Draft Scenario 5 23-13

DRAFT SCENARIO REVIEW
May 23rd DRAFT

Seven50: SE Florida Prosperity Plan
Preface
Purpose:
This draft report concerns the contract entitled, “Southeast Florida’s Regional Vision and Blueprint for Economic
Prosperity (Sustainable Communities Initiative) – Master Contract” approved by the South Florida Regional
Planning Council on November 7, 2011.
Introduction:
Four scenarios for the year 2060 were created:
• Trend: Business as Usual
• Plan 1: Exurban Expansion
• Plan 2: Strategic Interventions
• Plan 3: Next Gen Region
These scenarios exist both as illustrative plans for the purposes of communicating the effects of changes in
land use, transportation, environmental policy, and agricultural policy primarily to a lay audience; and as GIS
(Geographic Information Systems) data, for the purpose of modeling the effects of such changes in GIS based on
key indicators.
THIS IS A DRAFT WORK PRODUCT. REVISIONS ARE UNDERWAY

Table of Contents
3.5 Scenario Mapping
3.7 Trend “Business as Usual”
3.17 Plan 1 “Exurban Expansion”
3.27 Plan 2 “Strategic Interventions”
3.37 Plan 3 “Next Gen Region”
3.47 Existing Conditions
Analysis Maps
3.49 Intersection Density Map
3.57 Exisiting Walkability Map
3.65 Plan 2 “Strategic Interventions” Walkability Map
3.73 Plan 3 “Next Gen Region” Walkability Map
3.81 Land Use Map
3.89 Agricultural Lands Map
3.97 Areas threatened by 2’ Sea Level Rise Map

Scenario Mapping

Trend
“Business as Usual”
Scenarios: A Narrative of Trend “Business as Usual” and Plan 1 “Exurban Expansion”
The Southeast Florida Region continues on its current trend, with no major changes in regional growth, transportation, environmental, social,
and economic policies.
New development is pushed to the edges of metropolitan areas, causing widespread loss of farmland and environmentally sensitive lands,
especially in the northern counties. Development is mostly automobile-dependent, resulting in further strains on the suburban road networks
and creating routine traffic jams during peak hours. New highways are built, and existing ones expanded at great expense in the hopes of
relieving traffic congestion. The expanded capacity however, is quickly overwhelmed with traffic from new development spawned by new
roadways and a growing population. Development pressures at the edges create renewed pressure for urban development boundaries in Miami-
Dade and Broward counties to be expanded in order to accommodate demand.
Meanwhile, demographic changes demand more pedestrian-friendly urban environments, yet constrained supplies of walkable development
cause prices in these places to continue to rise, putting it out of reach of large portions of the population. Energy and transportation costs
also continue to rise putting a strain on household budgets, especially throughout the automobile-dependent suburban stretches of the
region. Current efforts to expand transportation options along key corridors such as US-1 and the FEC line continue; yet new development
along transit corridors can barely keep up with demand from a growing population. Because of the limited amount of transit-served areas,
development at these locations often takes the form of high-rise condominium buildings without many middle densities to make the transition
to existing single-family neighborhoods.
Sea-level rise gradually affects more and more of the region, causing widespread flooding in low-lying areas. Although many areas are unable
to afford necessary investments, economically prosperous and productive municipalities such as Miami Beach make extensive investments
in storm-water infrastructure to protect key areas from at least some of the effects of sea-level rise. Current everglades restoration projects
continue, yet a lack of regional cooperation prevents these efforts from extending to the rest of the everglades ecosystem. Salt water intrusion
causes extensive damage to the environment, especially in Monroe and Miami-Dade counties.

Trend “Business as Usual”
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Preserved Natural Areas
Parks
Farmland
Restored Everglades Flow
Airport or Port
Areas Threatened by 2’ Sea Level Rise
(Assuming 3’ High Tide)

Major Transit Oriented
Development Sites
Sites with heavy rail passenger stations
with long distance service (like All Aboard
Florida) or regional commuter lines (like
Tri-Rail) and corresponding walkable
urban development at densities which
support the transit investment.
Trend “Business as Usual” Key to the Atlas
Protected Lands
Agricultural Lands
2’ Sea Level Rise
(Assuming 3’ high tide)
Sites that face inundation with a 2’ sea
level rise assuming 3’ tidal adjustments.
To avoid indundation adaptation
mechanisms (drainage, pumping, levee
systems, beach replenishment, etc.) may
be necessary.
Movement of Water in Everglades
Arrows show a simplification of water movement
within the Everglades System,
2’ Sea Level Rise
(Not tidally adjusted)
level rise assuming 3’ high tide. To avoid
indundation adaptation mechanisms
(drainage, pumping, levee systems, beach
replenishment, etc.) may be necessary.

