HomeMy WebLinkAbout1997 12 08 Regular Item A
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COMMISSION AGENDA
ITEM A
REGULAR X
CONSENT
INFORMATIONAL
December 8. 1997
Meeting
REQUEST: The Community Development Department - Planning Division requests the City
Commission hold a public hearing to consider whether to transmit the large scale
comprehensive plan amendment (LG-CP A-I-97) to the Florida Department of
Community Affairs, to update the Traffic Circulation Element in Volume 1 and 2
of the Comprehensive Plan.
PURPOSE:
The City needs to update the Traffic Circulation Element based on the results of the
recently completed City of Winter Springs Transportation Study prepared by Conklin,
Porter & Holmes. The contents of the Study are intended to replace completely the
current text and maps in the Traffic Circulation Element Volume 1 of 2 and Volume 2 of
2. The changes in the text require the submission of a large scale comprehensive plan
amendment to the Florida Department of Community Affairs.
APPLICABLE LAW AND PUBLIC POLICY:
The provisions of 163.3184(3)(a) F.S. which state: "Each local governing body shall
transmit the complete proposed comprehensive plan or plan amendment to the state land
planning agency, the appropriate regional planning council and water management district,
the department, and the Department of Transportation immediately following a public
hearing pursuant to subsection (15) as specified in the state land planning agency's
procedural rules. The local governing body shall also transmit a copy of the complete
proposed comprehensive plan or plan amendment to any other unit of local government or
government agency in the state that has filed a written request with the governing body for
the plan or plan amendment."
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DECEMBER 8, 1997
AGENDAITEM A
Page 2
The provisions of 163. 3184( 15)(b) F. S. which state: "The local governing body shall hold
at least one advertised public hearing on the proposed comprehensive plan or plan
amendment as follows:
I. The first public hearing shall be held at the transmittal stage pursuant to
subsection (3). It shall be held on a weekday at least 7 days after the day
that the advertisement is published.
2. The second public hearing shall be held at the adoption stage pursuant to
subsection (7). It shall be held on a weekday at least 5 days after the day
that the second advertisement is published."
The provisions of9J-11.006(1) F.A.C. which state "Each proposed amendment including
applicable supporting docum~:nts which include data and analyses shall be submitted
directly to the Florida Department of Community Affairs, Division of Resource Planning
and Management, Plan Processing Team, the appropriate regional planning council, water
management district(s), Department of Transportation and Department of Environmental
Protection. Proposed plan amendments, except those discussed under the exemption
provisions of Rule 9J-11.006(1)(a)7. F.A.C., shall be consolidated into a single submission
for each of the two plan amendments adoption times during the calendar year. The
comprehensive plan submitted pursuant to Section 163.3167 F.S., shall be counted as one
of the two plan amendment adoption times during the calendar year; however, only the
submittal requirements of Rule 9J-11.004 F.A.C. must be followed."
CHRONOLOGY:
*
The City of Winter Springs Comprehensive Plan was adopted on April 27, 1992.
*
The City Commission on November 13, 1995, hired Conklin, Porter & Holmes to
prepare update of the Traffic Circulation Element in the City's Comprehensive
Plan.
*
The Local Planning Agency, at its October 29, 1997 meeting, voted to recommend
that the City Commission transmit the large scale comprehensive plan amendment
(LG-CP A-I-97) to the Florida Department of Community Affairs, based on the
findings by the City as submitted to the LP A.
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DECEMBER 8, 1997
AGENDA ITEM A
Page 3
CONSIDERA TIONS:
1. The City needs to update the Traffic Circulation Element based on the results of
the recently completed City of Winter Springs Transportation Study prepared by
Conklin, Porter & Holmes.
2. The contents of the Study are intended to replace completely the current text and
maps in the Traffic Circulation Element Volume 1 of2 and Volume 2 of2. The
changes in the text require the submission of a large scale comprehensive plan
amendment to the Florida Department of Community Affairs.
FUNDING:
The City paid Conklin, Porter & Holmes for the update of the Traffic circulation Element
from the Transportation Impact Fee.
No funds required to transmit the large scale comprehensive plan amendment to the
Florida Department of Community Affairs.
FINDINGS:
'"
A number of changes have occurred since the preparation and adoption (on Apri'l
27, 1992) of the City's Comprehensive Plan, prompting the need for an update of
the Traffic Circulation Element.
*
City Commission hired Conklin, Porter Holmes to update the Traffic Circulation
Element.
'"
The City initiated comprehensive plan amendment (LG-CP A-I-97) updates the
Traffic Circulation Element's Data, Inventory & Analysis (Volume 1 of2) and the
Goals, Objectives and Policies (Volume 2 of2). These changes are compatible
with the other elements of the City's Comprehensive Plan.
'"
The City initiated comprehensive plan amendment (LG-CP A-1-97) is compatible
with and furthers goals and policies of the State Comprehensive Plan in Chapter
187 F.S.
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DECEMBER 8, 1997
AGENDAITEM A
Page 4
*
The City initiated comprehensive plan amendment (LG-CP A-1-97) is compatible
with and furthers goals and policies of the East Central Florida Comprehensive
Regional Policy Plan.
RECOMMENDA TION:
The Local Planning Agency, at its October 29, 1997 meeting, voted to recommend that
the City Commission transmit the large scale comprehensive plan amendment
(LG-CP A-1-97) to the Florida Department of Community Affairs for its review and
comment, based on the findings by the City as submitted to the LP A.
