HomeMy WebLinkAbout2005 02 28 Public Hearings 404 First Reading of Ordinance 2005-10 Amending the City's Transportation Impact Fee
022805 _ COMM _Add_an_Public _ Hearing_ 404_Impact]ee _Amendment!
COMMISSION AGENDA
ADD-ON
ITEM 404
Consent
Informational
Public Hearing X
Regular
February 28.2005
Regular Meeting
~
Mgr. / Dept.
Authorization
REQUEST: City Manager requesting the City Commission to adopt the First Reading of
Ordinance Number 2005-10 amending the City's Transportation Impact Fee Ordinance,
Chapter 9, Article VIII of the City Code.
PURPOSE:
This agenda item is needed to add additional collector roads and growth related projects to the
impact fee eligible funding list, to raise transportation impact fees to cover increases in
construction cost, and the cost of the additional collector roads.
CONSIDERATIONS:
On February 7, 2005 the Commission held a workshop to discuss funding of transportation
improvement projects within the city. A study performed by CPR indicated a need to increase
impact fees due to additional roads falling into the collector road status as a result of the design
of the Town Center street network. The results of the traffic model just completed by Walter
Kulash proves that the Town Center collector road network actually increases the performance of
S.R. 434, as opposed to decreasing the roads performance as feared by FDOT.
The second reason for the increase in transportation impact fees is steep increases in costs that
have occurred in construction materials and costs over the past two years. In addition, the
deceleration lane projects adopted by the City Commission are included in the project list.
022805_ COMM _Add_On ]ublic _ HearinL 404_Impact]ee _Amendment!
NEEDED CITY TRANSPORTATION IMPROVEMENTS
WINTER SPRINGS TRANSPORTATION STUDY
To ~9!t ($100Qri
S.R. 434 2!!.QQj
Town Center Townhortles .. 4!?9..1
"---=~=::. ----------.------'iso 'I.
640
1,170 I
460
180
360
Tuskawilla
Shore Road
S.R.. 434
Moss Road
All of the roads listed above are proposed to be added to the list of collector roads except for
Spine Road which was added in the 1999 update.
The increase in impact fees is in the range of 75%. Two examples are as follows:
Current Rate
Accumulated Rate
Increase
Sinele Familv Res.
$890.95
$1551.18
$660.23
Retail (0-25K SF) Per 1,000 SF
$1,552.63
$2.703.21
$1,150.58
FUNDING:
It is anticipated that the new impact fee will raise a total of $9,500,000.
RECOMMENDATION:
It is recommended that the Commission adopt Ordinance Number 2005-10 amending the current
Impact Fee Ordinance Chapter 9, Article VIII of the City Code.
ATTACHMENTS:
I. Ordinance Number 2005-10
2. Transportation Impact Fee Executive Summary
COMMISSION ACTION:
ORDINANCE NO. 2005-10
AN ORDINANCE OF THE CITY COMMISSION OF THE
CITY OF WINTER SPRINGS, FLORIDA, RELATING TO
TRANSPORTATION IMPACT FEES; PROVIDING FOR THE
ADDITION OF COLLECTOR ROADS AND GROWTH
RELATED PROJECTS TO THE LIST OF IMPACT FEE
RELATED TRANSPORTATION PROJECTS; PROVIDING
FOR AN INCREASE IN THE TRANSPORTATION IMPACT
FEE TO COVER THE INCREASES IN CONSTRUCTION
COSTS AND THE ADDITIONAL COLLECTOR ROADS;
PROVIDING FOR SEVERABILITY, INCORPORATION INTO
THE CODE, REPEAL OF PRIOR INCONSISTENT
ORDINANCES AND RESOLUTIONS, AND AN EFFECTIVE
DATE.
WHEREAS, the City Commission of the City of Winter Springs, Florida, has previously
found and determined it to be in the best interest of the safety, health, and welfare of the citizens of
the City of Winter Springs to establish transportation impact fees to require new development to pay
their equitable share of public transportation improvements that must be constructed to serve new
growth; and
WHEREAS, the City Commission has commissioned an impact fee study and has retained
CPR Engineers, Inc. ("CPR") to complete the study and prepare a report on the adequacy of the
City's current transportation impact fees; and
WHEREAS, CPR has issued to the City two impact fee reports entitled, "Transportation
hnpact Fee Update," dated February 2005 and "Supplement No.3, Update to City of Winter Springs
Transportation Study," dated February 2005 ("Reports"); and
WHEREAS, the City Commission hereby finds that the Reports legallyjustifYthe continued
imposition of revised transportation impact fees pursuant to applicable law. See, e.g., Volusia
County v. Aberdeen at Ormond Beach, 760 So. 2d 126 (Fla. 2000); Contractors and Builders
Association of Pin ell as Countyv. City of Dunedin, 329 So. 2d314 (Fla. 1976); Waldv. Metropolitan
Dade County, 338 So. 2d 863 (Fla. 3dDCA 1976); Hollywood, Inc. v. Broward County, 431 So. 2d
606 (Fla. 4th DCA 1983); and
WHEREAS, the City Commission finds that Section 163.3202(3), Florida Statutes,
encourages the use of innovative land development regulations which includes the adoption of
"impact fees," and
City of Winter Springs
Ordinance No. 2005-10
Page 1 of 4
WHEREAS, the City Commission also finds that the impact fees required by this Ordinance
are necessary to mitigate impacts reasonably attributable to new development; and
WHEREAS, the City Commission also recognizes that the Florida Legislature has mandated
that local government pIan comprehensively for future growth and that this regulatory Ordinance is
consistent with that mandate. See, e.g., Ch. 163, Fla. Stat.; and
WHEREAS, new land development activity generates public facility and service demands
within the City and it is reasonable to require new development to pay a fair share of the cost of
expanding new public facilities and services attributable to new development; and
WHEREAS, this Ordinance is enacted pursuant to the Florida Municipal Home Rule Powers
Act, Chapter 163, Florida Statutes, the City of Winter Springs Comprehensive Plan, and other
applicable law authorizing a municipality to set rates, fees, and charges for new development; and
WHEREAS, it is in the best interests of the public health, safety, and welfare of the citizens
of Winter Springs to amend the City's transportation impact fees and procedures.
NOW, THEREFORE, THE CITY COMMISSION OF THE CITY OF WINTER
SPRINGS HEREBY ORDAINS, AS FOLLOWS:
Section 1. Recitals. The foregoing recitals are hereby incorporated herein by this reference.
Section 2. Code Amendment, Chapter 9, Article VIII, Division 2. The City of Winter
Springs Code, Chapter 9, Article VIll, Division 2, is hereby amended as follows (underlined type
indicates additions and strikeout type indicates deletions, while asterisks (***) indicate a deletion
from this Ordinance of text existing in Chapter 9, Article VIII, Division 2. It is intended that the text
in Chapter 9, Article VID, Division 2 denoted by the asterisks and set forth in this Ordinance shall
remain unchanged from the language existing prior to adoption of this Ordinance):
ARTICLE VIII. IMPACT FEES
***
DIVISION 2. TRANSPORTATION FACILITIES.
***
Sec. 9-386.2. Intent and Purpose.
City of Winter Springs
Ordinance No. 2005-10
Page 2 of 4
***
(e) The technical data, findings and conclusions herein are based on the Comprehensive
Plan of the City of Winter Springs and in part on the following studies and reports which are
hereby adopted (by reference):
(1) Trip Generation, ITE (5th 7th Edition), as updated in 1991;
(2) Orlando Urban Area Transportation Studyies;
(3) Special Report 209, Highway Capacity Manual, Transportation Research Board, 1985;
(4) Generalized Daily Level of Service Maximum Volumes for Florida's Urban/Urbanized
(5000+) Areas, FDOT t9$ 2002;
(5) Cost per Lane Mile-City of Winter Springs Study 1991 Transportation Impact Fee Update,
2005;
(6) Existing Traffic Circulation Analysis, City of Winter Springs Study, September, 1989, Tipton
Associates Incorporated and Leftwich Consulting Engineers, Inc.;
(7) Future Traffic Circulation Analysis, City of Winter Springs Study, December, 1991, Tipton
Associates, Inc. and Leftwich Consulting Engineers, Inc.
(8) Input Data for Seminole and V olusia Counties for Calculating Transportation Impact Fees for
Convenience Stores, August, 1989, Tipton Associates Incorporated.
(9) City of Winter Springs Transportation Study. August 1997: Supplement No. 1. December
1999: Supplement No.2. February 2001: Supplement No.3, February 2005.
(10) City of Winter Springs Transportation Impact Fee Update. September 1997: Update.
December 1999: Update, February 2005.
***
Section 3. New Road Impact Fee Rate Schedule. The Road Imp act Fee Rate Schedule
attached hereto as Exhibit "111 and required by Section 9-386.7, and referenced and incorporated in
the City Code as Exhibit "B," is hereby repealed in its entirety and shall be replaced in full by 2005
Exhibit "B," which is attached hereto and fully incorporated herein by this reference.
Section 4. Repeal of Prior Inconsistent Ordinances and Resolutions . All prior
inconsistent ordinances and resolutions adopted by the City Commission, or parts of prior ordinances
and resolutions in conflict herewith, are hereby repealed to the extent of the conflict.
City of Winter Springs
Ordinance No. 2005-10
Page 3 of 4
Section 5. Incorporation Into Code. This Ordinance shall be incorporated into the
Winter Springs City Code and any section or paragraph, number or letter, and any heading may be
changed or modified as necessary to effectuate the foregoing. Grammatical, typographical, and like
errors may be corrected and additions, alterations, and omissions, not affecting the construction or
meaning of this ordinance and the City Code may be freely made.