Walkable Areas and TOD Sites
The atlas shows a close-up of the preliminary scenario model created by
the Seven50 Team for the region. It proposes a land-use and transportation
framework for the region that is multi-modal and walkable.
Magenta Areas on the Map
Magenta areas include Major Transit Oriented Development Sites, Minor
Transit Oriented Development Sites, and Walkable Corridors. Magenta areas
indicate improved walkability and bikeability in order to capitalize on the
investment made in transit and/or thoroughfare improvements. Walkable/
bikeable improvements include items such as greater sidewalk/bike route
connectivity, more continuous street tree shade canopy, and increased
crossing ease at intersections. Where needed, improvements should include
adjustments to land development regulations to permit and promote
pedestrian-friendly development including: buildings forming a well-shaped
public street space, doors and windows facing the street, minimization
of blank walls and back-of house service areas facing the street, and less
obtrusive parking generally placed to the rear and sides of buildings. These
areas may also warrant adjustments to land development regulations to permit
an increase of development intensity and mixing of uses.
Magenta Around Major Transit Oriented Development Sites
Magenta to indicate improved walkability and bikeability is configured in
3-tiered circles around heavy passenger rail stations to indicate the improved
walkability and bikeability with: greatest focus on improvements within ¼
mile radius, intermediate focus on improvements within ½ mile radius, and
moderate focus on improvements within a 1-mile radius. The larger emphasis
on walkability around heavy rail transit stations is commensurate with the
increased capital investment in these transportation facilities.

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach County
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

Plan 1
“Exurban Expansion”
Scenarios: A Narrative of Trend “Business as Usual” and Plan 1 “Exurban Expansion”
The Southeast Florida Region continues on its current trend, with no major changes in regional growth, transportation, environmental, social,
and economic policies.
New development is pushed to the edges of metropolitan areas, causing widespread loss of farmland and environmentally sensitive lands,
especially in the northern counties. Development is mostly automobile-dependent, resulting in further strains on the suburban road networks
and creating routine traffic jams during peak hours. New highways are built, and existing ones expanded at great expense in the hopes of
relieving traffic congestion. The expanded capacity however, is quickly overwhelmed with traffic from new development spawned by new
roadways and a growing population. Development pressures at the edges create renewed pressure for urban development boundaries in Miami-
Dade and Broward counties to be expanded in order to accommodate demand.
Meanwhile, demographic changes demand more pedestrian-friendly urban environments, yet constrained supplies of walkable development
cause prices in these places to continue to rise, putting it out of reach of large portions of the population. Energy and transportation costs
also continue to rise putting a strain on household budgets, especially throughout the automobile-dependent suburban stretches of the
region. Current efforts to expand transportation options along key corridors such as US-1 and the FEC line continue; yet new development
along transit corridors can barely keep up with demand from a growing population. Because of the limited amount of transit-served areas,
development at these locations often takes the form of high-rise condominium buildings without many middle densities to make the transition
to existing single-family neighborhoods.
Sea-level rise gradually affects more and more of the region, causing widespread flooding in low-lying areas. Although many areas are unable
to afford necessary investments, economically prosperous and productive municipalities such as Miami Beach make extensive investments
in storm-water infrastructure to protect key areas from at least some of the effects of sea-level rise. Current everglades restoration projects
continue, yet a lack of regional cooperation prevents these efforts from extending to the rest of the everglades ecosystem. Salt water intrusion
causes extensive damage to the environment, especially in Monroe and Miami-Dade counties.