Staff recommends that the Commission transmit (LG-CP A-1-97) to update the Traffic
Circulation Element in Volume 1 and 2 of the Comprehensive Plan to the Florida
Department of Community Affairs, based on:
1. The findings indicated above;
2. The recommendation of the Local Planing Agency that the City Commission hold a
first (transmittal) public hearing and transmit to the Department of Community
Affairs the proposed large scale comprehensive plan amendment (LG-CP A-1-97).
IMPLEMENTATION:
The City Commission would hold a second public hearing within sixty (60) days to adopt
the amendment, or adopt the amendment with changes per 163.3184(7) F.S. Within forty-
five (45) days from adoption, the Department of Community Affairs publishes a "Notice
of Intent" to find the plan amendment in compliance or not in compliance per
163.3184(8)(b) F.S. An "affected person" may file a petition, which petition shall receive
a hearing by the Division of Administrative Hearings of the Florida Department of
Management Services.
ATTACHMENTS:
1. Staff Report
2. City of Winter Springs Transportation Study - August, 1997 prepared by Conklin,
Porter & Holmes.
COMMISSION ACTION:
CITY OF WINTER SPRINGS, FLORIDA
1126 EAST STATE ROAD 434
WINTER SPRINGS, FLORIDA 32708-2799
Telephone (407) 327-1800
Community Development
LOCAL PLANNING AGENCY REGULAR AGENDA ITEM:
II. 1.
CITY COMPREHENSIVE PLAN AMENDMENT TO THE TRAFFIC
CIRCULATION ELEMENT SUBSTITUTING CITY'S
TRANSPORTA TION STUDY FOR ALL TEXT AND MAPS IN VOLUME I
AND ll. (LG-CPA-1-97)
STAFF REPORT:
APPLICABLE LAW AND PUBLIC POLICY:
The provisions of 163.3174(4) Florida Statutes which states "Be the agency (Local
Planning Agency) responsible for the preparation of the comprehensive plan or plan
amendment and shall make recommendations to the governing body regarding the
adoption or amendment of such plan. During the preparation of the plan or plan
amendment and prior to any recommendation to the governing body, the Local Planning
Agency shall hold at least one public hearing;with public notice, on proposed plan or plan
amendment. "
The provisions of Sec. 2-57 of the City Code which. state in part ". . .the planning and
zoning board shall serve as the local planning agency pursuant to the county
comprehensive planning act and the local government comprehensive planning act of the
state. . ."
The provisions of 163.3187 F.S. which state in part "Small scale development
amendments adopted pursuant to the paragraph (1)( c) require only one public hearing
before the governing board, which shall be an adoption hearing. . .Small scale
development amendments shall not become effective until 3 I days after adoption."
November 19, 1997
LG-CP A.J.97
I. BACKGROUND:
APPLICANT:
City of Winter Springs
1126 East S.R. 434
Winter Springs, FL 32708
(407) 327-1800
REQUEST:
For the local Planning Agency to review and recommend the requested changes to the
City's Comprehensive Plan Traffic Circulation Element Data, Inventory & Analysis
section and Goals, Objectives and Policies section.
PURPOSE:
The City needs to update the Traffic Circulation Element based on the results of the
recently completed City of Winter Springs Transpoliation Study prepared by Conklin,
Porter & Holmes. The contents of the Study are intended to replace completely the
current text and maps in the Traffic Circulation Element Volume I of2 and
Volume 2 of2.
CHRONOLOGY:
*
City of Winter Springs Comprehensive Plan adopted on April 27, 1992.
*
City Commission on November 13, 1996, hires Conklin, Porter & Holmes to
prepare update of the Traffic Circulation Element of the City's Comprehensive
Plan.
FUNDING:
The City pays Conklin, Porter & Holmes for the update of the Traffic Circulation Element
from the Transportation Impact Fee.
November 19,1997
2
LG-CPA-I-97
II. COMPREHENSIVE PLAN AMENDMENT ANALYSIS:
The following summarizes the data and issues which staff analyzed in reviewing this application.
CHANGES TO VOLUME 1 OF 2 cnv OF WINTER SPRINGS COMPREHENSIVE
PLAN 190-2010, THE TRAFFIC CIRCULATION ELEMENT'S GOALS, OBJECTIVES,
AND POLICIES.
NOTE:
Changes are indicated as "shading" for additions to original text, and
"strikethroughs" for deletions.
GOAL
Provide a road system within the City that facilitates internal tratftc circulation, assists ingress and
egress from the municipal area, and accommodates through traffic simultaneously to coordinate
safely, efficiently, economically and conveniently the flow of all modes of transportation in and
around Winter Springs.
OBJECTIVE
A) Throughout the planning period, the City shall develop and maintain a safe, convenient
and efficient motorized and non-motorized transportation network, through establishment
of criteria to be enforced during site plan review, concurrency management and access
management by the statutory deadline.
POLICIES
1) The collector road system shall be funded by the standards-driven impact fee
created in 1990 by the City.
2) The collector road system shall be developed according to the master conceptual
plan and design standards derived under the auspices of the City, to coordinate the
construction of segments of the system by both the public and the private sectors.
3) The conceptual plan does and shall continue to address through periodic review
these factors:
a. Current and projected deficiencies of arterial roads under other
jurisdictions.
b. Existing deficiencies of City collector streets.
November 19, 1997
...,
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LG-CP A-J-97
c. The optimal traffic circulation system to serve the creation in the
undeveloped central area of Winter Springs of a primary civic, business and
service focus for the City.
d. Dy the 5tCltutOlY deCldlille, Winter Springs shall :Qctnt\n9~::t.:Q adopt revisions
to the Land Development Regulations to include guidelines and criteria
consistent with nationally-recognized standards and tailored to local
conditions which provide for safe and convenient on-site traffic flow,
adequate pedestrian ways and sidewalks, as well as sufficient on-site
parking for both motorized and non-motorized vehicles.
4) Tile levised land development regulations, to be adopted by tile statutoly deadlil1e
shaH contain specific access management alternative techniques t~~ontrol access
and preserve level of service. These techniques may include but ~tg not be limited
to the following:
a. Limit access to roads by controlling the number and location of site access
driveways and other intersecting roads;
b. Cross-access easements of adjacent properties where feasible;
c. Use of frontage or back-lot parallel access roads where feasible.
OBJECTIVE
B. Keep apprised of the schedules for improvements and ongoing policies of all jurisdictions
whose transportation responsibilities within the City limits affect the quality of life and the
levels of service on which Winter Springs citizens depend.
POLICIES
1) Continue to monitor the construction schedules of the Department of
Transportation regarding improvement of S.R. 434 through the City. Tillie
developlllel1t pellllit5 to tIle date of antiejpdted \,y;dellillg ill 1995 - 1996 so that the
.l~".~.l..<?.r...~ervice is not degraded below the State's criteria for a backlogged UI balr
PX#!9JPM al1eriallink. In applying the lenience to permit three years in advance of
funded improvements, be selective so that development permitted to proceed prior
to actual construction of the higher capacity road will include only those projects
which further progress toward other goals.
2) Require all development plans for property abutting state highways to include
controlled access and minimal driveway cuts, \.vith common service roads
November 19,1997
4
LG-CP A-I-97
4-5)
7)
8)
9]
p)
connecting to adjacel1tA~\,I~lopment whenever possible, to minimize interruption of
traffic on the ttrbanp.dn~;l'p.~.1. al1erial sections. Coordinate permitting with the
D.O.T. Access Management Program.
3)
Pursue one of the objectives of the City's municipal collector road building
program - that of providing residents alternative routes over collector roads. to
Ieduce tile depelldellcy-oll ovelbuldelled Stclte alteliallOads.
4)
Keep D.O.T. illfolllled of tile elllelf,"Cllcy $el vices pI ovi$ioll dilelllllla tile City hOW
faces witll ollly a two-Ialle substculdiUd cOllnection between tile two sides of tile
City so tllat tlte need to widen S.R. 434 CiS 50011 c,5 possible is Il0t ovellooked
wlleh COIIStluctiol1 sclledtttes ale levrevved yeaIly to develop tile next 5 year State
platt
Participate biannually in the update of the Seminole County Impact Fee road
construction schedule to press the need for widening of the northern section of
Tuskawilla Road, the only north-south arterial through Winter Springs, sooner
than 1999 as Il0W plcullled.
5 6)
Coordinate development of all property in the City adjacent to Tuskawilla Road
with County requirements for laneage and intersection improvements to lessen
development impact until the road is improved.
Floceed \1vith tile lllUllicipClI collectol lOad plall seglllellts tlJ(lt will IediIect tlaffic
fiOIII GOIlgested sectiohs OfTU$kavVilld Road to tile collectol loop, to augnleIlt the
capacity oftllis altelial cllldlllaintain tile level ofstl vice set by tile COUllt)!, as
apploved fOI its pial!.
CoopeIate witll tile Sell,inole COUll!} c.<ples$\.'vClj' Autllolity to plepcue fOI tile
opehing in 1994 of tile illtelcllCulge crt S.R. 434 v'vitllill tile city allel review
elIgineeI ill!s plelllS aIle! illtell:5ities of developlllellt ill 'Nilltel srI il,gs tlJ(lt will be
genel ated by tllis IlIajOl 11 dffic illtel ~ectioll to a$SIIl e tllel e w ill be 110 detl iluelital
effects OIl llealby pIOpelty ulldel jUlisdictiol1 oftl.e GOlIllty 01 tl.e City of Oviedo to
the east.
[Comprehensive Plan Amendment to delete 9), adopted on January 10, 1994]
ii.IJl'ji~~~r~~~~~~('~ll:~f~~~IIIIII~ij
November 19. 1997
LG-CPA-I-97
5
OBJECTIVE
C) Throughout the planning period, the City will coordinate the transpo11ation system needs
with land use designations; planning for land use and transportation is to be closely
correlated by ensuring that adequate capacity is available to accommodate the impacts of
development.
POLICIES
1) M:~R~::~:!i~hhg~J. Betermine the actUal traffic counts, plus increases to occur from
then permitted development, on S.H.. 434 aile! cOlllltY-lIlaillt'lilled Tuskawilla Road
as of the effective date of the concurrency requirement.
2) Lstablisll peak Iloul level ofselvice 5tcllldalcl of"O" fOI S.H.. 434 alld S.R. 419.
No development orders will be issued that will degrade the level of service
standard of"D" on all other roadways.
J) Lstablisll al. illtel illl level of Stl vice ~"hmd,ll d of"[" fOI TuskaV'villa Road. TI.is
level ofselvice stalldalcl Slldll be chclllgtd lIpOl1 cOlllplctiol1 of tile Selllillole COUllty
Tuskawilla ROad IlllplOl'elllcllt PIOgl'llll ill 199G. Wllell cOlllpleted, tile City sllall
aluelid its cOlllplellellsive plall to LOS O.
3 4) Design and engineer the collector road system to minimize traffic impact on these
arterial roads.
4)
a-:
Create intersections of the new City collector roads with arterials where
they will coordinate with the functioning of arterials.
b. II I tel sect tile westelll tlld oftl.e illteln,d loop of tile City collectOl load
systellJ (vest of tile inttl:seU;ol, ofS.R. 434 ,did S.R. 419, wl.ele S.R. 434
is ,III eddy fi ve 1'111e5':"
C. Illtelsect tile tastelll end oftl.e City loop 'llld S.H.. 434 e'lst oftl.e
intelsectiol. of tile S.I{. 434 and Tuskawill'l ROad, V'vllele plOjected tlaffic
COUIJts on S.R. 434 decleast sigllificalltly.
5) ~?.fli.t.c>.r...t.11.~.runctioning of the arterial and~.<?II~.~,t.()r r.c>.ad system by use of the
tt_#.:~/FSUTMS model devetnped~iH~mI~4::(mQQ:G.)' by the City's traffic
consultant so that collector road improvements may be scheduled according to
valid priorities.
6) Establish the level of service for municipal collector roads at LOS "D".
November 19,1997
6
LG-CP A-I-97
7)
As eacll seglllellt of tIle el.llclllced 11Iullicipal collectO! lOad systelll is cOlllpleted,
c:.alculate tIle additiolMI tl affic cap'L(ity (I eated, ,1I1d (I edit tllis alllOullt to tile City
to el1able equiv'llellt ,:,SiO"vvtl! to be petlllitted vvitllill V/itltel SplillgS.
8)
Tile City sllall adopt tile II10st I ecel!tly publislled fDOT level of sel vice stalldal ds
public:.atiol1 "rIO! ida Level of Set vice Stalldal ds and Gl,;delilles Mallual fOI
rlal1l1il1g" as it is I ecei ved by tlae Cty to Llpddte tile level of sel vice volullle tables
fOl concull ency 11Iallag,elllellt alld I elated tl allSpOI tatioll plalIllillg.
7)
!.mi::::!J!t.y;:
OBJECTIVE
D) Throughout the planning period, the City shall enforce the level of service standard on all
arterial and collector roads.
POLICIES
1) ^doptMf:P.~!~t@::lmg:i})Qn~J9.1;.~. tl~a.nsportation concLJlTency 01 d;llCIJICe by Octobel,
t99-r,- wHH follllalizillg rqi'.61~n@~.q procedures to t!@J ascel1ain the permittability of
proposed developments according to criteria established by an expert consultant.
2) The City shall annually monitor the LOS status of aJ1erial and all state r()~d.':v.c:tYs
:':v.it.h..ir:t.~.he City including U. S. Highways 17 and 92 and the expI essvvay J$.i~i~~@fn.
:a~lr.W?Y, by obtaining from the State and County their most recent traffic counts at
points along all roadways which would be affected by development in the City.
3) Permit no development within the l11unicipallimits that will cause the level of
service of any state arterial road to decrease below LOS "0" no sooner than three
years prior to construction funding of the impacted arterial as reflected in the
Florida Department of Transportation's then adopted Five- Year Plan.
Pellllits sllallllot be denied, 110 weve!, b'lsed Oldy 011 a telllpOt ,II y degl adatioll il1
LOS tllat would OCCUI iftlae illtelcllClIlges oftlae Selllillole (Oullty LxpleSS~'IY at
Red Dug Like RO'ld <\lId at S.R. 434 \'Vel e opel Led pi iOl to tile cOlllpletiol1 of tile
causeway aCloss Lake Jesup. Tile telllpOlalY e,<cess thlough tlOugll tlaffie sl.all
IIOt be iJlcluded ill calculating LOS. Illtel nlediclte stages vvitll \-\illicll illtel c1lallges
opel1 011 Red Bug Lake ROMI alld S.R. 434 \vill dl ,Lv,\, tl affic till ougll Willtel
SplillgS to tIle Lxplessv'\'clY tl!at willi edil eet a\o\JclY fi 0111 tile City to tile 1l0ltll of
November 19,1997
7
LG-CPA-I-97
Lake Jeo5up wllell tllClt intel change is opened. Tile excess tl (lllic 0511(111 be cOlllputed
by 1lleallS of the foSUTMS IlIodel of tile Cty' s t1 e1ffic cil culatioll 'llld tllat figUl e
sllallllot be Gll(llgeable to tile City ill detellllillillg S.R. 434 capacity 01 Tuskawilla
Road c.apac.ity to pellllit developlllellt ill tile City.
OBJECTIVE
E) Create through the configuration of the City-wide collector road system the interaction
and cohesiveness that have been lacking among the residential neighborhoods of Winter
Springs, but do so in a manner that enhances and preserves the quality of life within each
community.
POLICIES
1) Extend the several true collector roads that now end abruptly or degrade from
paving to unimproved status within existing neighborhoods without connection or
outlet to another collector road or arterial, to complete valid collector linkages for
these communities.
2) When designing extensions of existing collector roads to their logical arterial
connection south of the City - the Lake Drive-Seminola Boulevard major collector
that is planned for improvement by the county - choose rights-of-way that
minimize intrusion ~h~.:iq~;f:nnEg\!gH~:hl'ghE~p;~~~::6i~tt1.'9 011 the lesidellts, so that
improved traffic circulation is not at the expense of peaceful habitation.
3) Plan for completion of the one-ended collector roads in existing developments on a
neighborhood-by-neighborhood basis so that input from the residents is acquired.
4) The City, shall ensure the provision and maintenance of bicycle and pedestrian
walkways to supplement collector roads between residential areas and parks,
schools, and other major attractors. Specinc provisions for the establishment and
maintenance of bicycle and pedestrian walkways shall include, but not necessarily
be limited to the following:
a. The City shall reviewal] proposed development for its accommodation of
bicycle and pedestrian traffic needs.
b. The 1 evised land development re~~II~ti.lJ.I:s, to be adopted by tIle statutory
de'ldlille, shall il,clude stellldell ds Q:(mtIhG~ to require all new developments
to provide bicycle parking spaces.
November 19, 1997
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LG-CPA-)-97
c. Sidewalks9.f~::9J)}~:r:::i~~B~:~fNmT:::w~y~ shall be provided where feasible and
appropriate along all roadways.
OBJECTIVE
F) In the design of the municipal collector road system, seize opportunities to solve specific
problems.
POLICIES
1) CooJdiJlate tile illte!se:crioll of tile (ollecto! loop e1lld Tuskelwilla Road witll tile
School Doale! to develop e111 cll;glllllellt tllClt 111<1.Y offel c1ltelllCltive access to tile
pleSel1t ele!11elltcllY scllool aile! tIle plCllllledlllide!le scllool 011 Tuskavvillcl Road.
1 z) Eliminate landlocked parcels by providing for rights-of-way to reach these
properties.
23) Emphasize improved access for emergency vehicles to secluded areas in the
design.
3 4) Permit no individual residential driveways onto collector i~g~:~.~::Yih~[~:[f~'~~~BJ~; or
arteJialr oads vvlIell 10(e11! oclclwa)'s (em-be c1esigl,ecl alld developed wllicll
cOl1solidate tl ips to tile collectol 01 ell tel ;all oae! 5)'stelll.
45) Encourage "green commerce" along the :~.B.:~11B:9:;'1:~:f.1. CSX railroad corridor to
create an open view near any intersections of crossroads and the tracks. Green
commerce is to be defIned by the City and shall include such commercial activities
as nurseries, truck farming, and outdoor recreation which does not require large
areas of vertical construction to block the driver's clear view.
OBJECTIVE
G) Conserve the natural environment and augment open space in the City as functions of road
development.
POLICIES
1) Where valid options are available, choose rights-of-way for the City collector
system distant enough fi.om natural drainage features and upland habitats to
coexist with these natural areas.
November 19, 1997
9
LG-CP A-) .97
2) The incursion of a roadway through these natural areas shall be allowed if it
benefits the public need, such as for access by emergency vehicles or transporting
school children, outweighing other concerns.
3) Include in all new road plans adequate right-of-way for potential landscaping and
provide for maintenance, in the annual budget of the City.
4) Designate scenic drives along which collector road construction will be adapted to
preserve as much as possible of existing vegetation and canopy.
OBJECTIVE
H) Ensure that current and future rights-of-way are protected from encroachment from
structures or ancillary uses inconsistent with the designation of ri~Ilts~c:>f~~.~x:H~.S~t.~~?.r.~
iii~~~i;~i9.~i~~:~:~~:i1~B'l$j~i~':'~f~\ljf~[~j~~G.fs~~~~i~: ~:~:Cill~~~.S :~n,~:;~1~i:~:~~~~:~t~~~.::gf
shall be preserved through enforcement of setback provisions, which prevent
encroachments into the rights-of-way.
POLICIES
1) The City, in tile lev;sed Us land development regulations to be adopted by tile
statutol)' deddlille, shall require the dedication of all needed rights-of-way and
necessary roadway improvements for all new development, and adopt provisions
to protect existing rights-of-way by limiting the use and/or encroachment by
structures and ancillary uses.
2) The City shall acquire right-of-way for future transp0l1ation needs as funds
become available.
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November 19,1997
10
LG.CPA.]-97
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November 19, 1991
LG.CP A. J -91
12
CHANGES TO VOLUME 2 OF 2 CITY OF WINTER SPRINGS COMPREHENSIVE
PLAN 190-2010, THE TRAFFIC CIRCULATION ELEMENT'S DATA AND ANALYSIS.
A. EXISTING CONDITIONS AND .PROJECTIONS; CONCURRENCY
Substitute pages III-7 to IV - 13 inclusive in place of existing pages TC-l to TC-42
inclusive.
B. ECONOMIC DEVELOPM.ENT:
The proposed changes in the City of Winter Springs Transportation Study, August 1997,
prepared by Conklin, Porter & Holmes will help promote economic development by
requiring the provision and timing of roadway infi'astructure to meet the market demand
for new land use development, thereby creating a eHicient and convenient flow of traffic
through Winter Springs.
c. CONSISTENCY/CONIPATIBILITY WITH CITY, STATE, AND REGIONAL
COMPREHENSIVE PLANS:
1. WITH THE CITY COMPREHENSIVE PLAN:
This City initiated comprehensive plan amendment is intended to update the Traffic
Circulation Element' Data, Inventory & Analysis (Volume I of2) and the Goals,
Objectives and Policies (Volume 201'2). These changes will be compatible with
the other elements of the City's Comprehensive Plan.
The comprehensive plan amendment is compatible with and not in conflict with the
other elements of the City's Comprehensive Plan, specifically:
Capital Improvements Element:
Policy I a uncler Objective A
Policy I under Objective C
Policy I uncler Objective 0
Objective E
November 19, 1997
J3
LG-CPA-I-97
2. WITH THE STATE COMPREHENSIVE PLAN: 163.3177(10)(A) F.S.
The comprehensive plan amendment is compatible with and fUl1hers the following
goals, objectives and policies of the State Comprehensive Plan in Chapter 187 F.S.
9J-5.021(4) F.A.c.
(16) Land Use
Policy 5
(12) Energy
Policy 3
(18) Public Facilities
Policy 4,7, 9
NOTE:
A Local comprehensive plan shall be consistent with a
Comprehensive Regional Policy Plan or the State Comprehensive
Plan if the local plan is compatible with and furthers such plans.
9J-5.021 (I) F.A.C.
The term "compatible with" means that the local plan is not in
conflict with the State Comprehensive Plan or appropriate
comprehensive regional policy plan. The term "fUlihers" means to
take action in the direction of realizing goals or policies of the state
or regional plan. 9J-5.021 (2) F.A.C.
For the purposes of determining consistency of the local plan with
the State Comprehensive Plan or the appropriate regional policy
plan the state or regional plan shall be construed as a whole and no
specific goal and policy shall be construed or applied in isolation
from the other goals and policies in the plans. 9J-5.021(2) F.A.C.
3. WITH THE EAST CENTRAL FLORIDA COIV[PREHENSIVE REGIONAL
POLICY PLAN: 186.507 F.S.; 27-E-4 F.A.C.
The comprehensive plan amendment is compatible with and furthers the following
goals, objectives and policies of the East Central Florida Comprehensive Regional
Policy Plan. 9J-5.021 (4) F.A.C.
Policy 64.2: 3
November 19.1997
14
LG-CPA-I-97
Policy 64.6: 3
Policy 64.8: ]
Policy 64.23: I
NOTE:
A Local comprehensive plan shall be consistent with a
Comprehensive Regional Policy Plan or the State Comprehensive
Plan if the local plan is compatible with and fUl1hers such plans.
9J-5.021( I) F.A.C.
The term "compatible with" means that the local plan is not in
conflict with the State Comprehensive Plan or appropriate
comprehensive regional policy plan. The term "fLll1hers" means to
take action in the direction of realizing goals or policies of the state
or regional plan. 9J-5.021 (2) F.A.c.
For the purposes of determining consistency of the local plan with
the State Comprehensive Plan or the appropriate regional policy
plan the state or regional plan shall be construed as a whole and no
specific goal and policy shall be construed or applied in isolation
from the other goals and policies in the plans. 9J-5.021(2) F.A.C.
III. FINDINGS:
*
A number of changes have occurred since the preparation and adoption
(on April 27, 1992) of the City's comprehensive Plan, prompting the need for an
update of the Traftlc Circulation Element.
*
City Commission hires Conldin, Poner & Holmes to update the Traffic Circulation
Element.
*
The City initiated comprehensive plan amendment updates the Traffic Circulation
Element' Data, Inventory & Analysis (Volume I of2) and the Goals, Objectives
and Policies (Volume 2 of 2). These changes are compatible with the other
elements of the City's Comprehensive Plan.
*
The comprehensive plan amendment is compatible with and not in conflict with the
other elements of the City's Comprehensive Plan.
November 19. 1997
15
LG-CPA-I-97
*
The comprehensive plan amendment is compatible with and nllihers the goals,
objectives and policies of the State Comprehensive Plan.
*
The comprehensive plan amendment is compatible with and furihers the goals,
objectives and policies of the East Central Florida Comprehensive Regional Policy
Plan.
IV. STAFF RECOMMENDATION:
Staff recommends the Local Planning Agency make the following recommendation to the
City Commission:
That the City Commission hold a first (transmittal) public hearing and transmit to
the Department of Co 111m unity A/Tail's the proposed large scale comprehensive
plan amendment (LG-CP A-I-97), updating the Traffic Circulation Element in
Volume 1 of2 and Volume 2 of2 of the City's Comprehensive Plan.
ATTACHMENTS:
City of Winter Springs Transportation Study - August. 1997
November 19, 1997
16
LG.CPA.j.97
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CITY OF WINTER SPRINGS
TRANSPORTATION STUDY
AUGUST 1997
Conklin, Porter and Holmes - Engineers, Inc.
1104 E. Robinson Street
Orlando, Florida 3280 I
CPH Project No. W0459.00
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INDEX
CHAPTER I . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION
CHAPTER II ........................ FINANCIAL RESOURCES ANALYSIS
CHAPTER III.... .................... TRANSPORTATION PLAN
CHAPTER IV ....................... CONCURRENCY PLANNING
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CHAPTER I
INTRODUCTION
Background
Winter Springs, a community of 26,000 persons, is served by one major north-south route in the
central part of the city, Tuskawilla Road, and one major east-west route, S.R. 434. Two major
north-south routes exist on the western and eastern boundaries. On the western boundary is U.S.
17-92 and on the eastern boundary is the Greeneway, a multi-lane tollway. Located in south-
central Seminole County in a rural/suburban residential setting, the City's major roadways
provide access to neighboring towns for Winter Springs residents and employees and facilitate
the flow of through traffic.
State Road 434 provides access to Oviedo and the Greeneway to the east and to Longwood and
U.S. 17-92 to the west. U.S. 17-92 and the Greeneway provide major arterial routes to Sanford
to the north or Orange County to the south. Recent widening ofS.R. 434 from S.R. 419 to
Tuskawilla Road and projected widening from Tuskawilla Road to the Greeneway have positive
benefits for the City of Winter Springs.
Traffic circulation patterns are directly dependent upon the land uses associated with the property
adjacent to the roadway. While other factors such as major trip attraction (a theme park or an
airport) can have a substantial effect, it is often the land uses which dictate the current and
projected traffic volumes on a given road. A thorough examination of the land uses and
projected construction was performed as part of this Transportation Plan update.
Purpose
There are two primary purposes for the City of Winter Springs Transportation Study. The first is
to develop a transportation plan that defines the needs of the city in the forecast year 2010. The
second purpose is to establish a mechanisI}l for monitoring new development to insure that
needed transportation facilities are in place concurrent with impacts from such development. In
addition, the following purposes are also important:
1. Develop a plan to guide the city in future transportation decisions;
2. Provide the Traffic Circulation Element of the City's Comprehensive Plan;
3. Develop a plan that assures that transportation improvements required of
developers in the city are in accordance with the long range needs of the city;
4. Define capital improvements needed to maintain a satisfactory level of service;
5. Review current financial resources available for transportation funding in the city.
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Transportation Plan Methodology
The City of Winter SprIngs is an integral part ofthe Orlando Urban Area. Additionally, the city
is one of the larger municipalities within Seminole County and is located between two principal
arterials, S.R. 434 and Red Bug Lake Road. As such, transportation planning for Winter Springs
requires close cooperation with other planning efforts within the Orlando Region and Seminole
County. For this reason, the transportation planning methodology used to develop the
transportation plan must necessarily be compatible with transportation planning methodologies in
adjacent jurisdictions.
In order to accomplish this requirement, extensive use of data sources and planning models from
the Orlando Urban Area Transportation Study (OUA TS) and the Seminole County
Transportation Management Program (TMP) were used in the development of the Winter
Springs Transportation Plan. Th~ transportation plan development was divided into two phases.
These are:
Phase 1 - Organization and Data Collection; and
Phase II - Analysis and Plan Development.
Additionally, a third phase of the project was defined to allow for the monitoring of new
development:
Phase III - Concurrency Planning.
Wherever possible, existing data from the OUA TS and the Seminole County TMP were used in
the development of the Winter Springs Transportation Plan. This not only provides compatibility
with other planning activities within the region but, in addition, the use of existing data sources
minimizes the need for creating extensive new data.
All data collection efforts were designed to permit complete use of existing data sources. After
existing data were carefully reviewed, additional data were collected. Among the data required
to conduct the technical analyses were land use/socio-economic data, traffic counts,
transportation planning models currently used in the surrounding region and existing data for
planned developments within the city and adjacent areas.
Transportation models developed from the OUA TS and the TMP were applied for existing
conditions to validate their effectiveness in forecasting existing traffic patterns within the Winter
Springs Study area. These tests were made in order to validate the use of the models and the data
inputs to the models for forecast conditions. In order to permit more detailed analysis of
conditions within the Winter Springs Study area, a more refined highway network and a zonal
system compatible with this network were developed.
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Existing deficiencies on city, county and state systems were defined and Capital Improvement
Programs identified to resolve these transportation deficiencies. No existing deficiencies were
defined on the city collector system.
Forecasts of anticipated land use/socio-economic activities for 2010 were made and the validated
transportation models applied against them. This allowed the definition of future capacity
deficiencies so that funding sources can be developed to correct these deficiencies.
W045900.INT
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CHAPTER II
-FINANCIAL RESOURCES ANALYSIS
Local governments in Florida are now confronting the fiscal situation of ever increasing demands
for services and capital facilities contrasted with declining assistance from traditional State and
Federal sources. National imperatives to reduce Federal budget deficits appear to offer little hope
for a resurgence of external funding sources for local improvements. In addition, recent changes in
the State Comprehensive Planning legislation now mandate 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 twofold. First, local governments
must now 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 this 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.
Financial Analysis 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 initial five year period of the
transportation study.
A general analytical framework is provided with which the city staff can replicate the type of fiscal
impact determinations provided in this report. By so doing, the City of Winter Springs will derivemaximum benefit from this study.
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Data Base
Data for this portion ofthe report have been taken from the following sources:
1. City of Winter Springs Annual Budget, FY 1995-96 and 1996-97;
2. City of Winter Springs Annual Financial Statement, FY 1993-94 and FY 1994-95.
All data contained herein have been provided by the City of Winter Springs and are shown in
Appendix Table A-I through A-4 and represent all funding sources and expenditures for
transportation purposes available to the City.
Local Option Gas Tax - During the past five years, Winter Springs has made extensive use of Local
Option Gas Tax (LOGT) funds for area wide roadway construction. In fact, the LOGT contingent
of funding has constituted the most significant revenue source for roadways in the City of Winter
Springs during the historical period surveyed. During this time, LOGT funds have ranged from a
low of$205,765 in FY 1993-94 to a high of$268,779 in FY 1990-91. Winter Springs has used these
funds for a variety of transportation related projects. All funds have been allocated from this fund
to improve existing deficiencies and maintenance and ~e not available for construction of the growth
related roadway improvement projects.
One Cent Sales Tax - Seminole County has a one cent sales tax which is used specifically in the
County for transportation/roadway improvements.
Federal Revenue Sharing (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 twenty 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 principle during the five year period of the
financial inventory.
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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.
Roadway Revenue Resources
As noted earlier, this review emphasizes only hard revenue sources. Therefore, while Federal
revenue Sharing or State DOT discretionary funding may play a 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 Revenues for Roadway Improvements
Local Option Gas Tax
One Cent Sales Tax
Transportation Impact Fees
W045900.FIN/rm
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CHAPTER III
TRANSPORTATION PLAN
This Chapter documents the updating of the transportation plan for the City of Winter Springs. This
plan was developed using procedures and data from similar planning activities in the surrounding
jurisdictions as well as information from the 1988 Transportation Element of the Comprehensive
Plan. The planning process focused on a detailed analysis of the roadways in Winter Springs
including the Municipal Collector System.
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 Orlando
Urban Area Transportation Study (OUA TS) and the Seminole County Transportation Management
Program (TMP). Transportation planning models and procedures from these processes were also
used wherever possible.
Goals and Objectives
Traffic circulation Goals and Objectives were developed as part of the Comprehensive Plan and
updated in this study. The updated goals, objectives and policies are as follows:
GOAL
Provide a road system within the City that facilitates internal traffic circulation, assists ingress and
egress from the municipal area, and accommodates through traffic simultaneously to coordinate
safely, efficiently, economically and conveniently the flow of all modes of transportation in and
around Winter Springs.
OBJECTIVE
A) Throughout the planning period, the City shall develop and maintain a safe convenient and
efficient motorized and non-motorized transportation network, through establishment of
criteria to be enforced during site plan review, concurrency management and access
management by the statutory deadline.
Policies
1) The collector road system shall be funded by the standards-driven impact fee created
in 1990 by the City.
2) The collector road system shall be developed according to the master conceptual plan
and design standards derived under the auspices of the City, to coordinate the
construction of segments of the system by both the public and the private sectors.
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3) The conceptual plan does and shall continue to address through periodic review these
factors:
a. Current and projected deficiencies of arterial roads under other jurisdictions;
b. Existing deficiencies of City collector streets; and
c. Winter Springs shall continue to adopt revisions to the Land Development
Regulations to include guidelines and criteria consistent with nationally-
recognized standards and tailored to local conditions which provide for safe
and convenient on-site traffic flow, adequate pedestrian ways and sidewalks,
as well as sufficient on-site parking for both motorized and non-motorized
vehicles.
4) Land development regulations, contain specific access management alternative
techniques to control access and preserve level of service. These techniques include
but are not limited to the following:
a. Limit access to roads by controlling the number and location of site access
driveways and other intersecting roads;
b. Cross-access easements of adjacent properties where feasible; and
c. Use of frontage or back-lot parallel access roads where feasible.
OBJECTIVE
B). Keep apprised of the schedules for improvements and ongoing policies of all jurisdictions
whose transportation responsibilities within the City limits affect the quality of life and the
levels of service on which Winter Springs citizens depend.
Policies
1) Continue to monitor the construction schedules of Department of Transportation
regarding improvement of SR 434 through the City so that the level of service is not
degraded below the State's criteria for a principal arterial link. In applying the
lenience to permit three years in advance of funded improvements, be selective so
that development permitted to proceed prior to actual construction of the higher
capacity road will include only those projects which further progress toward other
goals.
2) Require all development plans for property abutting state highways to include
controlled access and minimal driveway cuts, with common service roads connecting
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to adjacent development whenever possible, to minimize interruption of traffic on
the principal arterial sections. Coordinate permitting with the D.O.T. Access
Management Program.
3) Pursue one of the objectives of the City's municipal collector road building program
- that of providing residents alternative routes over collector roads.
4) Participate biannually in the update of the Seminole County impact fee road
construction schedule to press the need for widening of the northern section of
Tuscawilla Road, the only north-south arterial through Winter Springs.
5) Coordinate development of all property in the City adjacent to Tuscawilla Road with
County requirements for laneage and intersection improvements to lessen
development impact until the road is improved.
6) Continue to work with other jurisdictions to convert the former railroad into a
corridor for alternative modes of travel within the City - walking trails, bicycle paths,
equestrian and recreation.
OBJECTIVE
~) Throughout the planning period, the City will coordinate the transportation system needs
with land use designations; planning for land use and transportation is to be closely
correlated by ensuring that adequate capacity is available to accommodate the impacts of
development.
Policies
1) Make bi-annual traffic counts, plus increases to occur from permitted development
as of the effective date of the concurrency requirement.
2) No development orders will be issued that will degrade the level of service standard
of D on all roadways. Level of service must consider vested development and
transportation facilities committed for construction within three years.
3) Design and engineer the collector road system to minimize traffic impact on these
arterial roads.
4) