has directed Development

Services staff to evaluate the feasibility of creating Transit Oriented Developments within

the city. Transit Oriented Development (TODs) and Transit Oriented Corridors (TOCs) have

been identified by Broward County as progressive growth management techniques that

promote sustainable development and help curb suburban sprawl. TODs are moderate to

high density, mixed-use, and walkable developments designed to facilitate transit and

accommodate multiple modes of transportation. As noted by the Broward County, County–

Wide Community Design Standards, “The greatest potential for realizing the community

goal of improving the overall quality of life in Broward County lies in connecting

transportation with actual land use.”

The benefits of TOD go beyond maximizing transit ridership potential. TODs by design are

pedestrian friendly, less land consumptive and increase accessibility through proximity. By

reducing dependence on cars for mobility, TODs enable smarter growth, higher quality of

life, and environmental stewardship. Multiple destinations are often located within close

proximity to one another, thereby adding convenience as well as time and cost savings.

Higher density/intensity developments also provide wider housing choices and often

support housing affordability. Businesses located in TODs can optimize the use of land and

building space while at the same time increase accessibility to their clients and workforce,

thereby resulting in more efficient operating costs.

TODs should generally be directed to an area within a reasonable distance (¼ to ½ miles) of

a transit rail station or transit bus line. Both TODs and TOCs share many of the same

characteristics, such as higher density, mixed-use development with a strong residential

component, convenient access to transit stations or stops, and facilities and design that

enhance the environment for pedestrians and transit riders. But significant differences

exist. A transit-oriented zoning district around a rail transit station is focused around the

development of a node, with all vehicular and pedestrian routes focused on the core station.

A transit oriented corridor on the other hand, is relatively narrow, with access focused

moving along the linear transit corridor road or rail line.

In an effort to identify those areas that are conducive to the creation of a TOD, the

Development Service Department has first taken a detailed inventory of the city’s primary

transit corridors. This inventory includes the following corridors:

1. Atlantic Boulevard 2. US-1 Federal Highway 3. Dixie Highway 4. Sample Road (near the Tri-Rail station)

In this report, staff identified roadway segments along the city’s primary transit corridors,

and analyzed the sizes of the blocks, the different land uses, and the adjacent uses along the

corridors. This information can help staff determine whether there are existing sizable sites

along the city’s transit corridors that can support a TOD. With the Commission’s support,

staff will follow this report with a detailed analysis of each of these segments and provide

recommendations for potential TOD sites.


November 19, 2009



Background Information

Broward County Comprehensive Plan

Broward County has been actively encouraging TODs and TOCs, and has introduced these

land use categories into the Broward County Comprehensive Plan.

OBJECTIVE 10.05.00

Encourage mixed use development in areas served by regional transit stations, such as

Tri-Rail stations, major transit hubs, and neighborhood and regional transit centers

Land Use Criteria

Residential use is to be principal component, however at least two non-residential uses

must be permitted as principal uses: e.g. retail, office, restaurants and personal services,

hotel/motel, light industrial (including live work buildings), research business, civic and

institutional. Automobile oriented uses are discouraged and should be prohibited or

limited.

OBJECTIVE 10.04.00

Facilitate mixed use development with access to transit stations or stops along existing

and planned high performance transit service corridors.

Land Use Criteria

In addition to the criteria above, TOCs are to be applied approximately ¼ mile on either

side of the mainline transit corridor.

City of Pompano Beach Comprehensive Plan

The necessity for Transit Oriented Development was a major issue addressed by the 2009

Evaluation Appraisal Report (EAR)-based Amendments the City of Pompano Beach

Comprehensive Plan. These amendments have not yet been fully adopted by the City

Commission, and are currently being reviewed by the Department of Community Affairs.

OBJECTIVE 02.05.00

Encourage transit oriented and or mixed land uses which promote and support public

transportation in existing or planned designated high priority public transit

transportation corridors or in areas served by major regional transit stations relative to

the City's multimodal system in conjunction with the Future Land Use Element (FLUE).

(9J-5.019 4(b) 2) (formerly 02.12.00)

• POLICY 02.05.01 Identify transit oriented land uses in designated public transportation corridors

which may promote multimodal transportation. (formerly 02.12.01)

• POLICY 02.05.04 A transportation impact analysis shall be prepared for proposed TOC and or TOD

sites identifying the expected internal capture and the modal shift provided through

the provision of transit and transit oriented design.


November 19, 2009



Residential Issues

Consistent with the Broward County Land Use Plan, the city’s FLUE allows residential

development on a commercially-classified parcel –but only if the city approves flexibility or

reserve units for a project. Flex units represent the difference between the number of

dwelling units permitted within a flexibility zone by the Broward County Future Land Use

Plan Map and the number of dwelling units permitted within the flexibility zone by the city’s

certified FLUE. Reserves units are additional permitted dwelling units, which equal up to

two percent of the total number of dwelling units permitted within a flexibility zone by the

Broward County Future Land Use Plan Map.

The mixed-use redevelopment of existing commercial corridors and centers can occur only

to the extent there are sufficient flexibility and reserve units available or with a land use

plan amendment to a mixed use category. Currently, there are 1,170 flex/reserve units

available within the city. This scarcity of flexibility and reserve units poses an impediment

to the city achieving the establishment of mixed-use, transit oriented corridors and nodes

because the city’s major transit corridors are primarily lined with commercial land uses.

The Development Services Department has noted that there currently exists a surplus of

residential units within many of the city’s single family neighborhoods. This surplus exists

because many single-family neighborhoods were built at density levels that are less than

what is permitted by code. Some cities, such as Fort Lauderdale, have been able to utilize

those unused residential units by shifting units from “built out” single family neighborhoods

into the city’s downtown. Although this is a land use strategy that the City of Pompano

Beach has not yet pursued, this analysis will give special focus to commercial areas adjacent

to those neighborhoods with a surplus of residential dwelling units. This surplus will

furthermore provide the residential units necessary to create mixed-use development on

commercial land uses at strategic intersections or along a transit corridor. Subsequently

this will also protect the character of existing adjacent single family residential

neighborhoods from increased densities.


November 19, 2009



City of Pompano Beach Future Land Use Map

Notes: See Legend on following page


November 19, 2009



Transit Corridor Inventory Part 2. Inventory

November 19, 2009 2.1 Atlantic Boulevard (SR 814)



2.1 Atlantic Boulevard (State Road 814)

1. Atlantic Boulevard: Florida Turnpike E to Powerline Road. (Figure 1)

North Side (N Side) (Figure 1)

The N side of Atlantic Boulevard has a number of opportunities for TODs. The vacated Palm

Aire GC is being processed for a Land Use Plan Amendment (LUPA) and is requesting 907

dwelling units on the site. The commercial plaza on the NW quadrant of the Atlantic

Boulevard/ NW 31st Avenue intersection is a prime candidate for redevelopment with a

number of large vacant tracts to the N. The plaza and those tracts of land to the N have an

approximate depth of around 385’.