Plan 1 “Exurban Expansion”
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

Development Sites
Plan 1 “Exurban Expansion” Key to the Atlas
Protected Lands
Agricultural Lands
2’ Sea Level Rise
be necessary.
2’ Sea Level Rise

Plan 2
“Strategic Interventions”
Scenarios: Transit Oriented Development as a Factor in Population Shifts in
Plan 2 “Strategic Interventions” and 3 “Next Gen Region”
A major element of the future vision of Seven50 is the extension of walkable neighborhoods and transit-oriented development. There are
only two ways to accommodate population growth in the seven-county region. One is to increase density through infill development and
redevelopment in previously developed areas with existing infrastructure. The other is to further expand outward into undeveloped areas. The
opportunities for the latter are very limited going forward, especially in the southern counties. The different scenarios demonstrate different
ways of accommodating future growth by encouraging infill development within walkable areas.
In the scenarios increased density goes hand-in-hand with investments in transit and improvements in pedestrian-friendly streets. Examples
of these investments are already starting to take place along Miami’s Metrorail line, and can be seen in places like South Miami, Brickell and
Downtown Kendall. A great deal of future growth can take place within already established growth areas such as these. With enough investment
and retrofit of streets into comfortable public spaces, all these areas have the potential to mature into lively urban neighborhoods.
The trend scenario assumes that in addition to the Miami Metrorail stations, walkable areas will extend along existing tri-rail stations and
planned FEC passenger rail stations. These are the first priority areas for investment in walkability. The FEC rail line originally developed by
Henry Flagler, historically carried passenger traffic along the Florida coast, creating many of Florida’s original historic settlements. Reviving
passenger rail service along this line thus restores connections to these historic communities that were severed decades ago when passenger
service was discontinued. Investments in walkability in these areas involve reinvestment and infill development, as can already be observed in
places like Delray Beach and West Palm Beach.
Meeting future demand in only these areas, however, would require levels of density that not everyone is comfortable living in. A more
comprehensive approach increases the amount of area devoted to walkable, transit-oriented development. Wider investment allows for middle-
range densities that are currently missing in the South Florida real-estate markets. Middle densities include a diversity of housing types such as
duplexes, rowhouses, small apartment buildings and mixed-use buildings. This helps to create affordable housing throughout the region without
creating large concentrations of any one type of housing. A diversity of housing also allows a variety of people in different stages of their lives
to live harmoniously together, generating a more stable, active community.
Scenario 2 extends walkable areas along several important corridors. The first of these is the US-1 corridor in Miami-Dade County with the
region’s premier bus-rapid transit service. Nodes of investment in walkable development should be created along every major stop along
this line. As these areas mature further investments in transit can be made, prioritizing station areas for walkable development. Scenario 1
also extends walkability along many of the major corridors that connect the region north-south and east-west, particularly in Miami-Dade
and Broward Counties. Brining a consistent level of transit to these areas, combined with the systematic redesign of streets to encourage
a wider range of transportation options is a first step to creating a healthy region, with an improved quality of life. More livable streets in
turn encourage redevelopment along these corridors, helping to accommodate future growth and bringing daily needs in closer proximity to
surrounding neighborhoods.
Scenario 3 further extends walkable areas by creating nodes of investment along these corridors, including several western centers of urban
development. Through a serious commitment to transit, these corridors can connect to the regional economic and transportation centers.
Through careful investment and redevelopment, a series of walkable, livable neighborhoods can emerge, creating important corridors of
economic prosperity in the region.
Walkable neighborhoods should all incorporate some level of mixed-uses and be designed with pedestrians and cyclists in mind. Having
living, working, shopping, educational, and recreational opportunities in close proximity (within walking or biking distances) is an advantage
of growing importance as cities mature. In recent years health problems such as obesity, heart disease, high blood pressure, and the maladies
associated with social alienation have become a normal response to a built-environment that does not allow walking or facilitate human
interaction. Encouraging walkability helps create healthy life styles. Building complete places that enable neighbors to know each other will
help create and retain close-knit communities.
The young and the elderly, especially, have been left behind by urban forms that necessitate driving long distances. A wide investment in
walkable places brings more of the activities of daily living within walking distance and a framework of transportation alternatives including
transit and bicycle systems. Walkable communities encourage the use of a mix of travel modes (pedestrian, bicycle, transit, and car). Walkable
communities are created by a number of factors, such as a fine-grained network of connected streets; a mix of uses and amenities within walking
distance; buildings fronting streets; narrow streets; streets with managed speeds; sidewalks; and on-street parking.
Vehicular speed plays a critical role in the walkability of an area due to its relationship with pedestrian fatalities. In a crash with a vehicle
traveling greater than 30 mph, a pedestrian’s odds of dying are better than 50%, increasing to 85% for a vehicle traveling 40 mph. This requires
a change in priorities from moving as much traffic as quickly as possible – at the expense of other modes and adjacent land uses – to provide
choices, balance, and connections between driving, transit, walking, and bicycling. It also requires a serious commitment to effective public
transit that links together walkable areas to create a healthy region in which one can move around without needing a car.