Section 6. Severability. If any section, subsection, sentence, clause, phrase, word or
provision of this Ordinance is for any reason held invalid or unconstitutional by any court of
competent jurisdiction, whether for substantive, procedural, or any other reason, such portion shall
be deemed a separate, distinct and independent provision, and such holding shall not affect the
validity of the remaining portions of this Ordinance.
Section 7. Effective Date. This Ordinance shall become effective immediately upon
adoption by the City Commission of the City of Winter Springs, Florida, and pursuant to City
Charter.
ADOPTED by the City Commission of the City of Winter Springs, Florida, in a regular
meeting assembled on the _ day of ,2005.
JOHN F. BUSH, Mayor
ATTEST:
ANDREA LORENZO-LUACES, City Clerk
Approved as to legal form and sufficiency for
the City of Winter Springs only:
ANTHONY A. GARGANESE, City Attorney
First Reading:
Second Reading:
Effective Date:
City of Winter Springs
Ordinance No. 2005-10
Page 4 of 4
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TRANSPORTATION IMPACT
FEE UPDATE
February 2005
CPH Engineers, Inc.
1117 East Robinson Street
Orlando, Florida 32801
(407) 425-0452
CPH Project No. W04124
EXECUTIVE SUM MARY
The existing Transportation Impact Fee method, established in 1990, will remain unchanged.
Appendix B of this fee method will be revised based on the information contained in the
Supplement NO.3 Update to the "City of Winter Springs Transportation Study" dated January
2005. Revisions were made to the roadway capital improvements program, which resulted in a
revised construction cost per lane mile.
Based on the required capital improvements, the Transportation Impact Fee does require an
adjustment at this time. Based on the information herein, the cost per lane mile of construction
should be increased from $561,879 to $942,029. Impact fees will be adjusted accordingly as
shown in Appendix B.
As part of our project task, we were asked to evaluate whether the projected revenues would be
sufficient to construct the capital improvements projects. Based on our analysis contained
herein and demographic data contained in Supplement No.3 described above, we believe that
the program will be adequately funded. The identified transportation expenditures for 2005 thru
2010 (the revised planning period) total approximately $9,750,000. The projected revenues
during the planning period total $9,388,288, or approximately $9.4 Million. The impact fee fund
balance was $864,182 on October 1, 2004 with a projected fund balance of $592,682 at the end
of the fiscal year; September 30, 2005. Projected revenues plus end of year fund balance
($9,980,970) are roughly equivalent to the projected expenditures for the planning period of
2005 to 2010.
CAPITAL IMPROVEMENTS
The proposed capital improvements program is shown in Tables 1 and 2. The program is
divided into four phases through the original planning period and represents the roadway
projects completed and necessary to maintain traffic flow throughout the City of Winter Springs.
One project in Phase II and Phase IV compose the remaining work schedule. The proposed
capital improvements program is based on the results of the Supplement No. 3 Update to the
City of Winter Springs Transportation Study, January 2005. Table 3 illustrates the calculation of
the lane miles of proposed construction used in the formulation of the traffic impact fees shown
in Appendix B.
PROJECTED REVENUES
We prepared, as Table 4, an estimate of impact fee revenues based on development data. The
resulting revenue was calculated from the proposed Appendix B. Within the planning period
(2005-2010), it was projected that 1,434,500 square feet of net commercial/retail development
will occur. Net building square footage for estimating impact fees was obtained by using 20% of
the site gross area as the actual building size available. This figure is based on using 20% of
the site for public rights-of-way/easements, 20% for retention requirement, 20% for parking,
20% for open space and 20% for building. This resulted in building square footage of 1,434,500
square feet during the planning period. This is not a build-out figure, but represents to the best
of our knowledge what will be developed in five (5) years. We used this number as our target
value in Table 4 (revised) to estimate the approximate value of revenues from the transportation
impact fee. We estimate the revenue to be approximately $4.304.450 over the planning period.
The estimated impact fee revenues for single-family construction are $4.969.044, based on the
construction of 3,326 single-family units. The estimated impact fee revenues for multi-family
construction are $114,794, based on the construction of 127 multi-family units. The estimated
balance in the impact fee fund at the beginning of the planning period (October 1, 2004) was
$846,182 with an end-of-year projected balance of $592,682. The addition of the projected
revenue figures and the end-of-year fund balance produces a grand total of $9.980,970 which is
roughly equivalent to the capital improvements program for the planning period.
TABLE 1
NEEDED CITY TRANSPORTATION IMPROVEMENTS
WINTER SPRINGS TRANSPORTATION STUDY
Project From To Cost ($1000)
Orange A venue Tuskawilla S.R. 434 2,100
Tree Swallow Tuskawilla Town Center Townhomes 450
Cliff Rose S.R. 434 S.W. Loop 150
Central Winds Parkway S.R. 434 Orange A venue 640
Spine Road (N & S) Tuskawilla S.R. 434 1,170
Southwest Loop Tuskawilla S.R. 434 480
Highlander S. R. 434 S.W. Loop 180
Southeast Loop S.R. 434 Tuskawilla 360
Town Center T ownhomes
Collector Tuskawilla S.R. 434 1,320
Bahama Road Shore Road Moss Road 1,000
Deceleration Lanes 1,050
Traffic Lights 850
Total Project Improvements $9,750
Approximate Cost Per Lane Mile $942,029
J:\WOI24\WD\IMPACT FEE UPDATE 2005.DOC
TABLE 2
NEEDED CITY TRANSPORTATION IMPROVEMENTS
Traffic Signals Cost
S. R. 434 & Tuscora Drive $170,000
S.R. 419 & Moss Road $170,000
S. R. 434 & Doran Drive $170,000
S.R. 434 & Spine Road $170,000
S. R. 434 & Orange A venue $170,000
Total Traffic Signals $850,000
TABLE 3
LANE MILE CALCULATIONS
Project From To Lane Miles
Orange Avenue Tuskawilla S.R. 434 2.65
Tree Swallow Tuskawilla East Town Center 0.57
Cliff Rose S.R. 434 S.W. Loop 0.19
Central Winds Pkway S.R. 434 Orange Avenue 0.61
Spine Road Tuskawilla S.R. 434 1.48
Southwest Loop T uskawilla S.R. 434 0.61
Highlander S.R. 434 S.W. Loop 0.23
Southeast Loop S.R. 434 Tuskawilla 0.45
Town Center
T ownhomes Collector Tuskawilla S.R. 434 1.67
Bahama Road Shore Road Moss Road 1.89
TOTAL 10.35
J:\WO1 24\WD\IMPACT FEE UPDATE 2005.DOC
TABLE 4
PROJECTED DEVELOPMENT AND IMPACT FEE REVENUE
(2005 - 2010)
Dwelling Units Unit Cost Cost
Single-Family Detached/Attached and 3326 $1,494 $4,969,044
Townhomes
Multi-Family 127 $903.89 $114,794
Retail / Commercial, etc. 1,434,500 $3000/1000 SF $4,304,450
Total Projected Revenue $9,388,288
NOTES:
1. The retail/commercial component is an average cost per 1,000 SF of commercial/office
categories.
2. The revenues shown are based on the proposed change in the impact fee.
3. Development projects are based on best available information from the City database.
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Date: 02/28/05
The following was provided to the City
Commission during Public Hearings Agenda
Item "404" on 02/28/05
Local Area Transportation Impact Fees
SinQle Familv
Local Jurisdiction Current
Fee Ranae
Altamonte Springs $607.17
Casselberry $709.40
*Longwood $0.00
*Lake Mary $0.00
Oviedo $1,201.00
*Sanford $0.00
Winter Springs (proposed) $1,493.73
Seminole County $847.00 to $1271.00
Orange County** $2,687.00
Apopka $1,103.00
Orlando $799.00 to $1192.00
* No Fee
** Increases Julv 1, 2005 to $3398
Current Winter Springs Fees
Single Familv
Type Fee
Parks $943.78
Transportation $890.95
Police $118.53
Fire $175.64
Public Building $100.00
Seminole County*** $2,623.00
Subtotal $4,851.90
Water $518.00
Sewer $2,199.00
Total $7,568.90
*** Includes County school and County Transportation
CONSTRUCTION COSTS
Several items account for the increased construction cost:
The following information is available:
1) The CPI changed by 11 % over the last five years.
2) The Federal Highway department reports on their index, a change of 28% over
the last five years, ending in April of 2004.
3) The FDOT reports a 62% increase in Asphaltic cement over the last five years.
4) ENR recently reported a 30% increase in cement over the last year and
5) ENR recently reported a 25% increase in steel.
6) Traffic lights cost approximately $170,000 each compared to $85,000 in 1999
due to increased costs and mast arm improvements required by the City.
We have also included a more complete roadway system for the Town Center area. The
previous roadways on our program included more rural/urban roads such as Fisher,
Panama, Moss, Hayes and Shore. These roads could be constructed with swale
drainage improvements. The Town Center area requires curb and gutter, sidewalks and
other storm drainage improvements. Therefore we have increased the cost estimate to
reflect the higher level of improvements.
TRANSPORTATION IMPACT
FEE UPDATE
February 2005
CPH Engineers, Inc.
1117 East Robinson Street
Orlando, Florida 32801
(407) 425-0452
CPH Project No. W04124
EXECUTIVE SUMMARY
The existing Transportation Impact Fee method, established in 1990, will remain unchanged.
