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Site Planning
URP 6873
Dr. Eric Dumbaugh
August 2, 2012



Las Olas Riverfront -
Redesigned
Vanessa Da Rocha
Nicole Estevez
Anna McMaster
Laura Swartz
Brett Waldman

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Contents
Introduction 4
Methodology 5
Context 10
Current Site Limitations 10
Vision 11
Site Plan 13
Form 13
Function 21
Conclusion 27
Appendix 29


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Table of Figures
Figure 1: The Site 4
Figure 2: Individual Concept Plan 1 5
Figure 3: Individual Concept Plan 2 6
Figure 4: Individual Concept Plan 3 7
Figure 5: Individual Concept Plan 4 8
Figure 6: Individual Concept Plan 5 9
Figure 7: Lack of Accessibility to Current Site 10
Figure 8: Concept Diagram of Building Heights 13
Figure 9: Perspective Showing Staggered Building Heights 13
Figure 10: Street and Sidewalk Dimensions 14
Figure 11: Pedestrian Connectivity 15
Figure 12: Perspective Extending to New River 16
Figure 13: Stepped Roofs for Views 17
Figure 14: Setbacks 17
Figure 15: Tensile 18
Figure 16: Parking Layout 20
Figure 17: Various Inspirations for Markets 21
Figure 18: Rendering of Transit Station 22
Figure 19: Example of Transit/ Visitor Center, Charlotte, NC 22
Figure 20: Building Key for Uses 22
Figure 21: Newbury Street, Boston 24
Figure 22: Renderings of Market and Outdoor Recreational Space 26

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Introduction
Las Olas Riverfront is, by nearly all
measures, a failure. With its prime
location, the potential for the space
infinitely exceeds what currently exists.
The following report details a redesign
and reimagining of the Las Olas
Riverfront. Successful placesthat is to
say, those that are safe, diverse,
vibrant, and economically sound
weave together a favorable
combination of form and function that
generate active public spaces. Our
design for Riverfront aims to achieve
such a place.
There is not a fail-proof formula for
designing successful places. However,
there are fundamental characteristics
and design principles to use for guidance. Acclaimed urbanist and author J ane J acobs argues in her infamous 1993
book, The Death and Life of Great American Cities, that in order for a place to be successful, four characteristics should
be in place: 1) short blocks, 2) diversity in primary uses, 3) aged buildings, and 4) high concentrations of people. Short
Figure 1: The Site
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blocks are important because they increase connectivity and accessibility. A variety of primary uses ensures that there
are varied reasons for diverse people to be there, which naturally tends to foster high concentrations of people. Aged
buildings are necessary to provide affordable spaces for businesses and people who can act as incubators for diversity.
As well, the overall scale of a place informs how people feel being in that space. Therefore, maintaining a scale
appropriate for pedestrians and bikers is also fundamental to our design.
The following section outlines our methodology. Subsequently, the context for our plan is described. This includes a
summary of the existing conditions as well as our vision for the reimagined Riverfront. The final section is the Site Plan and
details the proposed form and functions of the redesigned space.

Methodology
The conception of the final master plan
began with five individual plans, each of
which contains a different perspective and
physical assemblage of buildings, streets,
and open space. Establishing a method that
allowed the strengths of each separate plan
to be extracted while developing a unified
concept for the Riverfront site was the most
challenging aspect of the design process.
Over the course of three design charrettes,
the vision of a redeveloped Riverfront came
to fruition. In the end, compromise and
Figure 2: Individual Concept Plan 1
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collaborative effort has resulted in a concrete plan justified by research and creativity. The following five subsections
provide a brief overview of each plan as they first came to the table.
Plan 1:
Taking context and existing form into consideration was a large factor for this plan while emphasizing some of the
more practical design elements, such as sidewalks, on-street parking, and existing road networks. Protecting the few
existing businesses that have maintained a successful presence in the area was also an essential component to the re-
visioning of Riverfront. Access and recreational use established a stark contrast from the other four plans. Expanding upon
Huizenga Park with active recreational facilities embodied the notion of mixing primary uses to the New River waterfront.
Simultaneously, this feature opened the view shed from SW 2
nd
Avenue out over the waters edge.
Plan 2:
J ane J acobs and her defining principles on the
physical attributes of a healthy urban place set the
foundation for this plan: short blocks, diversity of
primary uses, concentration of people, and making
connections to the surrounding buildings that are
distinct in age and character. With these qualities in
mind, this designer allowed the inspiration of other
great urban spaces they have experienced to filter
through into the physical design and programming.
A few locations that were mentioned included The
Highline and Eataly, both in New York City, Pikes
Place Market, and Bostons Newbury Street.

Figure 3: Individual Concept Plan 2
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Attracting people from the periphery of the site would be accomplished by maintaining views to the New River along a
pedestrian-oriented mall. Simultaneously considering vantage points and view corridors from surrounding buildings led to
guidelines on maximum building heights. Permeability and street networks would provide the options that people
inherently find convenient and interesting. Another component that was eventually adopted toward the final plan was a
rail station, which further promoted the idea of a multi-modal destination.
Plan 3:
Working from the outside inward, plan three let the
surrounding conditions dictate the form. Views from
neighboring plazas, rail line constraints that are used as
opportunities, and allowing Las Olas Boulevard to permeate
to Himmarshee Street as one continuous active streetscape
defined the parameters of this design. The idea of short blocks
and multi-use pedestrian alleys functioning as service corridors
established clear hierarchy of spaces with a series of small
interior courtyards. Recognizing that the central plaza along
the Riverwalk at Riverfront is a well-designed space, this plan
maintained a similar form at the waters edge with few
adjustments. Creating a hardscape that provides the New
River to be more accessible is hoped to create a more
intriguing river experience. Businesses that interface with the
river and the people passing by will feed into the current pedestrian activity. Programming should embrace adaptability
through design personalization and use per each individual business owner.
Figure 4: Individual Concept Plan 3
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Plan 4:
Using building height and form to integrate into
the surrounding conditions is the primary strength
of this model. The design proposal shows two
images that display the connection to node
relationship and use of building height to dictate
focus. Pathways and streets flow through buildings
while the idea of landmark is emphasized. This plan
has utilized all three dimensions to bring the
surrounding city into the recreated site. Bridging the
gap between Himmarshee Street and the Riverfront site is discussed as an imperative. This plan anticipates that
reestablishing that connection can lead to a vibrant and economically successful addition to the city of Fort Lauderdale.
Plan 5:
Naturally there were overlapping qualities from plan to plan. Plan five as others follows suit but also has a clarity that
makes sense in a practical grand gesture. Making a direct connection with a linear extension of Las Olas cutting through
to the Historic District and Brickell Avenue, terminating at Las Olas, creates a clean, organized grid efficiently tying the
surrounding urban pieces together. Similar in shape to Huizenga Park, another green addition to the New River will be
provided as a formal circular park framed with commercial storefronts to provide the use mix that is lacking in the
Huizenga counterpart. The simplicity is the strength of this urban notion for Riverfronts redevelopment.


Figure 5: Individual Concept Plan 4
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Concluding Remarks on Methodology
Once the review and collaboration from the
charrettes led to a tangible plan, the design process
continued. The rhetoric of what our site should express
continued to change, the form of the architecture
continued to change, and this reflects the actual
process of how these types of projects come to an
end. Adjustments are made until the product is
complete. If there is an element about urbanism that
has been learned, it is that adaptability and change
of our cities is inevitable. Urbanism is an ongoing
process that if done correctly should continue to
always embrace the needs of surrounding
community. People who comprise a community are
constantly changing, trying to improve upon
themselves, ultimately for the communal good. The final plan capitalizes upon a few primary principles repeatedly found
in each plan, which included a grid street network with short blocks, an open New River connection, rail and mobility
options, and architecture that integrates into the surrounding context through imaginative form and size. On paper, a
great design can seem fail-proof, but as history has shown, human behavior is unpredictable. Programming, use, and
policy will dictate the success of a project of this nature as much, if not more than, the built condition. All of this came
together as part of our methodology for creating a dynamic, successful urban space.
Figure 6: Individual Concept Plan 5
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Context
Current Site Limitations
The Las Olas Riverfront is a large, multi-use development totaling just over 70,000 square feet in downtown Fort
Lauderdale. It is bordered by the New River, Andrews Ave., SW 2
nd
Street, and the Historic Himmarshee District. Lying
largely dormant, the Riverfront development primarily consists of two large structures connected by a courtyard and
second-story pedestrian bridges. Riverfronts bulk has worked against the development, blocking off views of the river
and limiting access to the site instead of opening up this area to passersby. As such, our redesign emphasizes creating
greater access to and through the site for both pedestrians and vehicle
traffic (including extending Las Olas Blvd. to the Historic District). As well,
we have created several vantage points where river views are preserved,
including down the new shared-use diagonal from Andrews Ave. to the
river and from each buildings unique stepped-roof design.
In its present state, the Riverfront fails to make functional connections
to surrounding areas. The Riverwalk bicycle path runs along the south side
of Riverfront and brings a mix of day-time users to the site, but does not
circulate these visitors through the development. Likewise, Riverfront is
technically accessible by visitors of Himmarshee Village via SW 2
nd
St., though this connection serves more as a barrier
that discourages people from continuing along SW 2
nd
St. from Himmarshee to Riverfront. The street consists of parking
garages, alley entrances, wide traffic lanes, and long stretches without a visible destinationnothing that indicates to
visitors that the Riverfront development exists if they walk east. As is detailed on the following pages, our plan creates
targeted uses along SW 2
nd
St. that can serve to draw in visitors. We have further strived to build a streetscape that is both
convenient and appealing for facilitating travel and activity along SW 2
nd
.
Figure 7: Lack of accessibility to current site
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Adaptable
Interconnected
Multi-modal
live/work/play
/learn
A place for
Everyone
Likewise, Riverfronts current design prevents vehicle access
to the site from Las Olas. Traveling west on Las Olas, when
drivers reach Andrews Ave., they are forced to turn right or left
and cannot continue straight into Riverfront due to the sites
one-way street exiting onto Andrews. Our design utilizes two-
way streets and places a large, indoor market along Andrews
near this intersection, which creates a hub of vibrant activity to
attract users further into the site.
Vision
Based on principles of successful urban design, our site plan
for Las Olas Riverfront creates a dynamic and unique urban
village with distinct character. The new design will produce a
growth in sustainable economic activity to support the
increase in residences and draw in other visitors and locals to
the space to participate within the diversity of activities,
services, and amenities.
The underlying vision motivating our design was of a place
where people could 1) live, work, play, and learn that would
attract a wide range of 2) people of all ages and cultures, that
is 3) multi-modal, 4) adaptable, and 5) easily accessible or
interconnected. We achieved this by dramatically breaking up
the existing block structure, creating multiple access points
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and better circulation within the area for all modes of travel. The streets are open to cars, bikes, and pedestrians but
priority is given to those not operating vehicles. By bringing in a wide range of primary and secondary uses (specialty
markets, recreation, retail, dining, entertainment, residential, office, etc.), the site draws in high concentrations of people
throughout various times of day.
To brand the area and create a sense of place, unique street signs are placed throughout the site and the materials
for the streets and sidewalks are different from neighboring roads. Furthermore, the Urban Porch and permanent farmers
market bring a neighborhood vibe to an otherwise urban space. Views and interaction with the river was also essential to
creating a sense of place. This determined variation in building heights as well as placement and angling of walkways.
Finally, with regard to designing a site that fit within the surrounding context, we tried to match building heights to those
on adjacent streets. These details are all discussed in greater depth in the following section.