Plan 2 “Strategic Interventions”
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

Development Sites
Minor Transit Oriented
Development Sites
Sites with urban circulators like streetcars,
electric trolleys, and Bus Rapid Transit
and corresponding walkable urban
development at densities which support
the transit investment.
Walkable Corridors
Corridors for retrofit for greater
walkability: sidewalks, street trees, cycle
facilities, and urban format buildings.
Plan 2 “Strategic Interventions” Key to the Atlas
Protected Lands
Agricultural Lands
2’ Sea Level Rise
be necessary.
2’ Sea Level Rise

Walkable Areas and TOD Sites
The atlas shows a close-up of the preliminary scenario model created by
the Seven50 Team for the region. It proposes a land-use and transportation
framework for the region that is multi-modal and walkable.
Magenta Areas on the Map
Magenta areas include Major Transit Oriented Development Sites, Minor
Transit Oriented Development Sites, and Walkable Corridors. Magenta areas
indicate improved walkability and bikeability in order to capitalize on the
investment made in transit and/or thoroughfare improvements. Walkable/
bikeable improvements include items such as greater sidewalk/bike route
connectivity, more continuous street tree shade canopy, and increased
crossing ease at intersections. Where needed, improvements should include
adjustments to land development regulations to permit and promote
pedestrian-friendly development including: buildings forming a well-shaped
public street space, doors and windows facing the street, minimization
of blank walls and back-of house service areas facing the street, and less
obtrusive parking generally placed to the rear and sides of buildings. These
areas may also warrant adjustments to land development regulations to permit
an increase of development intensity and mixing of uses.
Magenta Around Major Transit Oriented Development Sites
3-tiered circles around heavy passenger rail stations to indicate the improved
walkability and bikeability with: greatest focus on improvements within ¼
mile radius, intermediate focus on improvements within ½ mile radius, and
moderate focus on improvements within a 1-mile radius. The larger emphasis
on walkability around heavy rail transit stations is commensurate with the
increased capital investment in these transportation facilities.
Minor Transit Oriented Development Sites
2-tiered circles around urban circulators such as streetcar/bus rapid transit
stations to indicate the improved walkability and bikeability with: greatest
focus on improvements within ¼ mile radius, and moderate focus on
improvements within a ½ mile radius.
Along Primary North-South and East-West Thoroughfares
Magenta to indicate improved walkability and bikeability is configured in a
linear format, extending from the centerline of the corridor ¼ mile on each
side. Many of these corridors are currently served with conventional bus
transit and therefore could potentially be good candidate locations for an
increase of development intensity and mixing of uses. Focus of increased
development intensity and mixing of uses along the primary corridors
will help to absorb development pressure over time in a logical pattern
and will thereby help to preserve the character of the primarily residential
neighborhoods bounded by the corridors while also providing services within
walkable and bikeable distance of these neighborhoods.