Appendix B of this fee method will be revised based on the information contained in the
Supplement No. 3 Update to the "City of Winter Springs Transportation Study" dated January
2005. Revisions were made to the roadway capital improvements program, which resulted in a
revised construction cost per lane mile.
Based on the required capital improvements, the Transportation Impact Fee does require an
adjustment at this time. Based on the information herein, the cost per lane mile of construction
should be increased from $561,879 to $942,029. Impact fees will be adjusted accordingly as
shown in Appendix B.
As part of our project task, we were asked to evaluate whether the projected revenues would be
sufficient to construct the capital improvements projects. Based on our analysis contained
herein and demographic data contained in Supplement NO.3 described above, we believe that
the program will be adequately funded. The identified transportation expenditures for 2005 thru
2010 (the revised planning period) total approximately $9.750.000. The projected revenues
during the planning period total $9,388,288, or approximately $9.4 Million. The impact fee fund
balance was $864,182 on October 1, 2004 with a projected fund balance of $592,682 at the end
of the fiscal year; September 30, 2005. Projected revenues plus end of year fund balance
($9,980,970) are roughly equivalent to the projected expenditures for the planning period of
2005 to 2010.
CAPITAL IMPROVEMENTS
The proposed capital improvements program is shown in Tables 1 and 2. The program is
divided into four phases through the original planning period and represents the roadway
projects completed and necessary to maintain traffic flow throughout the City of Winter Springs.
One project in Phase II and Phase IV compose the remaining work schedule. The proposed
capital improvements program is based on the results of the Supplement No. 3 Update to the
City of Winter Springs Transportation Study, January 2005. Table 3 illustrates the calculation of
the lane miles of proposed construction used in the formulation of the traffic impact fees shown
in Appendix B.
PROJECTED REVENUES
We prepared, as Table 4, an estimate of impact fee revenues based on development data. The
resulting revenue was calculated from the proposed Appendix B. Within the planning period
(2005-2010), it was projected that 1,434,500 square feet of net commercial/retail development
will occur. Net building square footage for estimating impact fees was obtained by using 20% of
the site gross area as the actual building size available. This figure is based on using 20% of
the site for public rights-of-way/easements, 20% for retention requirement, 20% for parking,
20% for open space and 20% for building. This resulted in building square footage of 1,434,500
square feet during the planning period. This is not a build-out figure, but represents to the best
of our knowledge what will be developed in five (5) years. We used this number as our target
value in Table 4 (revised) to estimate the approximate value of revenues from the transportation
impact fee. We estimate the revenue to be approximately $4.304.450 over the planning period.
The estimated impact fee revenues for single-family construction are $4.969.044, based on the
construction of 3,326 single-family units. The estimated impact fee revenues for multi-family
construction are $114,794, based on the construction of 127 multi-family units. The estimated
balance in the impact fee fund at the beginning of the planning period (October 1, 2004) was
$846,182 with an end-of-year projected balance of $592,682. The addition of the projected
revenue figures and the end-of-year fund balance produces a grand total of $9.980.970 which is
roughly equivalent to the capital improvements program for the planning period.
TABLE 1
NEEDED CITY TRANSPORTATION IMPROVEMENTS
WINTER SPRINGS TRANSPORTATION STUDY
.... PrQje(;t From To Cqst($10()())
)range Avenue Tuskawilla S.R. 434 2,100
"ree Swallow Tuskawilla Town Center Townhomes 450
;Iiff Rose S.R. 434 S.W. Looo 150
;entral Winds Parkway S.R. 434 Orance Avenue 640
)pine Road (N & S) Tuskawilla S.R. 434 1,170
)outhwest Loop Tuskawilla S.R. 434 480
iighlander S.R. 434 S.W. Looo 180
)outheast Loop S.R. 434 Tuskawilla 360
"own Center Townhomes
;ollector Tuskawilla S.R.434 1,320
3ahama Road Shore Road Moss Road 1,000
)eceleration Lanes 1,050
-raffic Lights 850
Total Project Improvements $9,750
Approximate Cost Per Lane Mile $942,029
J:\W0124\WD\IMPACT FEE UPDATE 2005.DOC
TABLE 2
NEEDED CITY TRANSPORTATION IMPROVEMENTS
Traffic
S.R. 434 & Tuscora Drive
S.R. 419 & Moss Road
S.R. 434 & Doran Drive
S. R. 434 & Sine Road
S.R. 434 & Oran e Avenue
Total Traffic Si nals
$170,000
$170,000
$170,000
$170,000
$170,000
$850,000
TABLE 3
LANE MILE CALCULATIONS
Brpject From Tp Larie Miles
Orange Avenue Tuskawilla S.R. 434 2.65
Tree Swallow Tuskawilla East Town Center 0.57
Cliff Rose S.R. 434 S.W. Loop 0.19
Central Winds Pkway S.R. 434 Orange Avenue 0.61
Spine Road Tuskawilla S.R. 434 1.48
Southwest Loop Tuskawilla S.R. 434 0.61
Highlander SR. 434 S.W. Loop 0.23
Southeast Loop S.R. 434 Tuskawilla 0.45
Town Center
Townhomes Collector Tuskawilla S.R. 434 1.67
Bahama Road Shore Road Moss Road 1.89
TOTAL 10.35
J:\W0124\WD\IMPACT FEE UPDATE 2005.DOC
TABLE 4
PROJECTED DEVELOPMENT AND IMPACT FEE REVENUE
(2005 - 2010)
Units
3326
127 $903.89
1,434,500 $3000/1000 SF
Total Projected Revenue
NOTES:
Cost
$4,969,044
$114,794
$4,304,450
$9,388,288
1. The retail/commercial component is an average cost per 1,000 SF of commercial/office
categories.
2. The revenues shown are based on the proposed change in the impact fee.
3. Development projects are based on best available information from the City database.
J:\W0124\WD\IMPACT FEE UPDATE 200S.DOC
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SUPPLEMENT NO.3
Update To
CITY OF WINTER SPRINGS
TRANSPORTATION STUDY
February 2005
CPH Engineers, Inc.
1117 E. Robinson Street
Orlando, Florida 32801
(407) 425-0452
CPH Project No. W04124
TABLE OF CONTENTS
PaQe No.
CHAPTER I - INTRODUCTION
Background
Purpose
Methodology
Summary and Conclusion
1
1
2
2
CHAPTER II - FINANCIAL RESOURSES ANALYSIS
Financial Analysis Format
Data Base
Local Option Gas Tax
One-Cent Sales Tax
Federal Revenue Sharing (FRS)
Special Assessment Projects
General Fund Appropriations
Transportation Impact Fees
Roadway Revenue Resources
3
3
4
4
4
4
4
4
6
CHAPTER III - TRANSPORTATION PLAN
Goals and Objectives
Existing Conditions
Update Development
Final Transportation Plan
7
7
12
12
CHAPTER IV - CONCURRENCY PLANNING
Objective of This Review
Available Capacity
Definitions
35
35
38
Tables
A-1 Transportation Impact Fee Fund 5
1 Available Transportation Revenues for Roadway Improvements 6
2 2004/2005 Functional Classification 10
3 2004 Daily Seminole County Counts 13
4A 2001 Average Annual Daily Traffic County Results (City Roadwork) 14
5 1996 Peak Average Annual AM. and
P.M. Peak Hour Traffic Count Results 15
6 Programmed and Planned Highway System Improvements
Winter Springs Transportation Study Area 16
7 Statewide Minimum Level of Service Standards For the
Urbanized Highway System 17
8 Generalized Annual Average Daily Volumes for Florida's
Urbanized Areas 19
9 Trip Generation Expressions (Vehicle Trips)
Winter Springs Transportation Study - 2004 21
14 Year 2004 Roadway Link Levels of Service with 2010 Network
(Original Computer Model) 24
14A Year 2004 Roadway Link Levels of Service with Existing Network 27
15 2010 Road Needs - Other Agency Funding 31
15A State and County Road Projects Adjacent to or Within
Winter Springs 32
16 City Road Needs - City of Winter Springs Funding 33
19 Primary Impact Area for Traffic Impact Analysis (TIA)
(Development with 300 or More ADT) 37
Fiaures
1
2
3A
4
8
Study Area Location
2004 Existing Roadway Classification and Number of Lanes
2004 Existing Deficiencies and LOS
2004 Traffic Zones
Needed Improvements Plan
8
9
20
22
30
Appendix
Development Data By Traffic Zone
CHAPTER I
INTRODUCTION
Backaround
The Transportation Study was completed in 1997 and identified some deficiencies in the
transportation infrastructure of the City of Winter Springs' local system for the projected 2010
traffic loadings. These deficiencies were corrected by projects performed by FOOT and
Seminole County. No major deficiencies were identified for 2010 for the roadways controlled by
the City of Winter Springs. In subsequent updates in December, 1999, Supplement No.1, and
in February, 2001, Supplement No.2, the Traffic Study was updated by traffic counts and
changes in projects. Roadways identified for improvements included U.S. 17-92, S.R. 434,
Seminola Boulevard, Lake Drive, and Tuskawilla Road, which are under the control of the
County and FOOT. The U.S. 17-92 six-lane improvement project from Shepard Road (Winter
Springs) south to Melody Lane (Casselberry) has been completed. State Road 434 has been
improved to four lanes from S.R. 419 to the Greeneway, providing four lanes through to U.S. 17-
92. Seminola Boulevard has been improved to four lanes; Tuskawilla Road has been improved
to four lanes divided from S.R. 434 to Red Bug Road; and Lake Drive is currently under design
for four lanes divided with a realignment and direct connection to Seminola Boulevard. This
Supplement NO.3 updates the 1997 study and Supplements No. 1 (December, 1999) and NO.2
(February, 2001) to acknowledge these improvements and the ones also constructed by the
City. No changes were made to the land use, existing uses, or projected development. We are
presenting current data to allow for a comparison of where we were in 1996 and where we are
today. We can also use this data to evaluate the accuracy of our projections. Roadway
capacities have been updated based on the FOOT 2002 Level of Service Handbook, the latest
edition of this reference/manual.