Commercial land use fronts Atlantic Boulevard in the S end of Collier City with an average

depth of approximately 325’ W of NW 27th Avenue. Residential, Low-Medium (10-16

dwelling units per acre [du/ac]) is behind this frontage and acts as a buffer with the single

family neighborhood to the N, although the majority of the commercial property here is

vacant. The Commercial land use designation does extend N on both E and W sides of NW

27th Avenue to NW 6th Street. E of NW 27th Avenue the Commercial land use depth increases

to approximately 600’ and has a Residential, Low (1-5 du/ac) land use designation to the N.

The Commercial land use then extends further N along Powerline Road.

Figure 1. Atlantic Boulevard (Turnpike to Powerline Road)

Notes: The number in the dashed circle (9,724) represents the allowable number of dwelling units within the

Palm Aire dashed line area.

South Side (S Side) (Figure 1)

The S side of corridor has minimal opportunities for Transit Oriented Development. Aside

from the Oasis subdivision, a single-family development, there is no access into Palm Aire

until 27th Avenue. The planned hotel property, located at the bend in Atlantic just W of NW

31st, is a large vacant land area; however since the site contains little connectivity to the

adjacent Palm Aire neighborhood, it is not the most appropriate site for a TOD. W of 27th

Avenue is a small retail plaza and E of 27th is the Palm Aire Marketplace Shopping Center.

Both shopping centers are inside the Palm Aire dashed line area.





2. Atlantic Boulevard: Powerline Road E to I-95. (Figure 2)


The N side of the corridor, E of Powerline Road is the S end of the Hunters Run

neighborhood and is mostly developed. Between Powerline Road and NW 24th Avenue is an

entire city block of Commercial land use. The block is approximately 385’ x 700’ and has a

small retail plaza and an old gas station that is being redeveloped as a Walgreens. Moving E

of NW 24th Avenue there is the US Post Office which takes up the next full block, and then E

of NW 24th Avenue there is a Residential, Low- Medium (5-10 du/ac) land use that creeps S,

down from the neighborhood to front Atlantic Boulevard for approximately 480’; however,

this area and the Commercial land use adjacent to the E of this property is all fully

developed commercially.

There is a significant amount of Commercial land use along this part of the corridor as it

stretches approximately 860’ deep into the neighborhood E of NW 21st Avenue and W of

NW 18th Avenue. This area is occupied by the Eagle Pointe apartment complex, Lou

Bachrodt Chevrolet and other commercial retail establishments. Behind this area is a

Residential, Low (1-5 du/ac) land use for the predominantly single family neighborhood to

the N. E of NW 18th Avenue the Commercial land use designated area recedes back towards

Atlantic Boulevard and to a depth of approximately 540’ and then recedes even further to

135’ a half a block W of NW 16th Avenue. Residential, Low-Medium (5-10 du/ac) from the

Pompano Springs neighborhood area fronts Atlantic Boulevard just before the Industrial

land use begins, stretching from both sides of the CSX RR tracks and over to I-95.

E of the CSX RR tracks there are older more established industrial properties. At this point

both sides of Atlantic Boulevard, E of the CSX RR tracks and W of I-95 have an Industrial

land use designation.

Figure 2. Atlantic Boulevard: Powerline Road to I-95


The S side of the corridor is completely developed with both commercial and industrial

products in the Atlantic Business Center, which is part of a Regional Activity Center (RAC)

land use designation (which also crosses SW 3rd Street and includes the N portion of the Isle





Casino/Harness Track property). The entire development is less than 10 years old. Again, E

of the CSX RR to I-95 are older industrial properties.

3. Atlantic Boulevard: I-95 E to Cypress Road. (Figure 3)


The N side of the corridor is the place in the center of the city where multiple transit

corridors converge. The intersection of I-95, Atlantic Boulevard, Martin Luther King (MLK)

Jr. Boulevard and Dixie Highway has been identified by the Department of Development

Services, as well as the NW CRA Strategic Implementation Plan (SIP) as “the best place in

the city for higher density and intensity development to occur.” This area represents a 63

acre man made “island” that 2.5 million cars drive through every week. The boundaries of

this man made island are not made of water, but are created from the four lanes of

automobile traffic on each surrounding roadway. The island has two land uses, Commercial

and Residential, Medium (10-16 du/ac). The Commercial land use surrounds the majority of

the island (extending approximately 230’ N of Atlantic Boulevard and 220’ W of Dixie

Highway), while the Residential, Medium (10-16 du/ac) makes up the inner core, (an area

that is approximately 350’ wide (N/S) and extends W to I-95). While there are some multi-

family units developed throughout this area, the majority of the residential product is single

family. Therefore, given the existing land use, there are many excess units available on the

island.

Further, Broward County is planning a Neighborhood Transit Center that is being developed

in the southwest quadrant of Dr. MLK Jr. Boulevard and Dixie Highway. This area has also

been identified as a possible location for a potential commuter rail line on the Florida East

Coast (FEC) RR tracks.

Figure 3. Atlantic Boulevard: I-95 to Cypress Road (N side inset)






The S side of the corridor contains the Avondale neighborhood, which has no access onto

Atlantic. It is accessible from Dixie Highway and SW 3rd Street. This area has a Residential,

Medium- High (16-25 du/ac) land use designation. It is more accurately described in

Section 2.3.2 Dixie Highway: Atlantic Boulevard to Copans Road (See Figure 24, page 23).

4. Atlantic Boulevard: Cypress Road to US-1 (Figure 4)


The N side of the corridor consists of primarily smaller lots and blocks. The lots are divided

into widths (E/W) of 25’ to 100’. Some lots are wider than 100’, but that is uncommon. Most

of the lots are approximately 100’ in depth (N/S), dividing the blocks west of NE 13th

Avenue which are typically about 235’ in total depth. These blocks all have a Commercial

land use designation; however the blocks to the N (deeper into the neighborhood) all have a

Residential, Low (1-5 du/ac) land use designation, which means they are primarily single-

family homes. Some of the commercial blocks that front both Atlantic Boulevard, and NE 1st

Street have multi-family homes on the N side of the blocks (fronting NE 1st Street) while

commercial properties front Atlantic Boulevard.