Plan 3
“Next Gen Region”
Scenarios: Transit Oriented Development as a Factor in Population Shifts in
Plan 2 “Strategic Interventions” and 3 “Next Gen Region”
A major element of the future vision of Seven50 is the extension of walkable neighborhoods and transit-oriented development. There are
only two ways to accommodate population growth in the seven-county region. One is to increase density through infill development and
redevelopment in previously developed areas with existing infrastructure. The other is to further expand outward into undeveloped areas. The
opportunities for the latter are very limited going forward, especially in the southern counties. The different scenarios demonstrate different
ways of accommodating future growth by encouraging infill development within walkable areas.
In the scenarios increased density goes hand-in-hand with investments in transit and improvements in pedestrian-friendly streets. Examples
of these investments are already starting to take place along Miami’s Metrorail line, and can be seen in places like South Miami, Brickell and
Downtown Kendall. A great deal of future growth can take place within already established growth areas such as these. With enough investment
and retrofit of streets into comfortable public spaces, all these areas have the potential to mature into lively urban neighborhoods.
The trend scenario assumes that in addition to the Miami Metrorail stations, walkable areas will extend along existing tri-rail stations and
planned FEC passenger rail stations. These are the first priority areas for investment in walkability. The FEC rail line originally developed by
Henry Flagler, historically carried passenger traffic along the Florida coast, creating many of Florida’s original historic settlements. Reviving
passenger rail service along this line thus restores connections to these historic communities that were severed decades ago when passenger
service was discontinued. Investments in walkability in these areas involve reinvestment and infill development, as can already be observed in
places like Delray Beach and West Palm Beach.
Meeting future demand in only these areas, however, would require levels of density that not everyone is comfortable living in. A more
comprehensive approach increases the amount of area devoted to walkable, transit-oriented development. Wider investment allows for middle-
range densities that are currently missing in the South Florida real-estate markets. Middle densities include a diversity of housing types such as
duplexes, rowhouses, small apartment buildings and mixed-use buildings. This helps to create affordable housing throughout the region without
creating large concentrations of any one type of housing. A diversity of housing also allows a variety of people in different stages of their lives
to live harmoniously together, generating a more stable, active community.
Scenario 2 extends walkable areas along several important corridors. The first of these is the US-1 corridor in Miami-Dade County with the
region’s premier bus-rapid transit service. Nodes of investment in walkable development should be created along every major stop along
this line. As these areas mature further investments in transit can be made, prioritizing station areas for walkable development. Scenario 1
also extends walkability along many of the major corridors that connect the region north-south and east-west, particularly in Miami-Dade
and Broward Counties. Brining a consistent level of transit to these areas, combined with the systematic redesign of streets to encourage
a wider range of transportation options is a first step to creating a healthy region, with an improved quality of life. More livable streets in
turn encourage redevelopment along these corridors, helping to accommodate future growth and bringing daily needs in closer proximity to
surrounding neighborhoods.
Scenario 3 further extends walkable areas by creating nodes of investment along these corridors, including several western centers of urban
development. Through a serious commitment to transit, these corridors can connect to the regional economic and transportation centers.
Through careful investment and redevelopment, a series of walkable, livable neighborhoods can emerge, creating important corridors of
economic prosperity in the region.
Walkable neighborhoods should all incorporate some level of mixed-uses and be designed with pedestrians and cyclists in mind. Having
living, working, shopping, educational, and recreational opportunities in close proximity (within walking or biking distances) is an advantage
of growing importance as cities mature. In recent years health problems such as obesity, heart disease, high blood pressure, and the maladies
associated with social alienation have become a normal response to a built-environment that does not allow walking or facilitate human
interaction. Encouraging walkability helps create healthy life styles. Building complete places that enable neighbors to know each other will
help create and retain close-knit communities.
The young and the elderly, especially, have been left behind by urban forms that necessitate driving long distances. A wide investment in
walkable places brings more of the activities of daily living within walking distance and a framework of transportation alternatives including
transit and bicycle systems. Walkable communities encourage the use of a mix of travel modes (pedestrian, bicycle, transit, and car). Walkable
communities are created by a number of factors, such as a fine-grained network of connected streets; a mix of uses and amenities within walking
distance; buildings fronting streets; narrow streets; streets with managed speeds; sidewalks; and on-street parking.
Vehicular speed plays a critical role in the walkability of an area due to its relationship with pedestrian fatalities. In a crash with a vehicle
traveling greater than 30 mph, a pedestrian’s odds of dying are better than 50%, increasing to 85% for a vehicle traveling 40 mph. This requires
a change in priorities from moving as much traffic as quickly as possible – at the expense of other modes and adjacent land uses – to provide
choices, balance, and connections between driving, transit, walking, and bicycling. It also requires a serious commitment to effective public
transit that links together walkable areas to create a healthy region in which one can move around without needing a car.

Plan 3 “Next Gen Region”
LEGEND
Highway
Major Arterial
Rail
Transit Stop
Walkable Areas
Urbanized Area
Parks
Farmland
Airport or Port

Development Sites
Minor Transit Oriented
Development Sites
Sites with urban circulators like streetcars,
electric trolleys, and Bus Rapid Transit
and corresponding walkable urban
development at densities which support
the transit investment.
Walkable Corridors
Corridors for retrofit for greater
walkability: sidewalks, street trees, cycle
facilities, and urban format buildings.
Plan 3 “Next Gen Region” Key to the Atlas
Protected Lands
Agricultural Lands
2’ Sea Level Rise
be necessary.
2’ Sea Level Rise

Existing Conditions
Analysis Maps

Intersection Density Map

Intersection Density Map
Intersections
The color represents different
levels of intersection densities
based on the intersection
numbers.
1/4 Mile Grid
The map is divided by 1/4 mile
grid.
NUMBERS OF INTERSECTIONS
0-5
6-10
11-25
26-35
36-50
51-100

18,000’ 36,000’ 54,000’ 72,000’0
0-5
6-10
11-25
26-35
36-50
51-100
Indian River County
St. Lucie County
Martin County
Palm Beach County

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
0-5
6-10
11-25
26-35
36-50
51-100

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
0-5
6-10
11-25
26-35
36-50
51-100

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
0-5
6-10
11-25
26-35
36-50
51-100

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
0
1
2-5
6-15
15-25
25-30

Existing Walkability Map

Existing Walkability Map
Walkability
levels of walkabilities.
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach County
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

Plan 2
“Strategic Interventions”
Walkability Map

Plan 2 “Strategic Interventions” Walkability Map
Walkability
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

Plan 3
“Next Gen Region”
Walkability Map

Plan 3 “Next Gen Region” Walkability Map
Walkability
WALKABILITY LEVEL
Car-Dependent
Rarely Walkable
Walkable
Walkers’ Paradise

Land Use Map

Existing Land Use
LEGEND
Residential - Single Family
Institutional/Public
Vacant
Industrial
Commercial
Mixed Use
Residential - Multi-Family
Agriculture
Recreation Facilities
Parks/Open Space
Water/Wetlands

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach County
LEGEND
Vacant
Industrial
Commercial
Mixed Use
Agriculture
Parks/Open Space
Water/Wetlands

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
LEGEND
Vacant
Industrial
Commercial
Mixed Use
Agriculture
Parks/Open Space
Water/Wetlands

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
LEGEND
Vacant
Industrial
Commercial
Mixed Use
Agriculture
Parks/Open Space
Water/Wetlands

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
LEGEND
Vacant
Industrial
Commercial
Mixed Use
Agriculture
Parks/Open Space
Water/Wetlands

Agriculture Lands Map

Agriculture Lands
LEGEND
Agriculture Land

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach CountyLEGEND
Agriculture Land

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
LEGEND
Agriculture Land

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
LEGEND
Agriculture Land

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
LEGEND
Agriculture Land

Areas Threatened by
2’ Sea Level Rise Map

LEGEND

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach County
LEGEND

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
LEGEND

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
LEGEND

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
LEGEND

Transit Network Map

Transit Network Map
LEGEND
Airports
Aviation Facilities
Rail
Transit Stop
Bus Routes

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach County
LEGEND
Airports
Aviation Facilities
Rail
Transit Stop
Bus Routes

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
LEGEND
Airports
Aviation Facilities
Rail
Transit Stop
Bus Routes

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
LEGEND
Airports
Aviation Facilities
Rail
Transit Stop
Bus Routes

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
LEGEND
Airports
Aviation Facilities
Rail
Transit Stop
Bus Routes

Natural and Recreational
Resources Map

LEGEND
Parks
Golf Courses
Water
Wetland or Marsh
Trails (Paddle Trails, Bike Trails, Hiking Trails,
etc.)
Natural and Recreational Resources

18,000’ 36,000’ 54,000’ 72,000’0
Indian River County
St. Lucie County
Martin County
Palm Beach County
LEGEND
Parks
Golf Courses
Water
Wetland or Marsh
etc.)

18,000’ 36,000’ 54,000’ 72,000’0
Palm Beach County
Broward County
LEGEND
Parks
Golf Courses
Water
Wetland or Marsh
etc.)

18,000’ 36,000’ 54,000’ 72,000’0
Miami-Dade County
LEGEND
Parks
Golf Courses
Water
Wetland or Marsh
etc.)

18,000’ 36,000’ 54,000’ 72,000’0
Monroe County
LEGEND
Parks
Golf Courses
Water
Wetland or Marsh
etc.)

Draft Scenario 5 23-13

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Draft Scenario 5 23-13