In Supplement NO.1 we addressed that a collector road system was required for the
undeveloped area around City Hall. This area has been designated as the Town Center and is
scheduled for continued growth within the planning period. The roadway collector system
identified in Supplement No. 1 has been expanded to serve more of this area. Since these
roads are for new growth, the funding is projected to come from the transportation impact fee.
This collector system is shown on the attached revised drawings and now includes
improvements to Orange Avenue, which would eventually go through Central Winds Park and
connect to S.R. 434 west of the park.
Only updated materials are attached to this supplement. The overall traffic study remains valid
and all supplements and the original document are to be considered as a whole item and not
separately or independently.
Purpose
The primary purposes of Supplement No. 3 are as follows:
1. Update traffic counts to analyze trends and to verify that the projections of the original
Study in 1997 were reasonably accurate. Also, monitor that concurrency efforts are
City of Winter Springs Transportation Study - Supplement No.3
Page 1
effective.
2. Analyze projects and determine whether updates are required, such as addition or
deletion, Le., define new capital improvements plant to maintain a satisfactory level of
service.
a. Update Table 15, 2010 Road Needs - Developer and Other Funding.
b. Update Table 15A - State and County Road Projects Adjacent to Winter Springs.
c. Update Table 16 - 2010 Road Needs - City of Winter Springs Funding.
3. Monitor the plan to verify that the roadway improvements needed or required are in
accordance with the long-range needs of the City.
4. Review and update current financial resources available for transportation funding in the
City.
Methodologv
This Supplement No. 3 utilizes existing available data to monitor and update the original
planning document. New computer modeling was not performed nor were counts made on city
roadways. We have updated the proposed development of the vacant areas with known and
projected projects. If significant changes are made, they are noted in the reports.
Summary and Conclusion
Based on available information, the City network is operating within normal parameters and
within established goals/capacities. S.R. 419 is at or exceeds LOS "D" criteria and any
increased development along the S.R. 419 corridor from S.R. 434 to U.S. 17-92 will require a
traffic analysis prior to approval. Existing and future roadway project needs are identified in
Tables 15, 15A and 16.
City of Winter Springs Transportation Study - Supplement No.3
Page 2
CHAPTER II
FINANCIAL RESOURCES ANALYSIS
Local governments continually confront the fiscal situation of ever increasing demands for
services and capital facilities contrasted with declining assistance from traditional State and
Federal sources. The State Comprehensive Planning legislation mandates that adequate
infrastructure capacity be present or programmed by the governing jurisdiction as a condition
precedent to new development approval. The local manifestations of these policy changes are
two-fold. First, local governments must develop alternative funding strategies to accommodate
new growth and development. Second, the local government must ensure that the timing of the
revenue collections and the subsequent improvement construction are such that new
infrastructure capacity is available when required to accommodate new growth.
For purposes of the Supplement to the Transportation Study, funding will only be evaluated from
the perspective that projects contained herein are growth-induced. In cases where a roadway
improvement is clearly required to satisfy travel demand related to new growth and
development, local governments are entitled to pass this cost along to development in the form
of regulatory fees collected prior to the occupancy of the building. On the other hand, highway
construction required as a result of existing capacity deficiencies must be funded through
traditional general revenue sources. These deficiencies are being covered by other City
programs and resources. The transportation impact fee should provide the City of Winter
Springs with sufficient revenue to maintain the desired level of services on the highway network
within its jurisdiction and periodic changes to this fee are required due to inflation and project
changes.
Financial Analvsis Format
This analysis evaluates the City of Winter Springs Transportation Impact Fee Funding to
establish the following:
1. Historical revenue collection and expenditure patterns;
2. Project revenue sources available to amortize any roadway deficiencies and/or
construct growth induced improvements;
3. Provide a Capital Improvement Program format for the next five-year period of
2005 to 2010.
Data Base
Data for this portion of the report have been taken from the following sources:
1. City of Winter Springs Annual Budgets.
2. City of Winter Springs Annual Financial Statements.
All data contained herein have been provided by the City of Winter Springs and are shown in
Table A-1 and represent all funding sources and expenditures for transportation purposes
available to the City.
City of Winter Springs Transportation Study - Supplement No.3
Page 3
City of Winter Springs Transportation Study - Supplement No.3
Page 4
Local Option Gas Tax
Winter Springs utilizes the Local Option Gas Tax (LOGT) funds for re-surfacing, minor roadway
improvements and maintenance of existing roads. All funds have been allocated from this fund
to improve existing deficiencies and maintenance and are not available for construction of the
growth related roadway improvement projects.
One-Cent Sales Tax
Seminole County, in conjunction with the individual cities in Seminole County, has a one-cent
sales tax which is used specifically in the County for transportation/roadway improvements. City
projects were identified in the referendum passed by the voters.
Federal Revenue Sharina (FRS)
This revenue source has typically not demonstrated stability in year-to-year appropriations.
Local entitlements are always uncertain as a result of the Federal budget process, and the
program is always in danger of termination. For these reasons, it is recommended that this
revenue source be considered expendable. The City of Winter Springs should not consider
funding any critical roadway project primarily from FRS funds. Instead, to the extent that FRS
funds are available, if at all, the City should accelerate its Capital Improvement Program, or
consider adding projects which are not considered financially feasible when using only hard
revenue sources.
Special Assessment Proiects
During the past thirty years, the City of Winter Springs has only used this mechanism on
improvements to Moss Road from S.R. 434 to S.R. 419. It is recommended that the City of
Winter Springs use special assessment projects as little as possible to improve local streets.
General Fund Appropriations
These revenues, generally derived from ad valorem assessment, are not used for funding major
capital improvements in the roadway system. They are appropriated to repair and replacement
(R&R) expenditures, and to operation and maintenance (O&M) expenditures. In addition, these
revenues are generally used for major debt service by most cities in the State of Florida. The
City of Winter Springs has adhered to these principles during the five-year period of the financial
inventory.
Transportation Impact Fees
These are fees collected from new development/growth for the construction of new and
improved roadways. The improvements must provide capacity for growth. Impact fees are not
used for correcting existing roadway deficiencies or repair and maintenance projects. These
funds are used to provide roadway capacity when and where it is needed in a timely fashion in
order to allow growth in an orderly fashion. It is advisable to periodically review the projects
funded by impact fees to determine that the funds are going to the area with the most need.
Table A-1
TRANSPORTATION IMPACT FEE FUND
Projected
FY 02/03 FY 03/04 FY 04/05
Description of Revenues Actual Actual Budaet
Interest Earned $ 28,193 $ 15,000 $ 13,500
Residential Impact Fees $198,682 $120,000 $140,000
Commercial Impact Fees $125.089 $140.000 $100.000
TOTAL TRANSPORTATION
IMPACT FEE REVENUES $351,964 $275,000 $253,500
Appropriation from Fund Balance $ 0 $521.500 $275.000
TOTAL TRANSPORTATION
IMPACT FEE REVENUES AND
APPROPRIATIONS FROM FUND
BALANCE $351 964 $796 500 $528 500
Description of Expenditures
Consulting Services $ 26,180 $ 11,500 $ 25,000
Unrecognized Gain/Loss $ 3,661 $ 0 $ 0
Transfer to General Fund
(Proj. Adm. Reimb.) $ 39,000 $ 0 $ 0
30006 CIP-SR 434/Central Winds
Parkway Signal $113,618 $ 20,000 $ 0
30007 CIP-Deceleration Study $ 0 $ 20,000 $ 0
30008 CI P-Fisher Road $ 39,268 $675,000 $ 0
30021 CIP-419/Moss Turn Lane $ 1 ,460 $ 50,000 $275,000
30022 CIP-SR 434/Doran Dr Signal $ 0 $ 20.000 $225.000
TOTAL TRANSPORTATION
IMPACT FEE EXPENDITURES $223,187 $796,500 $525,000
Appropriation to Fund Balance $128.777 $ 0 $ 3.500
TOTAL TRANSPORTATION
IMPACT FEE EXPENDITURES &
APPROPRIATIONS TO
FUND BALANCE $351 964 $796 500 $528 500
CHANGE IN FUND BALANCE
FUND BALANCE - October 1 $1,256,905 $1,385,682 $864,182
APPROPRIATION TO (FROM)
FUND BALANCE $ 128.777 ($ 521.500) ($271.500)
FUND BALANCE - September 30 $1 385682 $ 864182 $592 682
Source: City Records / Note: Projected Actual is unaudited data.
City of Winter Springs Transportation Study - Supplement No.3
Page 5
_,...'......'''H II
"'" ,",'I"'''',' ~ "~ ",,_
Roadwav Revenue Resources
As noted earlier, this review emphasizes only hard revenue sources. Therefore, while Federal
Revenue Sharing or State DOT discretionary funding may playa role in funding some roadway
segments, this analysis assumes that only those revenues identified as hard revenue sources
will be used to fund improvements.
Table 1
Available Transportation Revenue Sources for Roadwav Improvements
One Cent Sales Tax
Transportation Impact Fees
City of Winter Springs Transportation Study - Supplement No.3
Page 6
........
CHAPTER III
TRANSPORTATION PLAN
This Chapter documents the updating of the transportation plan for the City of Winter Springs.