E of 13th Avenue the blocks change shape and become approximately 250’ wide (E/W) by

600’ deep (N/S). Along Atlantic the properties have a Commercial land use designation, but

that only applies from 120’-140’ deep (N/S). The rest of the properties are designated

primarily Residential, Low (1-5 du/ac); however there is also some Residential, Medium

(10-15 du/ac) as this segment of the corridor approaches US-1.

Figure 4. Atlantic Boulevard: Cypress Road to US-1


The S side of the corridor W of SE 6th Avenue consists of lots that typically extend S to the

Pompano Canal. Along the corridor the Commercial land use designation stays within 150’

of Atlantic, with a Residential, Medium (10-15 du/ac) behind it (S) to the canal. E of SE 6th

Avenue there is a similar land use layout with small commercial properties along Atlantic

and larger multi-family complexes behind it to the canal.

At about SE 8th Avenue the blocks along Atlantic Boulevard are all included in the

commercial area; however, these blocks are merely 250’ (E/W) by 210’ (N/S). At SE 13th

Avenue, the Commercial land use shrinks down to a depth of about 120’ (only ½ a block





depth), with a Residential, Medium (10-15 du/ac) land use designation on the S part that

block. That designation extends E to SE 17th Avenue. The blocks S of those blocks have a

Residential, Low (1-5 du/ac) land use designation. The two blocks E of SE 19th Avenue both

have a Commercial land use designation, which also extends S along US-1.

5. Atlantic Boulevard: US-1 to A-1-A (Figure 5)


Along the N side of the corridor are blocks that are rectangular 250’ (E/W) x 570’ (N/S).

This segment of the corridor has a Commercial land use designation until Harbor Drive (NE

26th Avenue). Some multi-family housing is included in this area, mostly townhomes.

Figure 5. Atlantic Boulevard: US-1 to A-1-A


The S side of the corridor contains rectangular blocks that are 250’ (E/W) x 530’ (N/S).

Aside from McNab Park, the other three blocks W of SE 25th Avenue all have a Commercial

land use designation.


November 19, 2009 2.3 Dixie Highway (SR 811)



2.2 US-1 Federal Highway (State Road 5)

1. US-1: Southern City Limits to Lake Santa Barbara (Figure 6)

Figure 6. US-1: Southern City

limits to Powerline Road

East Side (E Side) (Figure 6)

The lots along the E side of the corridor are shallow in

depth, which is the reason for the smaller retail

establishments in the majority of this area. Aside from

St. Coleman’s Church, every parcel on Federal Highway

has a Commercial land use designation. There is a car

dealership N of SE 12th Street which takes up most of

the land along the corridor to SE 9th Street. N of SE 9th

there again is smaller retail establishments, and a

marina that has been pieced together over the years.

This is a significant marina since it opens up to Lake

Santa Barbara and is still E of the fixed bridge

immediately N of the site. The average block depth is

approximately 175 feet.

West Side (W Side) (Figure 6)

The lots along the W side of the corridor have a larger

depth than those on the E side. The Publix Plaza

dominates the corner of McNab Rd and US-1. The

property extends from about 730’ to about 850’. To the

N of that is a Nissan auto dealership which is positioned

between the Publix Plaza and the (former) Winn Dixie

Plaza. The dealerships property has from 475’ to 550’ of

depth off US-1. The Winn Dixie Plaza is framed to the W

and N by the Nancy and Marianne canals. N of the Winn

Dixie Plaza is Eddie Acardi’s auto dealerships, which

extend N to SE 9th Street. The S end of the property has

about 180’ in depth and the N part of the property

extends to about 420’. On the N side of SE 9th Street is

the Waterford Pointe condo tower. Both the auto

dealership and the tower are bounded by the Nancy

canal to the W.





2. US-1: Lake Santa Barbara to Atlantic Boulevard (Figure 7)


The E side of the corridor initially has a Residential, Medium-

High (16-25 du/ac) land use designation, although immediately

on the water is one of Pompano Beach’s few marine/ boat

dealers. To the N of this property is a five story condominium,

which is bordered on the N by another boat dealer on a

Commercial land use. N of SE 7th Street there are three city blocks

that lie perpendicular to US-1, and are followed by a cemetery.

These blocks have Commercial land uses and have shallow lot

depths (approximately 120’). Residential, Medium (10-16 du/ac)

land use designations are prominent for the rest of the blocks as

they encroach further E into the predominantly single family

neighborhood. N of the cemetery and SE 4th Street to Atlantic

Boulevard, there are two full city blocks of commercially

designated properties. The southern is approximately 220’ x 620’

whereas the block that lies immediately south of Atlantic

Boulevard is approximately 240’ x 560’. The southern block has

another city block immediately to the E which has a Residential,

Medium (10-16 du/ac) land use designation. This block is

approximately 300’ x 620’.

West Side (W Side) (Figure 7)

The W side of the corridor starts with the Island Club apartment/

condo complex on Federal Highway, which is also part of the

Residential, Medium- High (16-25 du/ac) designated area. Just N

of that is one of the city’s few marine industries related areas with a number of dry stack

storage facilities. These Commercially designated properties extend approximately 300’

deep to the Seafoam Canal which defines their W boundary. Continuing N of SE 5th Court,

there are commercially designated properties along the US-1 corridor. First, there is a boat

dealership that is approximately 200’ deep and then there is the shopping plaza, which

takes up the entire block and extends to a depth of approximately 600’ to SE 19th Avenue. At

SE 3rd Street, this city block is split into two, while the depth of commercially designated

property extends north to Atlantic Boulevard.

3. US-1: Atlantic Boulevard (E Side) to 14th

Street Causeway (Figures 8-10)


The E side of the corridor starts out with three city blocks that all have a Commercial land

use designations and are similar in size (250’x 600’, 230’x 610’ and 200’x 635’). The first

block has multiple smaller retail establishments. The second block is dominated by vacant

land, cleared for the former ‘City Gardens’ residential project N of Kraeer Funeral Home.

The third block again has smaller retail establishments.

Figure 7. US 1: Lake

Santa Barbara to

Atlantic Boulevard





Figure 8. US-1: Atlantic

Boulevard to NE 9th Street

The fourth block extends noticeably into the

predominantly single family neighborhood and is also a

Commercial land use. Along NE 6th Street it is 505’ deep

and along NE 8th St its 430’ deep. The block is similar in

length to the others as it has 635’ along US-1. The block is

dominated by auto dealerships and has a small

restaurant on its NW corner (IHOP).