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Site Plan
Form
Building Heights
The site of the project is located right next to Downtown Fort Lauderdale (a high-density area with tall, bulky buildings)
and the Himmarshee District (a low-density area with one- or two-story buildings). To mimic and integrate our project with
the existing contexts, we propose a mix of building sizes with heights from 24 feet (2 stories) on the west and north side
that increase as you move east to reach 96 feet (8 stories). Even though many projects of this type are designed with
same-height buildings, our approach intends to create a more varied environment. Different heights, forms, and sizes give
the site a unique pedestrian feeling and a sense of rhythm. Moreover, it creates view opportunities from the different
levels of the buildings and promotes the use of roofs as green spaces and outdoor patios.


Figure 8: Concept Diagram of Building Height

Figure 9: Perspective Showing Staggered Building Heights
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Street and Sidewalk Widths
Pedestrian-oriented streets
are key elements to our proposal.
Despite many site designs that
are vehicle-focused, our project
situates buildings on short blocks
so pedestrians, not cars, will have
the major presence in the area.
Proper sidewalk width, street
furniture, shade elements, and
pavement materials gives the
final touch on shared-use paths
off the main and inner streets of
the blocks.
Brickell Avenue is designed to
be 94 feet wide, which includes
20-foot wide sidewalks on both
sides, more than enough space
for shade-giving trees, street
furniture, and retail-related
accessories, such as tables and

Figure 10: Street and Sidewalk Dimensions
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chairs for coffee shops/restaurants or book shelves for local bookstores. Parallel street parking along with shared bike
lanes is also incorporated and takes 12 feet on each side. A two-way street takes the remaining 30 feet.
Las Olas Blvd. is designed to be 40 feet wide, also with parallel parking, shared bike lanes, and ample sidewalks. Our
new diagonal street branching off of Andrews toward the market and Riverwalk is designed to be only 24 feet wide, and
is mainly pedestrian and service/emergency vehicle access until after business hours, at which point it is opened to
vehicles.
Our new inner streets within the residential blocks are designed to be 64 feet wide with 20 feet for
sidewalks/stoops/patios/seating on each side and 24 feet for road. The most important design feature of these streets is
using the same paving for the full width, with only a pylon or landscaped buffer between road and sidewalk. This serves to
position the street as a primarily pedestrian route with no visual barrier from the shared-use path, although it still allows car
access to the residences and building entrances. As well, the lack of asphalt is used as a traffic-calming device.

Connectivity
As discussed under Context on pages 10-11, improving Riverfronts connections was
a major focus of our redesign. For this purpose, we sought to accomplish the following:
1) Pull the Riverwalk bike path through the Riverfront development in order to better
connect these users to the local commercial/civic interests within Riverfront;
2) Connect non-vehicle traffic to the Flagler Greenway and FAT Village located north of
Riverfront via a modern pedestrian and bicycle path constructed along the railroad;
3) Construct a pedestrian bridge that crosses the river to open up development
opportunities on the south side of the New River and connect users to the Pirate
Republic Bar; and
Figure 11: Pedestrian Connectivity
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4) Increase the vehicle traffic on Las Olas Blvd. through Riverfront by making this a two-way street and extending it to
connect to the Himmarshee Historic District as well as SW 2
nd
St.

Views and Access Throughout Site
One of our goals in redesigning Riverfront was to better
capitalize on views of the New River. An important feature of
our site is a 24-foot-wide, shared-use path that runs diagonally
from Andrews Ave. to the New River. This street is paved with
pavers versus asphalt, offers lush landscaping for shade, and is
closed to non-service/emergency vehicles between the hours
of 7 AM and 3 PM daily. During these hours, an indoor market
operates on the bottom floors of the four buildings that border
this diagonal path, and this area is optimized for pedestrian
traffic. After hours, the street is open for private vehicles, which
can use the lane for dropping off visitors for the businesses on
the buildings higher floors or to the Urban Porch along the river. This new diagonal street has many functions: providing
service access to the southeast corner of Riverfront, encouraging greater pedestrian mobility from Riverwalk through
Riverfront, and preserving views of the New River from as far away as Andrews Ave.
Likewise, our site plan incorporates several additional access points/views of the river. We have extended SW 1
st
Ave.
past where it intersects Las Olas, to reach the New River. This extension is a 23-foot, primarily pedestrian (but offers shared-
use) street that culminates in a node at the Urban Porch. To prevent significant vehicle traffic, this extension is paved with
the same material used for the sidewalks throughout the development, is landscaped, and is bordered by pylons. The
river/Urban Porch is also intersected by two additional 19-foot, shared-use lanes that extend from the river to SW 2
nd
St.,
Figure 12: Perspective Extending to New River
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helping to move traffic and users throughout the development while offering many views of the rivers edge from along
these streets.
A final design feature that was conceived with the New River in
mind is the stepped-roof configuration of all of the buildings in the
development. As addressed under Building Heights, our site design
calls for structures ranging from two to eight stories. The heights are
deliberately staggered, trending to lower heights closer to the river. As
a result, the roofs can be used for green roofs, outdoor pools/patios,
and top-floor restaurants, all with a water view despite the buildings
distance from the river.

Setbacks/Disposition
As illustrated in the site plan, we have utilized an average building
setback of 16 feet for the first floor of buildings along major corridors
in order to allot room for landscaping, awnings (shade), and outdoor
caf-style seating in addition to safe walking space out of conflict
with traffic. For higher-level floors, we have increased the setback,
which provides the stepped-roof effect and outdoor living/working
rooftop space called for in our site plan. As previously overviewed,
side streets within our development are not asphalt, but rather are
designed for pavers (although they are drivable). Thus, because the
entirety of these side streets is walkable, there is no setback, giving a more urban feel.
Figure 13: Stepped Roofs for Views
Figure 14: Setbacks
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Building entrances are street-facing, with the corners of buildings angled at intersections in order to be visible and
approachable to people coming from either direction. As well, throughout the development, we sought to avoid the
illusion of walking along the back of a building. Unit entrances are found on every building side and
landscaping/aesthetics are continued down each street, service road, or path. (In essence, there are no alleys.)
Shading
Florida is one of the hottest and sunniest places in
the U.S. and shaded open areas are a must to
preserve street activity during the day. A variety of
shaded areas are incorporated in our site, consisting of
awnings and canopies, trees, and balconies. Plazas
and gathering areas along the New River and
surrounding the Market are shaded with light tensile
structures that preserve the openness of the site and
create an attractive outdoor area for the user.

Parking
The project uses on-street parking, private
residential lots in certain buildings, and nearby existing
garages to fulfill the required parking capacity. The Fort Lauderdale City Garage located just across the street from the
site has 1,345 parking spaces, including handicap, fuel efficiency vehicles, and carpool-dedicated spaces. Another
garage located a block away from the site, also city owned and used primarily by nearby Florida Atlantic University and
Broward College students, faculty, and visitors, has an additional 2,010 parking spaces.
Figure 15: Tensile
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For this site proposal, we start assume 1.2 parking spaces per bedroom and 1 parking space per 250 sq. ft. of retail and
commercial space. Based on existing cases in Broward County (Downtown Hollywood Public Garages shared with high-
density residences), the amount of spaces built onsite could be reduced to a minimum of one parking space per unit,
and additional parking per extra bedroom could be located at the garages. The same could apply for commercial and
retail uses. Guest parking could also be assigned as a shared parking space at the garage and on-street.
Another key factor in our site is the future location of a Passenger Train Station on the most northwest parcel of our
project as well as incorporating stops for the Wave (Fort Lauderdales city-approved local bus system), which may enable
a variance to reduce the minimum parking requirements by at least 10%. Commercial and retail parking requirements
could be reduced by at least 10% to 1 parking space per 275 sq. ft. or 300 sq. ft. of available net space. The same
reduction will apply to residential parking requirements.
As further explained in the Function section on pages 21-26, buildings in the new Riverfront Village are mixed use,
offering both residential and commercial uses. Table 1 illustrates the total area within the site dedicated to each main
category of use.
The assumption for residential areas could be a minimum of 540 sq. ft. for one-bedroom apartments, 755 sq. ft. for two-
bedrooms, and 1,025 sq. ft. for a three-bedroom unit; thus, each 2,320 sq. ft. includes an apartment of each type. A
minimum of 25% of the total footprint of the building will
count toward circulation. With an equal number of
bedroom types, we have a total of 335 apartments and
672 bedrooms. With these results, a minimum of 335
onsite parking spaces are needed and the remaining
spaces would be located at the adjacent parking garages. Already included in our site we have 115 on-street parallel
parking spots, thus an additional 220 parking spaces are needed for basic residential requirements. The 67 required
spaces for guests will be assigned to the existing city garage.
GROSS AREA 25% CIRCULATION NETAREA
COMMERCIAL 294,468 SQ. FT. 73,617 SQ. FT. 220,851 SQ. FT.
RESIDENTIAL 346,174 SQ. FT. 86,544 SQ. FT 259,630 SQ. FT
Table 1: Uses by Square Footage
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These additional 220 parking spots needed onsite will
be located on the second floor of some of the buildings,
never on ground floor. The typical distribution for a 90
parking layout as shown in Figure 16 is 1,620 sq. ft. per six
parking spaces or 270 sq. ft. per parking space. Based
on this assumption, a minimum of 59,400 sq. ft. of parking
area onsite is needed.
Table 2 shows the three options for residential parking
requirements. Due to increasing the multi-model
connectivity of our site and the key location of nearby
garages, we should qualify for the first option of one
required parking space per unit onsite, and any
additional space would be optional at the City Garage.
As mentioned before, similar agreements between
private developments and city garages are already
implemented in Downtown Hollywood.
Commercial and retail required parking is between
736 to 883 spaces; on-street parking and the citys
garage will supply that need. The nearby garages
combined have a maximum capacity of 3,355 parking
spaces, which considerably exceeds our total requirements in the range of 1,138 to1,609 parking spaces.
RESIDENTIAL PER UNIT PER BEDROOM 10% VARIANCE
PARKING SPACES 335 672 605
ADDITIONAL GUEST20% 67 135 121
TOTAL 402 807 726
COMMERCIAL 250 SQ. FT 275 SQ. FT. 300 SQ. FT.
PARKING SPACES
883 803 736
Table 2: Parking For Residential
Figure 16: Parking Layout
Table 3: Parking for Commercial
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Function
Building Uses
The Riverfront Villages 14 redesigned buildings make up a diversity of uses, chiefly including residential, retail and
dining, office, transit, education, and nightlife. Among the staples of homes, offices, retail, and services, we sought to
include in our plan some unique uses with the objective of achieving a functioning street ballet, as referenced in The
Death and Life of Great American Cities for its ability to enable and measure vibrancy in an area. Features like the Urban
Porch, established to encourage public enjoyment of the sidewalk and business bordering the New River, and the more
than 40,000 sq. ft. specialty market modeled after world-renowned markets (e.g., Pikes Place Market and New York Citys
Eataly) can serve to bring a diverse user mix to Riverfront. A building-by-building breakdown of uses is provided on the
accompanying pages.

The Grove- Los Angeles
Pikes Place- Seattle
Eataly- New York
Figure 17: Various Inspirations for Markets
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A. Building A is the future home of the Riverfront Village
Transit Station. It is a 147-foot long, adaptable space that can
ultimately provide a transit stop for two-car passenger rail
service along the FEC line. In the interim before passenger rail is
implemented on this railroad, this building will serve as a
combination visitor center and gallery space, with educational
and museum components.
It has two stories, allowing
space for transit stop
management and other
offices on the second floor.
The first floor is approximately
8,230 sq. ft. and the second is
4,240 sq. ft.




Figure 18: Rendering of Transit Station

Figure 19: Example of Transit/Visitor
Center, Charlotte, NC
Figure 20: Building Key for Uses
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B. The two-story Building B is solely residential, composed of one- to three-bedroom apartments. An outdoor pool
on the roof gives residents views of both the river and the Historic District. Proximity to transit is expected to be a
large draw for this building as well as the additional residences located throughout Riverfront Village. The first floor
is just over 10,300 sq. ft. and the second is roughly 9,000 sq. ft.
C. Building C is a 50,000-plus sq. ft. commercial building offering retail, dining, and other services that support the
Riverfront Village residents (e.g., dry cleaner, physicians offices). It has four floors altogether, thereby providing
sufficient space to allot for the presence of a large retail location, such as a department store or Barnes & Noble,
or a movie theater or like entertainment venue.
D. Building D has four stories primarily for office space, though there may be some retail or other commercial
options on the ground floor. The 71,000 sq. ft. building is located on SW 2
nd
St. and is easily accessed from the city
parking garage across the street.
E./F. The next four buildings (E-H) form a residential cluster of both high-end, penthouse-style living on the upper
floors and more affordable housing on lower floors. The look of these buildings is designed to resemble the
brownstones on Bostons Newbury Street (see Figure 21). Importantly, our expectation for this plan is that a set
number of units within these buildings will be designated permanently affordable, and sold to anyone meeting
certain income restrictions and working within the area. The objective is to promote a mixed-income development
as well as incentivize people to both live and work within Riverfront. These buildings also have space for coffee
shops, cafs, restaurants, and other small retail on the first floors overlooking the courtyard between the four
residential buildings, and space for parking on the second floor. Total square footage between Buildings E and F is
approximately 128,000 sq. ft. The breakdown of housing units/square footage is provided on pages 18-20.



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G. The tallest building in Riverfront at over
90 feet, Building G has eight floors and serves as
a landmark at the intersection of Andrews and
SW 2
nd
St. It has commercial and restaurant
space on its ground floor along both Andrews
and SW 2
nd
, and residences on the interior side
of its first floor and on floors two through eight,
for a total square footage of nearly 116,600.
Despite being the farthest structure from the
river, market, and Urban Porch, residents of the
luxury apartments on the top floors of Building G
will still have views of this streetscape as well as
easy access to it on pedestrian-friendly paths.

Figure 21: Newbury Street, Boston
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H. Building H, located at the intersection of Andrews and Las Olas, contains approximately 22,320 sq. ft. of space
on the first floor for light commercial activity. Combined, floors two through five of this building offer 89,290 sq. ft. of
residential living and parking, with an additional 6,900 sq. ft. on floor six, and 4,900 sq. ft. on the seventh (top) floor.
I. Building I is the back half of the Riverfront flatiron and has four floors. The 11,400 sq. ft. bottom level is part of the
Villages large indoor market. The second through fourth floors house office space, likely to be used by vendors,
manufacturers, and local operations in support of the downstairs market. These floors entail 11,400 sq. ft. (second
floor), and 5,700 sq. ft. on each of the third and fourth floors.
J. This unique two-story flatiron is situated at the intersection of Andrews and Las Olas, where it is visible to traffic
(vehicular and foot) from within the Riverfront development as well as that approaching from either Andrews or
the downtown Las Olas district itself. Its novel design, which is unconventional for the area, is anticipated to draw
attention to the development. It holds roughly 2,090 sq. ft. on each floor, the bottom of which is reserved for the
market and top of which is office space.
K. Building K is a three-story unit with the market on the ground floor and the upper floors designated for
office/commercial space. The first floor is approximately 20,030 sq. ft., the second is 11,300 sq. ft., and the third is
4,600 sq. ft. Like Building L (below), this building offers a large, permanent canopy for shade on its river-facing side.
L. The roughly 11,400 sq. ft. glass building facing the Urban Porch and New River, Building L, is only one story in order
to prevent blocking views of the river for balconies farther away. This building forms one of the unique draws of the
redesigned Riverfront, as its transparency will showcase the indoor market located within to the people who
approach the development from the Riverwalk bike path. As well, a canopy extends out from the building almost
to the Urban Porch in order to offer extensive shade and the opportunity for outdoor vendors. The design of this
building could also feature electrochromic glass in order to reduce cooling costs.
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M. Buildings M and N (below) were designed with the
intent of retaining some of Riverfronts prior nightlife scene by
creating space within the new development for existing tenants,
such as Off the Hookah, Brinys, and other clubs/bars. These
establishments may particularly benefit from our new connection
to the Pirate Republic across the river as well as improved access
from/to Himmarshee. Building M is two stories, with 16,110 sq. ft. of
commercial space on each floor.
N. Building N is also two floors, with 6,990 sq. ft. of
commercial space on each floor.
Street Ballet
Active public space is an incredibly important dimension to
this plan. Our design is flexible to allow for diverse day-to-day use
and enjoyment as well as for larger events. The feeding of the
market into the outdoor public space, additional outdoor
vending, as well as the sidewalk caf seating adds to the interest
of the space as well the safety of the area by increasing activity
and henceforth, eyes on the street. The urban porch with shading
and seating provides an opportunity to congregate outside in large or small groups and even to step into the New River,
which is now a major and accessible feature of the site. Ultimately, by giving the pedestrian priority in the space and by


Figure 22: Renderings of Market and Outdoor Recreational
Space

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the diverse mix of primary uses, a steady supply of users and activity should be present on the street at various times
throughout the day.
Conclusion
The transition of the Las Olas Riverfront into the new Riverfront Village is intended to produce a space that is safe,
diverse, vibrant, and economically sound. In order to do so, a number of major changes had to occur in the way the site
is currently designed. First and foremost, the jumbo blocks and buildings of the Las Olas Riverfront were broken up into 14
structures, all of which are fully navigable on each of their four sides to emphasize ease of circulation throughout the site
for both pedestrians and vehicles. Secondly, we improved access to and from the site by extending Las Olas Blvd.
through Riverfront to the Historic District (and making it a two-way street), building a new grid-like street pattern with
additional access points to Andrews, SW 2
nd
, the Historic District, and the Riverwalk bike path, and connecting
pedestrian/bicycle access to the other side of the river as well as the Flagler Greenway.
Importantly, we built a site plan directed toward long-term sustainability, as the buildings and leasable/saleable space
within them are structured to be adaptable to a multitude of uses over time. Creating a diversity of primary uses--
introducing residential space where it did not previously exist and increasing Riverfronts attractiveness as a job center--
was a focus of our site plan. As well, infusing the area with progressive establishments and designs, chiefly the indoor
specialty market, the Urban Porch, and Floridas equivalent of brownstones, is intended to differentiate Riverfront from its
bland past as well as the numerous retail/dining/nightlife districts in the vicinity.
Buildings were designed with features such as green roofs, rooftop pools and patios, canopied extensions, and flatiron
architecture, among other characteristics desirable to tenants/owners. As well, each faade is carefully designed in
order to prevent visitors from feeling that they are approaching from the back side. Buildings are placed close enough
together to encourage visitors to circulate, and are equipped with awnings for shade and protection from the rain.
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Altogether, the site plan described in the report sought to create a dynamic and unique urban village with distinct
character. It is a place for residents, tourists, locals, vendors, performers, boaters, families, singles, and a multitude of other
users to participate in a wide variety of activities, services, and amenities.
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Appendix
Individual Concept Plan 1: Laura Swartz (Hard copy of printed plan materials attached separately.)

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Individual Concept Plan 2: Anna McMaster

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Individual Concept Plan 3: Brett Waldman

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Individual Concept Plan 4: Vanessa Da Rocha

GROUND FLOOR BUILDING DISTRIBUTION, SIDEWALKS AND CORRIDORS



LEGEND
- Pedestrian Paths and Nodes
Riverfront Building Footprint at Ground Floor
Nearby Buildings
Building Projections from Floor/Roof Above
ROOF PLAN, BUILDING ELEVATIONS


LEGEND
20 to 30 Floors Tall
10 to 15 Floors Tall
4 to 5 Floors Tall
3 Floors Tall
2 Stories Tall



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Figure 2 Proposed View from Las Olas Blvd
with Landmark Element
STREETS AND CIRCULATION SYSTEMS
Sidewalks should not have parallel steps because it gives a sense
of division, a split area. See in Figure 1 two well differentiated sidewalks on
a single side, none of them with strong character to attract pedestrians.
Steps are to be removed to get a single unified leveled sidewalk.
The tower is the focal view of the structure. The only function is to
host a set of stairs. The current tower should be replaced for a higher
building, which could serve as an office building or boutique Hotel with a
360 view of the area. This element would give character and could
become a landmark of to the development, defining an important node:
the connection to Himmarshee District and to the Riverwalk.
A connection between Riverfront and the vibrant Himmarshee
District located on the west side of the rail roads, it is very important to
create connectivity and bring businesses to the commercial and retail
areas of the Riverfront. Figure 2 above shows a high building that frames
connection between Las Olas Boulevard and Himmarshee District. Figure 3
below show the connectivity from the west side of the Riverfront to Las Olas as well as a proposed
commercial corridor along the train rails. The corridor is to be roofed and with open views to the
rail and the Himmarshee District. Landscape is highly recommended.





Tower
Figure 1: Schematic Section of Street and Riverfront Building
Figure 3. Rail Road Edge with Proposed Connection.
Figure 4. Street Section with Change of Scale and Proportions on Adjacent
Buildings
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OTHER ELEMENTS
At the main plaza, the existing layout is circulation on its entirely: too many corridors and
stairs everywhere to connect to an empty second level (See figure 6). These elements
also blocks the view from Brickell Avenue to Riverwalk and viceversa; instead of create a
sense of enclosure the space is broken into many pieces, giving a percepcion of no
space at all.
The Gazebo at the border of the Riverwalk blocks the view and the continuity of space
that should flows from the Main Plaza. See Figure 7




Las Olas
Figure 5: Figure-Ground Plan at Pedestrian
Level.
Figure 6: Riverfront Main Plaza
Figure 7: Gazebo at Riverfront that Blocks the View from the Main Plaza
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Individual Concept Plan 5: Nicole Estevez
Introduction
Fifth-teen years ago the Riverfront Development was built
to become the ultimate destination for entertainment in Fort
Lauderdale, it consisted of large-scale buildings that housed
offices, retail, entertainment, parking and other commercial
uses. The development was constructed in the middle of the
downtown with an accessibility of attracting thousands of
employees, visitors, and local residents of the area. Yet, this
development quickly failed and it now sits vacant and
lifeless in Downtown Fort Lauderdale. This report will illustrate
a new development plan for this area; the existing
conditions are examined to analyze the features that
resulted in this failed development.
The plan focuses on contrasting the existing by
promoting the creation of a vibrant and lively development
that encourages a sense of community, enhance the social
capital and thread the arts, culture and entertainment
components evident in the downtown area.


Figure 23 Riverfront Development Context Map
Context
The Riverfront Development is situated in Downtown Fort
Lauderdale; it is situated at the end of West of Las Olas Boulevard
just 1 block South from Broward Boulevard. The Riverfront borders
the FEC railroad tracks to the West and is also bordered to the
South by the New River. To the north it meets Southwest 2nd Street
and to the East, Andrews Avenue, please refer to Figure 1. The site
in specific has 1 street that curves through the development it
begins as Brickell Avenue and turns into Las Olas Boulevard. The
Image to the Right shows the developments configuration with
building footprints. The development is primarily a large-scale
building situated just East of the Railroad track. The other buildings
consist of office space and parking
garages. The following will analyze
the street network, the block
configuration and the surrounding
areas of the Riverfront Development.

Figure 24 Riverfront Development Building
Foot Print
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Block and Street Configuration
The following image illustrates the block configuration for the
Riverfront Development and its surrounding area. The Site is
highlighted in red. It is evident that the site is a large block with
little permeability. Its surrounding area to the west is composed
of smaller blocks and broken up into several parcels. This is a
contrast as to what occurs in the riverfront development. It is a
large block with few parcels between it. The composition of the
block and parcel division is the root of its unsuccessfulness. The
mega-parcel produces large bulky buildings a feature of the
exiting development.


Figure 25 Existing Block Configuration

The Street configuration within and around the site varies.
Downtown Fort Lauderdale is designed in a gridded system. The
New River serves as an interruption within the grid, therefore
altering the North to South connections. The East to West
connectivity is generally fluid though out the surrounding areas.
The one interruption is within the Riverfront site, delineated in the
figure below. There is a lack of connection through the street
network, that not only affects the accessibility of the
Himmarshee/Historic area to the East of Riverfront, but it serves
as a barrier for the potential success of Riverfront Development.

Figure 26 Existing Street Network
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Surrounding Sites and Connections
Understanding the surrounding sites of this development is important. This
helps generate an analysis of what would improve or enhance the area overall
for the proposed plan. Within a 5- Minute Walking distance we have 6 locations
directly related with art, culture and entertainment. The riverfront does not
provide any of these characteristics rather it seems like it divides the activities
from either side. Rather than threading through these ideas the riverfront
prohibits them from interacting.




Tree Canopy Network
The following represents the tree canopy/open green space in the area. Again Riverfront acts as a
barrier between the existing. To enhance the livability, walkability and quality of an area, sufficient
vegetation is required. Not only does it add an appealing element, it also provides environmental benefits.
Proposed Tree Canopy
The existing Tree Canopy has areas of discontinuity. The proposed landscaping plan below,
encourages the use of tree-lined streets. This is not only an aesthetically pleasing element; it also
serves as health and environmental purposes. This also allows for streets to be comfortable and
walkable as it protects from the rain and sun.




Figure 27 Five-Minute Walking Distance






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Redesigning Riverfront
The redesign of the Riverfront Development will serve as an improvement of the features mentioned in the previous section. This redesign aims at
creating a space in which social capital is enhanced, a sense of community is created and the arts, culture and entertainment element of Fort
Lauderdale can thread through this new development. The following will include a conceptual design of the area with various notes and references.
The following figure represents the proposed development:
Figure 28 Perspective of Proposed Plan
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Proposed Street Network
The following is the proposed street network. The end of Las Olas
has now been extended to go through the Riverfront Development and
loop into the historic area. New forms of transportation are also included
such as pedestrian friendly streets and dedicated bike lanes.




Proposed Building Configuration
The building configuration has now become shorter blocks, with
curving corners. These corners are meant to increase social activity on the
sidewalks, as well as convenient for outdoor dining. The buildings are all
multi-story; with residential on the top floors, which is setback so the
pedestrian still gets a human scale experience. Dining and entertainment
are along the river to increase sociability between individuals and families.
There is commercial uses intended in the plan along Andrews Avenue. The
retail shops along the ground floor shall inhabit retail that promotes arts,
culture and entertainment, such as art galleries, clothing stores, bars etc..



Figure 29 Proposed Street Network

Figure 30 Proposed Building Configuration

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Proposed Conceptual Plan