This Supplement was developed using procedures and data from similar planning activities in
the surrounding jurisdictions as well as previous documents.
The City of Winter Springs is an integral part of the Orlando Urban Area. In order to be
compatible with planning efforts in the Orlando area, extensive use was made of data sources
from the "Metroplan Orlando (2005 long Range Transportation Plan)" and the "Seminole
County Transportation Management Program (TMP) and the "State of Florida District Five
Construction - Seminole County".
Goals and Obiectives
No changes are purposed or required to the traffic circulation Goals and Objective of the
Comprehensive Plan.
Existina Conditions
To plan for the future transportation of the City of Winter Springs, a complete understanding of
the community's existing transportation system is necessary and an ongoing analysis of the
system is required. This includes a thorough understanding of existing transportation conditions
and existing transportation deficiencies. To accomplish this, an extensive data collection and
review process was accomplished This effort included an evaluation of the previous
categorization of the existing roadways in the city and their functional use or classification, an
evaluation of existing traffic flows within the city and its surrounding area as revealed in daily
and peak hour traffic counts, an update of the development data for the area, and a review of
existing transportation plans within the area including the city, county and the region.
Study Area - The development of a transportation plan update for the City of Winter Springs
requires an evaluation of transportation plans and systems in the city and the surrounding area.
In addition to the City's Comprehensive Plan, current transportation planning activities consider
Metroplan Orlando, which is defined as Seminole, Orange and Osceola County, and the State
of Florida Department of Transportation. The study area is shown in Figure 1.
This study area is generally bounded on the north by lake Jesup, on the east by the north-south
section of S.R. 434, on the south by Red Bug lake Road, and on the west by U.S. 17-92. These
boundaries are compatible with traffic zone boundaries established in Seminole County.
Functional Classification of Existino System - Seminole County has developed a set of
definitions in order to functionally classify the roadways in the county according to their usage.
These definitions were adopted as a part of this study effort so that compatibility with local
planning efforts could be maintained. The list of the roadways within the study area boundary is
shown in Table 2. The functional classifications are described below and also shown in Figure
2.
City of Winter Springs Transportation Study - Supplement No.3
Page 7
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Page 9
Certificate of Authorization
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TABLE 2
(Revised January 2005)
2004/2005
FUNCTIONAL CLASSIFICATION
WINTER SPRINGS TRANSPORTATION STUDY
Freeways
Princioal Arterials (State)
1)
Eastern Beltway (State)
1)
2)
S.R. 434
S.R. 419
Maior Collectors (County)
Minor Collectors (County)
1)
2)
3)
East Lake Drive
Red Bug Lake Road
Tuskawilla Road
1)
2)
Dodd Road
Eagle Boulevard
Municioal Collectors (CiM
1) Bahama Road - Shore Road to Moss Road
2) Dyson Drive - Tuskawilla Road to Shetland Avenue
3) Edgemon Avenue
4) Fisher Road
5) Greenbriar Lane - Northern Way to Winter Springs Boulevard
6) Hayes Road - S.R. 434 to Bahama Road
7) Moss Road - S. R. 419 to Panama Road
8) Northern Way - All
9) Panama Road - Shore Road to Edgemon Avenue
10) Shepard Road
11) Sheoah Boulevard - Shepard Road to S.R. 434
12) Shore Road - Panama Road to End
13) Winding Hollow Boulevard - S.R. 434 to End
14) Winter Springs Boulevard - Tuskawilla Road to Eastern Beltway
15) Trotwood Boulevard - Tuskawilla Road to Northern Way
16) Tuscora Drive - S.R. 434 to Northern Way
17) Vistawilla Drive - S. R. 434 to Northern Way
18) Tuskawilla Road - North of S.R. 434
19) Town Center Townhouse Road - S.R. 434 to Tuskwilla
20) Orange Avenue Collector *
21) Southwest Loop - Town Center*
22) Southeast Loop - Town Center*
23) Doran Drive
24) Blumberg Boulevard
25) Tree Swallow*
26) Cliff Rose Drive*
27) Central Winds Park Way*
28) Spine Road (Town Center North and South)*
29) Highlander Road*
*Proposed collector road; not constructed and/or not constructed to collector road standards.
City of Winter Springs Transportation Study - Supplement No.3
Page 10
The basic classification system consists of the following five (5) components:
Residential - A residential street functions only to serve a local residential community and does
not connect any higher classified roadways.
Local - The primary functions of a local street or highway is to serve the adjacent property by
providing the initial access to the highway network. These facilities are characterized by short
trip lengths, low speeds and small traffic volumes. The design of the networks should be
directed toward eliminating traffic from these facilities.
Collector - Collectors are intended to serve as the connection link for local streets and
highways and to provide intra-neighborhood transportation. The traffic characteristics generally
consist of relatively moderate trip lengths and moderate speeds and volumes. Access to
collectors should be restricted to local streets and highways and major traffic generators.
Collectors should penetrate neighborhoods without forming a continuous network, thus
discouraging through traffic which is better served by arterials.
Streets or highway may be classified as major or minor depending upon the traffic
volume.
. Minor - (Examples: Chapman Road, Lake Emma Road and Longwood-Lake
Mary Road)
. Major - (Examples: Central Parkway, Red Bug Lake Road and Wekiva
Springs Road)
Arterials - Arterial streets and highways are intended to serve moderate to large traffic volumes
traveling relatively long distances. Requirements for speed and level of service are usually quite
high. Access to arterials should be well controlled and, in general, limited to collector streets and
highways. Arterials are used to surround neighborhoods and connect widely separated rural and
suburban communities. The arterial system should form a continuous network designed for a
free flow of through traffic.
In urban areas drivers will generally accept lower speeds and level of service.
Economic constraints in urban areas are also generally more severe.
Minor modifications in design criteria are, therefore, appropriate for urban streets.
. State Roads - (Examples: Interstate 4, U.S. 17-92 and S.R. 436)
. Urban Arterials - Serve moderate to large traffic volumes traveling relatively long
distances. (Examples: Airport Blvd., Howell Branch Road and Tuskwilla Road)
Freeway - A freeway is a limited access divided arterial street or highway with a minimum of
two lanes in each direction. Access of these facilities is completely controlled and is
accomplished by special auxiliary lanes. The function of a freeway is to serve large traffic
volumes traveling long distances at high speeds. The safety and operational characteristics
should be developed to the highest level.
Existina Traffic Counts - Seminole County maintains a comprehensive traffic counting program
within the study area and the city. The most recently published counts from this agency were
reviewed and posted within the study area. These county counts were available for 2004 and
City of Winter Springs Transportation Study - Supplement No.3
Page 11
are summarized in Table 3. Municipal collectors are not counted by Seminole County; thus, the
City retained a subconsultant in February 2001 as part of Supplement Number 2 to perform
machine counts on all of the roadways, shown in Table 4A. Table 4 - 1996 Average Annual
Daily Traffic Count Results was updated as Table 4A - 2001 Average Annual Daily Traffic
county Results (replacing Table 4 in Supplement Number 2 and is provided herein for
information); Table 5 - 1996 Average Annual A.M. and P.M. Peak Hour Traffic County Results
was not updated and is included from the original study report for information;
Existina Transportation Plans - Metroplan Orlando has produced a transportation plan that
includes the Winter Springs Study Area. This plan has been reviewed and updated. A listing of
the transportation improvements presently planned and programmed for the City of Winter
Springs study area is provided in Table 6 - Programmed and Planned Highway System
Improvements. This table was updated to match area governmental and planning agency plans.
Update Development
In order to detail the transportation improvements that are needed in a particular area, the future
demand for transportation facilities must be quantified and periodically updated. This is normally
done by using forecasts of future socioeconomic activity to generate future trip making potential.
These trips are then assigned to a network in order to determine the transportation facilities
necessary to meet these demands.
Socioeconomic Forecast - The basis for the forecast of socioeconomic (SE) data for the
January 2005 Winter Springs Transportation Study Update was developed by the consultant
with the cooperation of the City of Winter Springs.
The 1996 Winter Springs Transportation Study involved the creation of 29 micro-zones within
the City as previously described. The micro-zones were updated to match existing Seminole
County traffic zones. These micro-zones permitted the kind of detailed analysis of
socioeconomic growth that is critical to the detailed forecasts of future traffic that was required in
order to fully measure transportation impacts on municipal collector streets. This type of detailed
analysis was accomplished for the micro-zones within the city and changes to the previously
published socioeconomic projections for the city resulted. The final 2010 forecast of
socioeconomic data for the 29 micro-zones within the city is provided in the Appendix. It is
important to understand that this 2010 city projection is based on current vested projects,
approved PUDs and growth trends.
Final Transportation Plan
Table 6 shows the currently programmed and planned transportation projects affecting the
Winter Springs Transportation Area. The computer modeling was not redone as part of this
Supplement No 3. Transportation improvements needed within the City Limits that are funded
by sources other than the City or are under the jurisdiction of the State or County are shown in
Table 15. Other related State and County projects/items are described in Table 15A.
Transportation projects within the City Limits that are the City's responsibility are shown in Table
16.
City of Winter Springs Transportation Study - Supplement No.3
Page 12
Table 3
2004 DAILY SEMINOLE COUNTY COUNTS
WINTER SPRINGS TRANSPORTATION STUDY UPDATE
Roadway Location 2004 ADT
U.S. 17-92 Dog Track Road to S.R. 434 51,190
S.R. 434 to S.R. 419 39,579
S.R. 434 S.R. 419 to Belle Avenue* 25,731
Belle Avenue to U.S. 17-92* 24,410
S.R. 419 to Tuskawilla Road 29,983
Tuskawilla Road to Sprinqs Avenue 21,008
Spring Avenue to Eastern Beltway 22,091
S.R. 419 S.R. 434 to Edqemon Avenue 16,808
Edgemon Avenue to U.S. 17-92 19,265
Red Buq Lake Road Eaqle Circle to Tuskawilla Road* 37,300
Tuskawilla Road to Rising Sun* 33,757
Risinq Sun Boulevard to Slavia Road* 30,230
Slavia Road to Eastern Beltway 28,307
Tuskawilla Road S.R. 434 to Trotwood Boulevard 20,294
Trotwood Boulevard to Winter Springs Boulevard 23,044
Winter Sprinqs Boulevard to Dyson Drive 23,898
Dyson Drive to E. Lake Drive 28,150
E. Lake Drive to Eaqle Boulevard 30,532
Eagle Boulevard to Red Bug Lake Road 31,981
Red Bug Lake Road to Dike Road 30,731
E. Lake Drive Seminola Boulevard to Park Drive* 13,338
Park Drive to Sterling Oak Drive* 11,324
Sterling Oak Drive to Azalea Road* 12,171
Azalea Road to Tuskawilla Road* 11,600
Eagle Boulevard Dodd Road to Tuskawilla Road 7,113
*Sample point revised by the County after the original study was completed in 1997.
City of Winter Springs Transportation Study - Supplement No.3
Page 13
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TABLE 6
(Revised January 2005)
PROGRAMMED AND PLANNED HIGHWAY SYSTEM IMPROVEMENTS
WINTER SPRINGS TRANSPORTATION STUDY AREA
Roadway Segment Improvement Programmed1 Planned 3
S.R. 434 US 17-92 to SR 419 Traffic Control 2004/2006
Lake Drive Seminola Boulevard to Add 2 Lanes 2002-2005
Tuskawilla Road
Red Bug Lake SR 436 to Eagle Circle Widen to 6 2000-2005
Rd Lanes
Seminola Blvd. US 17-92 to Lake Drive Widen to 6 20153
Lanes
U.S. 17-92 Shepard Road to Lake Add 2 Lanes Design 2006/2007 20103
Mary Boulevard ROW-2008-2009
SR 419 Moss Road Turn Lane 2004-2005
SR 419 SR 434 to US 17-92 Turn Lanes 2005/2006
Pavement
Overlay
SR 426 Mitchell Hammock To Widen to 4 2006/2007
Pine Street Lanes
SR 426 Pine Street to SR 434 Widen to 4 20103
Lanes
1. Contained in construction program of FDOT or Seminole County.
2. Latest date based on need.
3. 2025 Long Range Transportation Plan.
City of Winter Springs Transportation Study - Supplement No.3
Page 16
Level of Service Policies - Level of service (LOS) standards are essential for transportation
planning to determine both existing traffic conditions as well as project future deficiencies and
required facility improvements. The LOS of a roadway or roadway section analyzes the
conditions of an existing facility in terms of its operating condition. There are six levels of service
used in transportation planning that are ranked in descending order of safety and convenience
of travel from Level A to Level F. A description of the accepted service levels is as follows:
Level of Service
Description
A
Highest quality of service of a particular segment can
provide. General condition of free flow in which there is
very little or no restriction on spread or maneuverability
caused by the presence of other vehicles.
B
Reasonable unimpeded traffic and stable flow. Ability to
maneuver within the traffic stream is only slightly restricted,
and stopping delays are not bothersome.
C
Characterized by stable flow, but restrictions in freedom to
select speed, to change lanes, or to pass is becoming
restricted for most drivers.
D
Approaching unstable flow. Tolerable average operating
speeds are generally maintained but are subject to
considerable and sudden variation. Driving comfort and
freedom to maneuver are low because of increased lane
density, adverse signal progression, inappropriate signal
timing, or some combination of these factors.
E
Indicates significant delays and lower operating speeds.
Such operations are caused by some combination of
adverse progression, high signal density, extensive
queuing at critical intersections, and inappropriate signal
timing. Driving comfort is low and accident potential is high.
F
Forced flow operations at extremely low speeds. Roadway
tends to act as a storage area and intersection congestion
is likely at critical signalized intersections, with high
approach delays resulting. Adverse signal progression is
frequently a contributor to this condition.
City of Winter Springs Transportation Study - Supplement NO.3
Page 17
The FOOT outlines in their "Quality/Level of Service Standards Handbook (2002)" the minimum
acceptable operating LOS standards. Table 7 was not revised.
TABLE 7
STATEWIDE MINIMUM LEVEL OF SERVICE STANDARDS
FOR THE STATE HIGHWAY SYSTEM
(Urbanized Areas Over 500,000)
Transitioning
Existing Inside Transportation Urbanized or
Urbanized Concurrency Management Incorporated Rural
Roadway Type Areas Areas Areas Areas
Freeways 0 0 C B
Other Multi-lane 0 * C B
Two-lane 0 * C C
*Means that level of service standard will be set in a transportation mobility element that meets
requirements of Rule 9J-5.0057.
The City of Winter Springs has established an LOS 0 in their Comprehensive Plan. This
corresponds with FOOT recommendations. Level of Service standards have been reduced to
daily roadway capacity (service volumes) terms in order to permit assessment of both existing
and forecast conditions. The FOOT daily roadway capacities as shown in Table 8 for LOS 0
were used (boxed service volumes).
Existina Deficiencies - Given the standards defined above, the existing roadway system in the
study area and the City of Winter Springs were evaluated (see Table 14A). This evaluation was
based upon existing roadway volumes as documented in the previous discussion on traffic
counts.
These analyses indicated that only S.R. 419 from S.R. 434 to U.S. 17-92 and U.S. 17-92 from
S.R. 434 to S.R. 419 are currently at or exceeding capacity LOS O. S.R. 419 is not contained in
Table 6 as committed improvement projects. U.S. 17-92 currently exceeds LOS 0 criteria and is
on the FOOT planned list and is shown in Table 6.
City of Winter Springs Transportation Study - Supplement No.3
Page 18
IU"~UIII'. ~,.", .-, ""~ ,._....'~"-~i:~,;:,AJ~~u~lli,iiC'-
T ABlE-8
GENERALIZED ANNUAL AVERAGE DAILY VOLUMES FOR flORIDA'S
URBANIZED AREAS*
UNINTERRUPTED FLOW IDGHWAYS
Level of Servi ce
Lanes Divided A B C D E
2' Undivided 2,000 7,000 13,800 19,600 27,000
4 Divided - 20,400 33,000 47,800 61,800 70,200
6 Divided 30,500 49,500 71,600 92,700 105,400
STATE lWO-WAYARTERIALS
Class I (>0 .00 to 1.99 signalized intersections per mile)
Lanes Divided . Level of Servi~ E
A BCD
2 Undivided .. 4,200 13,800 16,400 16,900
4 Divided 4,800 29,300 34,700 35,700 ...
6 Divided 7,300 44,700 52,100 ~ ...
8 Divided 9,400 58,000 66,100 67,800 ...
Class II (2.00 to 450 signalized intersections per mile)
Level of Service
Lanes Divided A B C D E
2 Undivided .. 1,900 11 ,200 15,400 16,300
4 Divided .. 4,100 26,000 32,700 34,500
6 Divided .. 6,500 40,300 4Q200 51,800
8 Divided .. 8,500 53,300 63,800 67,000
Class III (more than 45 signalized intersections per mile and not
within primary city central business district of an
mbanized area over 75 0,000)
FREEWAYS
Interchange spacing ~2 mi. apart
Level of Service
Lanes A B C D E
4 23,800 39,600 55,200 67,100 74,600
6 36,900 61,100 85,300 103,600 115,300.
8 49,900 82,700 115,300 140,200 156,000
10 63,000 104,200 145,500 176,900 196,400
12 75,900 125,800 175,500 213,500 237,100
Interchange spacing < 2 mi. apart
Level of Service
Lanes A B C D E
4 22,000 36,000 52,000 67,200 76,500
6 34,800 56,500 81,700 105,800 120,200
8 47,500 77,000 111,400 144,300 163,900
10 60,200 97,500 141,200 182,600 207,600
12 72,900 118,100 170,900 221,100 251,200
BICYCLE MODE
(Note: Level of service for the bicycle mode in this table is based on roadway
geometrics at 40 mph posted speed and traffic conditions, not number of bicyclists
using the facility.) (Multiply motorized vehicle volumes shown below by number
of directional roadway lanes to determine two-way maximum service volumes.)
Paved Shoulder/
Level of Service Bicycle Lane Level of Service
Lanes Divided A B C D E Coverage A B C D E
2 Undivided .. .. 5,300 12,600 15,500 0-49% .. .. 3,200 13,800 > 13,800
4 Divided .. .. 12,400 28,900 32,800 50-84% .. 2,500 4,100 >4,100 ....
6 Divided .. .. 19,500 44,700 49,300 85-100% 3,100 7,200 >7,200 ... ...
8 Divided .. .. 25,800 58,700 63,800
Florida Department of Transportation
Systems Planning Office
605 Suwannee Street,MS 19 ONE-WAY FACILITIES
Tallahassee, FL 32399-0450 Decrease corresponding two-directional volumes in this table by 40% to
http://wwwl1.myflorida.comlplanninglsystemslsmllosldefault.htm obtain the eauivalent one directional volume for one-way faci1 ities.
"This table does not constitute a stmdard and should be used only for general planning applications. The computer models from which this table is derived should be used for more specific planning
applications. The table and deriving computer models should not be used for corridor or intersection design, where more refined techniques exist Values shown are two--way annual average daily volumes
(based on K,oo factors) for levels of service and are for the automohile/truclc modes unless specifically stated. Level of service letter grade thresholds are prohably nol comparable across modes and, therefore,
cross modal comparisons should be made with caution. Fwthermo~ combining levels of service of different modes into one overall roadway level of service is not recommendcd. The tablc's input value
defaults and level of service criteria appear on the following page. CalcuWions are hased on planning applications of the Highway Capacity Manual, Bicycle LOS Model. Pedestrian LOS Model and Transit
Capacity and Quality of Service Manual, respectively for the antomobile/truck; bicycle, pedestrian and bus modes. .
..Canuot he achieved using table input value dei3ults.
***Not applicable for that level of service letter grade. For automobile/truck: modes. volumes greater than level of service D become F because inte:sectiOD. capacities have been reached. For bicycle and
pedestrian modes. the level of service letter grade (including F) is not achievable. because there is no maximum. vehicle volume threshold using table input value defaults.
Class N (more than 4.5 signalized interse<;tions per mile and wi thin
primary city central business district of an urbanized area
over 750,000)
Level of Service
Lanes Divided A B C D E
2 Undivided .. .. 5,200 13,700 15,000
4 Divided .. .. 12,300 30,300 31,700
6 Divided .. .. 19,100 45,800 47,600
8 Divided .. .. 25,900 59,900 62,200
NON-STATE ROADWAYS
Major City/County Roadways
Level of Service
Lanes Divided A B C ~ E
2 Undivided .. .. 9,100 15,600
4 Divided .. .. 21,400 31100 32,900
6 Divided .. .. 33,400 46,800- 49,300
Lanes Divided
2 Undivided
4 Divided
Other Signalized Ro adways
(signalized intersection analysis)
Level of Service
B C
.. 4,800
.. 11,100
E
12,600
25,200
02/22/02
A
IT
10,000
2.J,70Q
..
...
.Source:
PEDESTRIAN MODE
(Note: Level of servi ce for the pedestrian mode in this table is based on roadway
geometries at 40 mph posted speed and traffic conditions, not number of pedestrians
using the facility.) (Multiply motorized vehicle volumes shown below by number of
directional roadway lanes to determine two-way maximum service volumes.)
Level of Service
C D
.. 6,400
.. 9,900
11,300 > 11,300
Sidewa1k Coverage
0-49%
50-84%
85-100%
A
B
E
15,500
19,000
....
..
..
..
..
..
2,200
BUS MODE (Scheduled Fixed Route)
. (Buses per hour)
(Note: Buses per hour shown are only for the peak hour in the single direction of the higher traffic flow.)
Level of Service
C D
~4 ~3
~3' ~2
Sidewalk Coverage
0-84%
85-100%
A
B
>5
>4
E
~2
~1
..
>6
Lanes
2
2
Multi
Multi
ARTERlAI.JNON-STATE ROADWAY ADJUSTMENTS
DIVIDED/UNDNIDED
(alter corresponding volume by the indicatedpercent)
Median Left Turns Lanes Adjustment Factors
Divided Yes +5%
Undivided No -20%
Undivided Yes -5%
Undivided No -25%
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SUPPLEMENTAL NO.3
1_ Engtnurs
I!!!. ~~L(lndscapeArchitects
!IIjj EmnTOlflffmtal Scinttists
CtmStnIctionMIIIUIgemmt
www.cphengineer..com
1!17EMtR_ s~ OriaIID,FL 32BII.I
PIrmN: 407.425.1M52 F_ 407.641.11136
Scale: NONE
@2001
2004 EXISTING DEFICIENCIES AND LOS
FIGURE
3A
Date: 2-15-2005
Job No.: W04124
CITY OF WINTER SPRINGS
TRANSPORTATION STUDY - REVISED 2-2005
Page 20
Certificate of Authorization
No. 3215
Table 9 was used to determine trip generation for future/projected and known development for
the original model/study and was not revised for Supplement Number 3.
TABLE 9
TRIP GENERATION EXPRESSIONS (VEHICLE TRIPS)
Winter Springs Transportation Study - 2004
PRODUCTION EQUATIONS
Homebase Work
= 1.41 (Dwelling Units) + 0.32 (Hotel-Motel Rooms)
= 1.37 (Dwelling Units) + 0.48 (Hotel-Motel Rooms)
= 0.68 (Dwelling Units) + 0.48 (Hotel-Motel Rooms)
= 0.76 (Dwelling Units) + 0.96 (Hotel-Motel Rooms)
Homebase Shopping
Homebase Pers.-Bus.
Homebase Social-Rec.
Homebase School
= 0.83 (Dwelling Units)
Non-Homebased
= Same as attractions
ATTRACTION EQUATIONS
Homebase Work
= 0.43 Retail Employment + 1.13 Other Employment - 8.15
= 4.20 Retail Employment + 12.06
Homebase Shopping
Homebase Pers.-Bus.
= 0.23 Single Dwelling Units + 0.54 Hotel-Motel Units
+ 0.59 Total Employment + 19.25
Homebase Social-Rec.
= 0.30 Total Dwelling Units + 0.84 High School Attendance
+ 0.69 Retail Employment + 19.25
Homebase School
= 0.08 (1-6 Attendance) + 0.13 (7-12 Attendance) + 3.02
Non-Homebased
= 0.56 Total Dwelling Units + 3.80 Retail Employment
+ 0.32 Total Employment + 6.52
OTHER TRIP PURPOSE PRODUCTION AND ATTRACTION
Truck Production
= 0.96 Retail Employment + 0.37 Total Dwelling Units
+ 0.14 Other Employment + 27.56
Truck Attraction
= Truck Trip Production
Internal-External
Attraction
= 0.42 Retail Employment + 0.12 Total Dwelling Units
+ 0.13 Hotel-Motel Units + 0.01 Other Employment + 24.36
= Calculated Through the Use of Growth Factors
Internal-External
Attraction
City of Winter Springs Transportation Study - Supplement No.3
Page 21
_Engineers
Planners
rft!] . Landscape Architects
_ SuTtJeyors
Construction Management
www.cphengineers.com
U17 East Robinson Street, Orlando, FL 32801
p~ 407.425.0452 Fax: 407.648.1036
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Date: 2-15-2005
@2003
2004 TRAFFIC ZONES
FIGURE
4
Job No.: W04124
CITY OF WINTER SPRINGS
TRANSPORTATION STUDY - REVISED 2-2005
Page 22
Certificate of Authorization
No. 3215
NOTE:
Tables 10, 11, 12 and 13 were not revised.
Figures 5, 6 and 7 were not revised.
City of Winter Springs Transportation Study - Supplement No.3
Page 23
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SUPPLEMENTAL NO.3
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Scale: NONE
@2004
NEEDED IMPROVEMENTS PLAN
FIGURE
8
Date: 2-15-2005
Job No.: W04124
CITY OF WINTER SPRINGS
TRANSPORTATION STUDY - REVISED 2-2005
Certificate of Authorization
No. 3215
Page 30
Table 15
2010 ROAD NEEDS
OTHER AGENCY FUNDING
(Revised January 2005)
County*
1. Improve Lake Drive from two (2) lanes to four (4) lanes from Tuskawilla to Seminola.
(Under design) (Bids 2005)
State*
1. Improve U.S. 17-92 from Shepard to Lake Mary Boulevard from four (4) lanes to six (6)
lanes. (Under environmental review)
2. Improve SR 419 from SR 434 to U.S. 17-92 from two (2) lanes to four (4) lanes.
Note: This project is not funded or planned by the State.
NOTE: It appears that the City should start lobbying for improvements to SR 419 as current
counts equal and/or exceed the existing roadway capacity.
*See also Table 15A for additional information.
City of Winter Springs Transportation Study -Supplement No.3
Page 31
Table 15A
STATE and COUNTY ROAD PROJECTS
ADJACENT TO OR WITHIN WINTER SPRINGS
State - District Five Funded Projects
1. SR 434 from US 17-92 to SR 419 - Improve the traffic control devices/system. (City and
State Joint Project)
2. SR 426 - Four-lane from Mitchell Hammock Road to Pine Street. (Design)
State - Metroplan Orlando 2025 Long Range Transportation Plan (Source: Table 5-2;
Summary Report, Technical Report No.5)
1. SR 426 from Pine Street to S.R. 434 - Widen to 4 lanes.
2. US 17-92 from Shepard Road to Lake Mary Boulevard - Widen to 6 lanes.
3. Aesthetic/traffic improvement project on SR 434 from U.S. 17-92 to SR 419. (Under
Construction)
4. Resurface U.S. 17-92 from Shepard Road to Airport Blvd. (Bids 2006/2007) (Does not
add capacity.)
5. Skid hazard overlay of SR 419 from SR 434 to U.S. 17-92. (Bids 2005/2006) (Does not
add capacity.)
6. Grant ($100,000) to Winter Springs to pay for westbound left turn lane at Moss Road.
(Under construction) (May add only minor capacity.)
County - FY 2004/2005
1. Lake Drive from Seminola Boulevard to Tuskawilla Road - Reconstruct to 4 lanes.
County - Metroplan Orlando 2025 Long Range Transportation Plan (Source: Table 5-2;
Summary Report, Technical Report No.5)
1. Seminola Boulevard from US 17-92 to Lake Drive - Widen to 6 lanes.
County - Metroplan Orlando 2025 Long Range Transportation Plan Unfunded Critical
Needs (Source: Table 5-2; Summary Report, Technical Report No.5)
1. Red Bug Lake Road from SR 436 to Eagle Circle - Widen to 6 lanes.
City of Winter Springs Transportation Study -Supplement No.3
Page 32
Table 16
CITY ROAD NEEDS
CITY OF WINTER SPRINGS FUNDING
(Revised January 2005)
Phase I
1. Improve Panama Road from Moss Road to Edgemon Avenue. (Completed)
2. Improve Hayes Road north of Bahama Road to existing paving on Hayes. (Completed)
3. Improve Moss Road from Panama Road north to existing paving on Moss Road.
(Completed)
4. Replace Hayes Road bridge. (Completed)
5. Replace Moss Road bridge. (Completed)
Phase II
1. Paving and drainage improvements to Bahama Road from Shore Road to Hayes
Road.
2. Paving and drainage improvements to Panama Road from Shore Road to Moss Road.
(Completed)
3. Paving and drainage improvements to Fisher Road from Panama Road to City Limits.
(Completed)
4. Add stacking lanes to Hayes Road at the S.R. 434 intersection. (Completed)
Phase III
1. Upgrade Moss Road from SR 434 to SR 419 from two lanes to four lanes. * (Not
Required/Deleted)
2. Improve Tuskawilla Road north of SR 434 (formerly Brantley Avenue). (Completed)
3. Construct Town Center collector road to accommodate new development. Roads will
connect SR 434 and Tuskawilla Road for collection of traffic from this area. (Completed.
Roads include Tuskawilla Road, Doran Drive and Blumberg Blvd.)
City of Winter Springs Transportation Study -Supplement No.3
Page 33
(Table 16 continued)
PhaselV
1. Improve Winter Springs Boulevard to three-lane capability from Northern Way to
Northern Way (east section). This will be accomplished by adding turn lanes at each
intersection for both traffic flow directions.* (Not RequiredlDeleted from Project List.)
2. Paving and drainage improvements to Bahama Road from Shore Road to Moss Road.
3. Construct Orange Avenue as a collector road.
4. Construct Spine Road (North and South of S.R. 434).
5. Construct Tree Swallow.
6. Construct Central Winds Park Way.
7. Construct Cliff Rose Drive.
8. Construct Town Center Townhouse Road.
9. Construct Town Center Highlander Road.
10. Construct Town Center Southeast Loop.
11. Construct Town Center Southwest Loop.
12. Deceleration Lane Projects per Study by P.E.C.
New Traffic Signals
The following traffic signals on major intersections should be installed when warranted by using
ITE standards. Signals shall be constructed using County mast arm standards:
1. SR 434 & Tuscora Drive
2. SR 434 & Vistawilla Drive (completed)
3. SR 419 & Edgemon Avenue (completed)
4. SR 419 & Moss Road.
5. SR 434 & Spine Road.
6. SR 434 & Orange Avenue.
7. SR 434 & Doran Drive (under construction).
City of Winter Springs Transportation Study -Supplement No.3
Page 34
(Table 16 continued)
The following traffic signals on minor intersections should be installed when warranted by using
ITE standards. Signals shall be constructed using Seminole County mast arm standards:
1. Moss Road & Dolphin (Not Required)
2. Winter Springs Boulevard & Northern Way (westernmost) (Not Required)
3. Northern Way & Shetland Avenue
4. Northern Way & Tuscora Drive
5. Northern Way & Vistawilla Drive
6. Trotwood Boulevard & Northern Way (Not Required)
7. Edgemon Avenue & Shepard Road (Not Required)
8. Winter Springs Boulevard & Northern Way (easternmost) (Not Required)
* Updated traffic data indicate that the improvements are not required as they were projected in 1997.
City of Winter Springs Transportation Study -Supplement No.3
Page 35
CHAPTER IV
CONCURRENCY PLANNING
In 1985, the Florida Legislature adopted the "Growth Management Act", (Florida Statutes, Chap.
163) to provide a framework for local governments to use as they develop or modify their long-
range Comprehensive Plans. One of the major provisions of this Act required local governments
to insure that the public facilities and services that are necessary to support development, be
available "concurrent" with the impacts of development. This means that all new development
must be located where existing services are available or where there are plans and funds to
provide these services.
Obiective Of This Review
Although the City of Winter Springs does not have a concurrency management ordinance for
traffic, the City does monitor traffic impacts from new development. Since traffic studies are now
required for new development, the City of Winter Springs can now determine if the development
may occur based on current roadway capacities.
Available Capacity
Since the traffic model results are in Average Daily Traffic (ADT) , daily capacity was used for
this analysis. Peak hour traffic must be used in intersection analysis and for traffic impact
studies (see following section). Where capacity is not available using ADT values, the applicant
must show that peak hour traffic generated by the development will not cause any roadway link
or intersection to exceed the LOS provided for in the Comprehensive Plan (LOS D). To maintain
a consistent review, periodic updates to the plan and network are required to determine if
capacity remains available.
We recommend an annual update be performed and that a complete model with new traffic
counts be performed in FY 2005/2006. Tables 17 and 18 should also be updated at that time
and are not included in this Supplement.
In order to assess and monitor the impact of new development and comply with concurrency
requirements, a Traffic Impact Analysis (TIA) is required for all new development, with the
exception of that provided by ordinance. The TIA will be used to determine the extent of site
related traffic improvements, mitigation for off-site improvements, and will be used as the basis
for concurrency determinations.
For proposed developments that will add 300 or more new Average Daily Traffic (ADT) to
adjacent roads, the TIA will provide a comprehensive assessment of the development's impact
on the surrounding road system. For proposed developments that will add less than 300 new
ADT, the TIA shall provide information regarding the development's impact on access points
onto the adjacent street system.
City of Winter Springs Transportation Study -Supplement No.3
Page 35
All developments with more than 300 ADT ("New Trips") shall be required to demonstrate that
the additional vehicle trips generated by such development would not cause any road segment
or intersection within the distances shown in Table 1 (primary impact area) to exceed the Levels
of Service (LOS) as specified in the Comprehensive Plan. The primary impact area shall be
determined by drawing a circle with a center point at the centerline of each development's
access point(s), using the appropriate radius as provided in Table 1 based on the estimated
"New" ADT. Any arterial or collector intersection that is captured within the primary impact area
must be evaluated and shall be the starting point for a road segment that must also be
evaluated; except that any intersection which cannot be reached by normal driving practices on
a paved access from the development's access point may be excluded from the evaluation.
City of Winter Springs Transportation Study -Supplement No.3
Page 36
J
TABLE 19
CITY OF WINTER SPRINGS
PRIMARY IMPACT AREA
FOR
TRAFFIC IMPACT ANALYSIS (TIA)
(DEVELOPMENTS WITH 300 OR MORE ADT)
DAILY NEW TRIPS (ADT1)
GENERATED
PRIMARY IMPACT AREA
(RADIUS)
300-1500
1501-5000
5001-1 0,000
10,001 +
%-Mile
1 Mile
2 Miles
3 Miles
1 Total and "Passer-by" trips to be determined form the latest edition of Trip Generation, Institute of Transportation
Engineers or "Microtrans" software (Equations if available). "New Trips" include trips ends above those generated
by existing use (parcel must be occupied within last 5 years to quality as existing) less "passer-by" trips.
City of Winter Springs Transportation Study -Supplement No.3 Page 37
Definitions
The following terms are used to help the procedures necessary for the TIA:
Methodology Meeting - This is a meeting with the City of Winter Springs Staff to discuss the
methodology that will be used to prepare the TIA. This meeting is strongly recommended for
projects where the trip generation will be over 300 new daily (ADT). It is also suggested for
projects where new trip generation is under 300 ADT.
Intersection Analysis - Analysis of the Level of Service (LOS) of the intersection using the
"Operation Analysis" ad defined by the Quality/Level of Service Handbook (latest edition).
Site-Related Road Improvements - These are road capital improvements and right-of-way
dedications for direct access improvements to the development in question. These include, but
are not limited to:
1. Site Driveways and Roads;
2. Median cuts made necessary by such driveways or roads;
3. Right and left turn deceleration or acceleration lanes, leading to or from those
driveways or roads;
4. Traffic control measures for those driveways or roads;
5. Access or frontage roads not considered in impact fee calculations; and
6. Roads or intersection improvements whose primary purpose at the time of
construction is to provide access to the development.
Traffic Signal Warrant Analysis - This is an analysis of the project's site(s) to verify whether a
traffic signal will be required. It shall include, at a minimum, an investigation of Traffic Signal
Warrants No.1, 2, 9 and 11 from the Manual of Uniform Traffic Control Devices (MUTCD),
latest edition. This analysis may not be required if it can be shown that the traffic volumes are
too low to warrant such analysis. The need for such analyses should be determined in the
Methodology Meeting.
Turn Lane - This means the width of pavement required to protect the health, safety and
welfare of the public and reduce adverse traffic impacts from turning movements, generated by
a development onto and off of a street. Such turn lanes would include separate left-turn, right-
turn deceleration lanes, right-turn free-flow traffic lanes, and right-turn acceleration lanes.
Traffic Generating Development - Land development designed or intended to permit a use of
the land which will contain more dwelling units or floor space than the existing use of the land,
or to otherwise change the use of the land in a manner that increases the generation of
vehicular traffic.
Trip End - A one-way movement of vehicular travel from an origin (one trip end) to a destination
(the other trip end). For the purpose of this requirement, "trip" shall have the meaning which it
has in commonly accepted traffic engineering practice.
City of Winter Springs Transportation Study -Supplement No.3
Page 38
APPENDIX
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