To the E of these first four blocks is a Residential,

Medium (10-16 du/ac) land use designation, which acts

as a transition area into the single family homes to the E.

Between NE 8th Street and NE 9th Street (See Figure 9) is

the Beachway Shopping Center, which encompasses the

entire city block and has a Commercial land use

designation. The block is 420’ long (N/S), with an

approximate depth of 415’ along NE 8th Street and

approximately 360’ along NE 9th Street.

Figure 9. US-1: NE 8th Street to NE 10th Street

N of NE 9th Street the Commercial land use does not cover

entire city blocks, only the parcels that are adjacent to

US-1 (See Figure 9). Behind those parcels is a Residential,

Low (1-5 du/ac) land use designation and a single family

neighborhood. This land use designation extends E and

N, until the S side of NE 10th Street, where it returns to a

Residential, Medium (10-16 du/ac) designation, again

acting as a buffer for the single family neighborhood to

the E.

N of NE 9th Street the Commercial land use starts at a

depth of approximately 400’ and then expands to

approximately 500’ at the 950 office buildings property.

It remains at that depth until NE 10th Street.





Figure 10. US-1: NE 10th Street to 14th Street Causeway

The city block from NE 10th Street N to NE 12th

Street is a mix of Commercial and Residential,

Medium (10-16 du/ac) land use designations like

the majority of the other blocks along the corridor;

however it is a bit oddly configured (See Figure

10). The block starts out on the S with Commercial

land use for the entire 560’ depth of the block. The

street to the E of the block, NE 23rd Terrace, then

bends back towards US-1 to approximately 400’

before it again turns N. Approximately 135’ N of

there is where the Residential, Medium (10-16

du/ac) starts and along with US-1 slanting NE,

narrows the depth of the Commercial land use to a

depth of 360’. At the N end of the block the

Commercial land use is narrowed to approximately

200’ before the Residential, Medium (10-16 du/ac)

land ends and returns to Commercial, which

finishes off the block with a depth of approximately

330’.

The city block from NE 12th Street N to the 14th

Street Causeway has a Commercial land use depth

of approximately 260’ along NE 12th Street and that pretty much remains consistent up to

the Causeway. The E portion of the block again has Residential, Medium (10-16 du/ac) land

use and provides a buffer for the single family neighborhood to the E. This is also the N end

of Harbor Drive as it bends to the W and meets up with the Causeway.

4. US-1: Atlantic Boulevard (W Side) N to Copans Road (Figures 11-12)

Figure 11. US-1: Atlantic

Boulevard to Copans Road

West Side (W Side)

Starting at Atlantic Boulevard going north, the W side of the

corridor contains four blocks of property with Commercial

land use designation, which is followed up by Community

Park (See Figure 11). The first block is approximately 250’

x 600’ and is broken up in to smaller parcels. The second

block is dominated by Everest University, its 8-story tower

and its accompanying 3- story parking structure. This block

is slightly larger than the first at 275’ x 600’. Next there is

the city block with the Pet Supermarket Plaza, the Post

Office and the Pompano Beach Employees Credit Union.

The entire block has a Commercial land use designation

even though there are some single family homes on NE 19th

Avenue. This block is larger than the others in this segment

and measures 615’ x 600’.





Figure 12. US 1 & Copans

Rd (SW corner)

N of NE 6th Street there is also the Commercial land use

designated pocket that starts with a restaurant on the corner

and extends W to the Emma Lou Olsen Civic Center property

and N to the Community Park (See Figure 11). This area is

approximately 500’ x 235’. The Community Park is present

until NE 10th Street and is followed the city’s golf course(s)

and the Citi Centre Mall (See Figure 12).

5. US-1: 14th

Street Causeway (E Side) N to NE 24th

Street

(City Limits w/LHP) (Figures 13-14)

This section of the corridor has relatively the same land use

pattern as the section S of the Causeway, which is

commercial along US-1 and is followed by multi-family

residential behind it, buffering the single family

neighborhood to the E (See Figure 13).

From the Causeway to NE 16th Street E of the Commercial

land use is a Residential, Medium-High (16-25 du/ac), but N

of NE 16th Street the area transitions to Residential, Low-

Medium (5-10 du/ac).

The city block adjacent to US-1 has a depth of 200’ on the S

and 95’ on the N. This block has approximately 900’ of US-1

frontage and was occupied by mostly smaller commercial

properties, until most were demolished and consolidated into

the dry stack storage development (See Figure 13). NE 23rd

Avenue divides the property (E/W), an area that contains

three land uses. The depth of the Commercial land use starts at

approximately 200’ and increases to a depth of approximately

330’ on the S edge of the dry stack storage facility property.

The Commercial land use crosses the Caliban Canal and

continues N along NE 23rd Avenue to NE 18th Street. This city

block has 600’ of US-1 frontage and is occupied by 4 or 5

smaller retail establishments.

The Commercial land use then jogs E to a depth of

approximately 360’ and then turns N along NE 24th Avenue

for the entire block (See Figure 14). This block has 820’ of US-

1 frontage and is occupied by multiple small commercial

plazas. Approximately 120’ S of NE 22nd Street the

Commercial land use jogs E again to an approximate depth of

380’, which includes the corner lot on the SE block of the

intersection. This block is divided into 5 or 6 smaller

commercial establishments, including fast food restaurants

and a bowling alley.

Figure 13. US 1: 14th St

Causeway to NE 18th St

Figure 14. US 1: 18th

St to NE 24th St





The Commercial land use heads N across NE 22nd Street and includes the initial lots on the

block E of NE 24th Avenue as it bends around to the E. The Commercial land use designation

bends around with the road to a depth of approximately 485’ before turning N, crossing NE

24th Avenue and following along the W side of NE 25th Avenue (See Figure 14).

It should be noted that the Residential, Low-Medium (5-10 du/ac) land use has been a

buffer for the single family neighborhood to the E so far, but that ends as the Commercial

land use turns N. From this point on the Commercial and Residential, Low (1-5 du/ac) land

uses are only separated by the roadway (NE 25th Avenue) (See Figure 14).

On the N side of NE 23rd Street the Commercial land use follows the W block and NE 26th

Avenue as it curves around to NE 25th Street and is at a maximum depth of approximately

615’. This block is split by an auto dealership and an office plaza (See Figure 14). On the N

side of NE 25th Street the Commercial land use regresses back towards US-1 with a depth of

approximately 300’. This block is divided in half with an auto dealership along the highway

and a church and its facilities on the E half of the block.

6. US-1: Copans Road N to Sample Rd (W side) to Cresthaven neighborhood (Figures 15-

17)

For the majority of the Cresthaven neighborhood (N of Copans

Road to Sample Road between US-1 and Dixie Highway), the

Commercial land use that lies adjacent to US-1 is bounded by

Residential, Low (1-5 du/ac) land use to the W (See Figure 15).

This is a different land use pattern than is present along most of

the other segments of US-1. The only part of the segment where

there is a buffer between the two uses is at the northern end of

the neighborhood where Residential, Low-Medium (5-10 du/ac)

lies against the backside of the commercial plaza at the SW

quadrant of the US-1/ Sample Road intersection. However, that

Residential, Low-Medium (5-10 du/ac) land use is only one lot

wide. (See Figure 17)

The commercial property on the N side of Copans Road begins

with an outparcel plaza that includes an automobile/ muffler

shop and small retail. The primary tenants of the larger plaza are

a Muvico Theatre complex and a K Mart store. There are also

outparcels further N along US-1, which include two other

restaurants. The Commercial land use extends all the way N to NE 28th Street and beyond

(See Figure 15). For the purpose of definition block dimensions, the land use contains an

initial depth of approximately 575’ and then extends to a depth of approximately 730’ on

the N side of the K Mart, which is approximately 1115’ N of Copans Road. Just N of the K

Mart there is a utility substation that causes the Commercial land use to jog back towards

US-1 with a depth of approximately 425’. Approximately 1,300’ N of this jog is NE 28th Street

and the Commercial land use depth is approximately 630’ at this point. N of the K Mart plaza

there is a self storage facility and two auto dealerships, as well as two restaurants.

Figure 15. US 1: Copans

Road to NE 26th Court





On the N side of NE 28th Street the Commercial land use has an

approximate depth of 525’, but only for the first 130’ of the

block (See Figure 16). After that, the Commercial depth is back

to approximately 325’ and for the most part follows NE 17th

Avenue N to NE 33rd Street. The Commercial land use straddles

NE 31st Street, where four lots S and three lots N of the street

all have a Residential, Low (1-5 du/ac) land use. At this point

the depth of the Commercial land use decreases from

approximately 400’ to roughly 275’ and then on the N side of

NE 31st, the depth of the Commercial land use starts at

approximately 315’ and extends back to approximately 490’.

On the N side of NE 33rd Street the Commercial land use has an

approximate depth of 540’ and this is where the Residential,

Low-Medium (5-10 du/ac) land use comes into play W of the

plaza property (See Figure 16).

The Residential, Low-Medium (5-10 du/ac) then turns N for

approximately 110’ where the Commercial land use then again

extends W to an approximate depth of 800’ (See Figure 17).

The commercial plaza and land use extends N for

approximately 850’, extends W to an approximate depth of

1,025’ and meets up with NE 16th Avenue, which completes the

block connecting with Sample Road 150’ to the N.

7. US-1: Sample Road (only W Side) N to NE 54th

St – Highlands neighborhood (Figures

18-20)

The Commercial land use in this segment has an approximate depth of 260’ and is aligned

with NE 18th Terrace. For the first 900’ N there is a Residential, Low-Medium (5-10 du/ac)

land use W of the Commercial land use. N of that is Residential, Low (1-5 du/ac), which is

followed by 400’ N of Irregular Residential (12 du/ac), which is designated as such for one

particular multi-family development, on the N side of the bend on NE 39th Street (See Figure

18).

Figure 16. NE 28th Street

to NE 33rd Street

Figure 17. NE 33rd Street to

Sample Road





At this point, approximately 1,800’ from Sample Road, the

Commercial land use depth remains at approximately 260’

and all retail buildings and plazas along US-1 are smaller and

primarily single user establishments. N of this, the

Commercial land use decreases to approximately 220’, and

the Residential, Low (1-5 du/ac) land use creeps back

towards US-1. This lasts for 195’ when a Residential, Low-

Medium (5-10 du/ac) land use acts as a buffer separating the

Commercial from the Residential, Low (1-5 du/ac). This land

use straddles NE 41st Court for a block both N and S of 41st

(approximately 670’ in total), while the Commercial land use

again decreases to 165’.

At the N end of NE 19th Avenue the Commercial land use

again extends back into the neighborhood, although this time

it is buffered from the Residential, Low (1-5 du/ac) land use

by the S end of North Broward Park (See Figure 19). This

section of the park is approximately 320’ wide. This

Commercial area then extends N approximately 715’ and

includes a plaza with multiple buildings. N of this plaza lies

the now vacated Bali Hi Mobile Home Park which has

recently undergone a land use change to Residential, High

(25-46 du/ac). The S property line of the proposed

development is approximately 600’ deep and the N property

line of the former mobile home park is approximately 690’

deep with approximately 600’ linear feet in between. Again,

the Open Space Recreation land use of the park separates

this use from the Residential, Low (1-5 du/ac) land use of

the neighborhood. North Broward Parks property wraps

around the N property line of the former mobile home park

for approximately 350’ and then extends N for

approximately 650’. To its E lies another commercial

property which is currently home to an ice skating rink and

a small car dealership. N of these properties is another piece

of property that has recently undergone a land use change,

currently known as Vintage Park. This property has

approximately 265’ of US-1 frontage, then extends W and

wraps around the N side of North Broward Park, continuing

through to NE 18th Avenue and includes three single family

residential properties.

Immediately N of the Vintage Park property there is a small

strip of Residential, Low (1-5 du/ac), that consists of a street

of single family properties that is tucked in between the

Vintage Park property and a multi-family development to

the N, which fronts NE 48th Street. N of the Vintage Park

along Federal Highway (See Figure 19), the land use

frontage returns to Commercial and remains that way for

the remainder of the corridor in the city.

Figure 19. US-1: NE 42nd

Street to NE 48th Street

Figure 18. US 1: Sample

Road to NE 39th Street





The Commercial land use fronting US-1 starts at an

approximate depth of 340’ and increases to approximately

360’, but then decreases back down to approximately 270’ at

NE 48th Street. N of NE 48th Street the Commercial land use

starts at an approximate depth of 300’, extending N for

approximately 1,585’ where its depth is approximately 640’

(See Figure 20). This area includes auto dealerships and

smaller retail establishments and plazas. This entire area has

Residential, Low (1-5 du/ac) land use bordering it to the W.

The neighborhood then bends back E and pinches the

Commercial land use back down to an approximate depth of

170’ and then turns back N for approximately 975’ to the N

edge of the city at NE 54th Street. Again, auto dealerships and

smaller retail establishments and plazas are the norm in the

commercial area, which finishes at an approximate depth of

330’.

Figure 20. US-1: NE 48th






2.3 Dixie Highway (State Road 811)

1. Dixie Highway: Southern City Limits to Atlantic Boulevard (Figures 21-24)

East Side (E Side) (See Figure 21)

Immediately N of the Cypress Creek (C-14) Canal is a

small business park that has an Industrial land use

designation. This area is located S of McNab Road, E of

the FEC RR tracks in a location where McNab Road does

not connect through to the W side of the road. There

are no heavy industrial businesses located in this park

and the eastern border backs up to Residential, Low-

Medium (5-10 du/ac) land use with an approximate

depth range of 110’–125’. This industrial area extends

approximately 1,565’ N of the canal.

For the rest of the E side of the E Dixie Highway

corridor, S of SW 2nd Street, where the highway is

separated into E & W sides, the lots average

approximately 150’–175’ deep and all have a

Commercial land use designation. This area contains

predominantly heavy businesses, small warehouses

and auto repair shops.

Middle (See Figure 21-23)

The middle of the separated (E & W) portions of Dixie

Highway has a Commercial land use designation and is

entirely heavy business, small warehouses, some retail

and auto repair shops. It is essentially a long narrow triangular island that is broken up by

five crossover streets. At its widest point just S of SW 3rd Street, it is approximately 350’

wide and at its narrowest point, which is also its southernmost, it is approximately 75’ wide.

This island stretches approximately 1.2 miles.

West Side (W Side)

On the W side of Dixie Highway W, starting from the S city line, there is a Commercial land

use designation, which is approximately 350’ in depth and has a Residential, Low-Medium

(5-10 du/ac) land use designation to its immediate W. This residential area houses Holiday

Village Mobile Home Park, which follows the canal along the W and is bounded on the N by

a junkyard (See Figure 21).

Along the W side of Dixie Highway W, N of McNab Road to SW 6th Court, the average depth

of the Commercial land use is 250’. The boundary line zigs and zags with the different parcel

shapes along the corridor (See Figure and 22). The only section along this corridor that does

not have a Commercial land use designation fronting Dixie Highway W is the proposed

Captiva Club development, which has a Residential, Medium- High (16-25 du/ac) land use

designation. All other properties fronting Dixie Highway W have a Commercial land use

Figure 21. Dixie Highway:

Southern City Limits to SW 13th

Court





designation and all, aside from one block, have a Residential, Medium (10-16 du/ac) land

use designation directly to the W. The one block without Commercial land use to the west, is

a church property with a Community Facilities land use designation. This entire section of

the corridor is lined with small retail plazas and other smaller single use facilities. The

blocks average approximately 290’ feet (N/S), the majority have direct access onto Dixie

Highway and all dead end at the I-95 corridor.

The W side of Dixie Highway W, N of SW 6th Court is

John Knox Village (JKV) (See Figure 23) which is

completely walled off to the surrounding

neighborhoods and has a Local Activity Center land

use designation. There is one out parcel on this

block at the SW corner of SW 3rd Street and Dixie

Highway W and that has a Commercial land use

designation and is home to a small restaurant

facility and another free standing building. It is

approximately 225’ by 115’ and again, is separated

from JKV by an 8’ wall.

2. Dixie Highway: SW 3rd Street to Atlantic Boulevard (W side of Dixie Highway -

Avondale) (Figure 24)

The area along Dixie Highway between SW 3rd Street to Atlantic Boulevard is known as the

Avondale neighborhood. The Commercial land use designation does not encroach much into

the neighborhoods eastern portion, averaging approximately 100- 125’. The S 2.5 blocks are

predominantly small retail establishments and small plazas, while the N 2.5 blocks are

strictly residential with limited access onto Dixie. To the W of the Commercial land use area

is Residential, Medium-High (16-25 du/ac). It is estimated that the area has fewer

residential units constructed than the land use would allow.

Figure 22. Dixie Highway: SW

11th Street to SW 6th Court

Figure 23. John Knox Village LAC





3. Dixie Highway: Atlantic Boulevard to Copans Road (W side of Dixie Highway) (Figures

3, 25-28)

The initial stretch of Dixie Highway N of Atlantic

Boulevard is part of the man made island (See Figure 3,

page 9) as more accurately described in Section 2.1.3.

Atlantic Boulevard: I-95 E to Cypress Road.

N of MLK Jr. Boulevard there is again the typical pattern

of commercial land use bordering the corridor with

some mixture of residential behind it (See Figure 25).

From MLK to NW 6th Street, W to NW 3rd Avenue the

area contains a Commercial land use, aside from a

Utilities land use designation that encompasses the FPL

substation positioned at the SE quadrant of the

intersection of NW 3rd Avenue and NW 6th Street. On the

N side of NW 6th Street the Commercial land use

extends, not just to NW 3rd Avenue, but even further to

NW 6th Avenue for approximately 1,850’. Aside from the

substation property, this land use pattern is also

mirrored on the S side of NW 6th Street. On both sides of

NW 6th Street the Commercial land use has an

approximate depth of 100’.

Figure 24. Avondale neighborhood

Figure 25. Dixie Highway: NW

3rd Street to NW 10th Street





Heading N along Dixie Highway until NW 8th Street, the

Commercial land use has an approximate depth of 500’

(See Figure 25). This area is bounded to the W by a

Residential, Low-Medium (5-10 du/ac) land use,

which continues through to NW 10th Street. There is

a small pocket of Residential, Medium (10-16

du/ac) land use which encompasses four lots on the

N side of NW 8th Court. N of NW 8th Street, the

Commercial land use depth off of Dixie Highway

decreases to approximately 220’ and then

decreases yet again on the N side of NW 8th Court to

an approximate depth of 170’.

N of NW 10th Street the Commercial land use has an

average depth of 200’ until the N side of NW 15th

Street (a.k.a. Millionaires Row), where the depth

drops back down to approximately 100’ and

remains that way until the last approximately 300’

S side of NW 16th Street where it extends to a depth of approximately 615’ (See Figure 26).

From NW 10th Street N to NW 14th Street Residential, Medium (10-16) is the land use

designation that borders the Commercial land use along the corridor. N of NW 14th Street to

the S side of NW 16th Street, that land use changes to

Residential, Low- Medium (5-10) (See Figure 27).

On the N side of NW 16th Street is an Industrial land use

designation that extends

200’ to the N and

approximately 1,960’ W to

NW 3rd Avenue. (See Figure

27) This is the only

Industrial designated land

on the W side of Dixie

Highway (and E of I-95) in

the city.

N of NW 16th Street the

Commercial land use starts out at approximately 350’ but

then decreases back to approximately 150’ until the S side

of NW 21st Street. N of NW 21st Street the depth of the

Commercial land use is approximately 165’ for the rest of

the corridor N to Copans Road (See Figure 28). From just N

of the Industrial land use on the N side of NW 16th Street,

the entire Commercial land use is bordered by Residential,

Low (1-5 du/ac) land use and single family homes.

Figure 26. Dixie Highway: NW 10th

Street to 15th Street


15th Street to NW 17th Street


17th Court to Copans Road





4. Dixie Highway: Atlantic Boulevard to NE 10th

Street (E side of Dixie Highway) (Figures

29-30).

This initial section of the area E of the FEC RR corridor and N of Atlantic Boulevard is known

as ‘Old downtown’ (See Figure 29). The majority of this section along the FEC RR corridor

(and subsequently Dixie Highway) is Commercial and extends to various depths into the

neighborhood, known as “Old Pompano”. The area is initially bounded by a Community

Facilities land use designation that geographically groups together the numerous churches

in the area; but then also by Residential, Medium (10-16 du/ac) land use where NE 2nd

Avenue meets NE 4th Street. This Residential, Medium (10-16 du/ac) land use is fairly

sizable and covers the majority of this part of the Old Pompano neighborhood; however, the

majority of this area is single family homes. This is another area where it is estimated that

fewer residential units have been constructed than the land use will allow.

From NE 6th Street N to NE 10th Street the Commercial land use designation averages 210’ in

depth off of the FEC corridor (See Figure 30). It is bordered by Residential, Medium (10-16

du/ac) land use to the E.

5. Dixie Highway: NE 10th Street to Copans Road (E

side of Dixie Highway) (Figures 31-32).

Heading N, NE 10th Street is the last E/W crossover until

Copans Road (See Figure 31). Immediately N of NE 10th

Street and bordering the FEC RR ROW is a Commercial

land use designation that extends approximately 230’ E

to NE 1st Avenue and 830’ N along the tracks. Due E of this

commercial pocket, between NE 1st Avenue and NE 3rd

Avenue is a Residential, Medium (10-16 du/ac) land use

designation that encompasses and number of multi-

family facilities.

Figure 30. NE 6th Street to NE 10th Street Figure 29. Old Downtown

Figure 31. Dixie Highway: NE 10th






There is another Commercial land use pocket that straddles NE 13th Street and dead ends at

the FEC RR tracks (See Figure 31). This pocket extends approximately 430’ E and

approximately 435’ N along the tracks. This commercial pocket and the northern portion of

the pocket to the S are bordered by a Utilities land use designation, which includes various

City facilities to the E. The Utilities land use extends approximately 1,420’ N along the tracks

where it meets up with the Transportation land use (Pompano Beach Air Park). N of the

Goodyear Blimp base and Sand and Spurs Equestrian Park (also Transportation land use),

the Open Space & Recreation land use creeps down from the N side of the Air Park. This

area encompasses the City’s Golf Courses and the natural areas that surround the Air Park.

There is also a small Commercial land use pocket on the SE

corner of Dixie Highway and Copans Road (See Figure 32).

This pocket extends E of the FEC RR tracks approximately

500’ to NE 5th Avenue. Against the FEC RR tracks the

Commercial land use extends approximately 420’ S of

Copans Road and along NE 5th Avenue the Commercial land

use extends approximately 185’ S of Copans Road.

6. Dixie Highway: Copans Road to Sample Road (E

side of Dixie Highway) (Figures 33-35).

Immediately N of the Copans Road and Dixie Highway

intersection there is a triangular shaped commercial

area that is home to a Salvation Army store, a small

retail plaza and a self storage facility (See Figure 33).

This Commercial land use area extends approximately

800’ E into the neighborhood. N of this area is an older

Industrial area that is home to many different small

businesses. This Industrial area extends E

approximately 500’, but then extends further

approximately 1150’ into the single-family

neighborhood. There is also a Community Facilities

land use area, for an elementary school, which squares

off this area with the Industrial property that wraps

around it to the N. The Industrial land use area extends

approximately 2,250’ N of the Commercial land use

along the FEC corridor. This area has acted as a buffer

for the adjacent predominantly single family residential

community to the E for decades.

N of the Industrial area is a Residential, Low-Medium

(5-10 du/ac) land use area that extends approximately

1,500’ N to just S of NE 33rd Street, where another

pocket of Industrial land use is located (See Figure 34). The Residential, Low-Medium (5-10

Figure 32. SE corner of Dixie

Highway and Copans Road

Figure 33. Dixie Highway

Copans Road to NE 29th Street





du/ac) land use area extends approximately 575’ E and once again, acts as a buffer between

the single family residential neighborhood and the FEC corridor.

There is only one access point across the FEC RR tracks on this section of Dixie Highway and

that is at NE 33rd Street, three quarters of the way to Sample Road (See Figures 34-35).

Straddling NE 33rd Street is another pocket of Industrial land use. It extends approximately

525’ E into the neighborhood and also approximately 630’ N to where it meets up with the

Commercial land use designation that extends 575’ N and ultimately fronts Sample Road

(See Figure 35).

7. Dixie Highway: Copans Road to Sample Road (W side of

Dixie Highway) (Figures 36-37).

The Commercial land use designation N of Copans Road

fronts the entire length of Dixie Highway N to Sample Road

(See Figures 36-37). This includes the first block from Dixie

Highway to NE 3rd Avenue to the W, but the Commercial land

use does not encompass the entire block. Behind the

Commercial land use, there is a pocket of Residential, Low (1-

5 du/ac) land use, which includes properties in an area that is

approximately 300’ x 150’. The commercial area includes a

car dealership, a restaurant and another smaller retail

establishment. N of this area, the lots that front Dixie

Highway contain a Commercial land use designation and have

an average depth of 100’ (small blocks) to 175’ (larger

blocks). The majority of the Commercial land use is backed

up to Residential, Low (1-5 du/ac) land use N to just S of NE

29th Street.

Figure 34. Dixie Highway: NE 29th

Street to NE 33rd Street Figure 35. Dixie Highway: NE

33rd Street to Sample Road


Copans Road to NE 29th

Street





On the S side of NE 29th Street the Commercial land use

designation pinches back down to an average depth of 100’,

which lasts until the N side of NE 30th Street (or the S side of NE

30th Ct) (See Figure 37). To the W of this area is a Residential,

Low- Medium (5-10 du/ac) land use, which extends W until the

end of the block at NE 3rd Avenue (See Figures 36-37). On the S

side of NE 30th Court the Residential, Low-Medium (5-10 du/ac)

land use again creeps back towards Dixie Highway and limits the

depth of the Commercial land use to approximately 100’. This

continues N to NE 31st Court where the Commercial land use

extends its depth to approximately 200’, still having Residential,

Low (1-5 du/ac) bordering it to its W and continues N to NE 33rd

Street.

On the N side of NE 33rd Street the Commercial land use is at an

approximate depth of 85’ and is bordered by a Community

Facility land use designation to its W (See Figure 37). On the N

side of NE 33rd Street the Commercial land use is at a depth of

approximately 270’ until 34th Street. This area, again, has the

Residential, Low (1-5 du/ac) land use designation immediately

to the W. N of NE 34th Street the Commercial land use decreases

to a depth of approximately 100’ for the entire block.

Residential, Low-Medium (5-10

du/ac) land use dominates the

remainder of the block to the W. N

of NE 35th Street the entire block returns to a Commercial

land use until Sample Road.

3. Dixie Highway: Sample Road to NE 54th Street (E side of Dixie Highway) (Figure 38).

Pompano Beach only exists on the E side of this section of

Dixie Highway and it is separated by the FEC RR tracks. There

is only one roadway crossover and it is into an Industrial

property. There is a small area (approximately 300’ N/S)

immediately N of Sample Road that has a Commercial land

use designation and is accessible from Sample Road, but the

rest of the corridor is primarily inaccessible from Dixie

Highway. This area primarily has an Industrial land use

designation, but also includes Open Space & Recreation and

Utility land uses. These all act as a buffer for the adjacent

primarily single family neighborhood to the E.

Figure 37. Dixie

Highway: NE 29th Street

to Sample Road


Sample Road to NW 54th Street


November 19, 2009 2.4 Sample Road



2.4 Sample Road & North Andrews Avenue (NW 33rd

Street and

the CSX RR – Existing Tri-Rail Station)

While the Sample Road corridor has not been inventoried in this report, this node has been

included since it has been previously identified by the South Florida Regional Planning

Council (SFRPC) as a potential site for Transit Oriented Development (TOD) (See Figure 39).

This area is the location of Pompano Beach’s only Tri-Rail station. The area to the E of the

Industrial development (Centerport Business Park) has a Residential, Medium (10-16

du/ac) and Medium-High (16-25 du/ac) land use. It is an aging multi-family neighborhood

with no direct connection to the Tri-Rail station. In addition, there are no parks and

recreation facilities in this area.

Figure 39. NW 33rd Street b/w North Andrews Avenue and I-95

Transit Corridor Inventory Part 3. Next Steps

November 19, 2009



3. Next Steps

1. City of Pompano Beach – Zoning Code Update

The City of Pompano Beach has retained Clarion Associates to prepare a

comprehensive zoning code that updates and modernizes the city’s development

regulations, incorporates best zoning practices, and better implements the goals,

objectives and policies in the city’s comprehensive plan. While the new code is in the

process of being written, the consultant recommends establishing two base zoning

districts: a TOD district and a TOC district. It is anticipated that the new zoning code

update will incorporate site design regulations that will shape the creation of each

district. Both would include use standards that encourage a balanced mix of

complementary uses, convenient access, connectivity, and amenities for pedestrians

and transit riders, and limit vehicular access points along the corridor’s arterial street.

2. Feasibility Analysis

The success of a TOD will depend on a wide variety of characteristics beyond simply

being a development that is adjacent to a transit line. A TOD must also create

connections between communities and transit in a way that encourages transit use,

walking and bicycling instead of creating dependence on the automobile.

With the City Commission’s support, the Development Service staff would like to

identify those areas within the city that have existing conditions that will support

TODs. Using this report as a foundation, staff would like to analyze which of the

following key components are present within each roadway segment and provide

recommendations for potential TOD sites.

Key TOD Characteristics

� Within ¼ to ½ mile of a transit stop � Proximity to a transit center � Available residential density � Sizable mass of developable property � Connectivity to existing neighborhoods � Near public amenities (parks, libraries, schools)* � Shown on the Broward County Transit 2030 Cost Feasible Improvement Map � Presence of existing bicycle facilities and/or greenways* � Proximity to a major trip generator or major destination*

*As identified in the city’s Comprehensive Plan

Transit Corridor Inventory Part 3. Next Steps

November 19, 2009



3. Comprehensive Plan Amendments

Option A: Create and implement districts

Based on the information provided in this report and future analyses, the city may opt

to designate specific areas of the city as a TOD or TOC. If this is the direction the City

Commission wishes staff to proceed with, then the following steps will be required:

� Identify residential land use districts in close proximity with proposed TOD areas that have excess housing units, and determine the number of units that

could be available.

� Cost-benefit analysis of potential areas. � Transportation study of potential areas. � Market study. � Meet with SFRTA, FDOT, Broward County Planning and Broward County MPO. � Four year implementation plan. � Continued community meetings. � US 1 vacancy study. � Identify a dedicated funding source for the implementation of creating a TOD

and the ongoing maintenance that follows.

Option B: Create some districts and defer implementation of others

Since TODs represent an important planning tool to direct future population into the

transportation corridors while at the same time protecting existing single family

neighborhoods, it is critical that the city be able to rapidly respond should the

opportunity to establish a TOD arise. Instead of designating a particular property or

part of the city as a TOD/TOC, the City Commission may opt to create TOD/TOC future

land use category, and postpone the creation of other districts until an opportunity

arises. Any Transit Oriented Development would then come in as an amendment and

as a rezoning. By establishing a TOD category before an amendment comes in, there

exists a way to thoughtfully plan for issues such as Floor Area Ratios, height, density

and use, while at the same time maintaining the flexibility to respond to opportunities

as they are presented. If this is the will of the City Commission, then the following

steps will be required:

� Identify residential land use districts in close proximity with proposed TOD areas that have excess housing units, and determine the number of units that

could be available.

� Develop a priority list of potential TOD sites based on the Feasibility Analysis described in the previous heading. From that priority list located/designate

certain districts and phase planning and implementation.

� Meet with SFRTA, FDOT, Broward County Planning and Broward County MPO. � US 1 vacancy study. � Identify a dedicated funding source for the implementation of creating a TOD

and the ongoing maintenance that follows.

Documents

Transit Oriented Developments & Corridors Transit Corridor ...€¦ · hotel/motel, light industrial (including live work buildings), research business, civic and institutional. Automobile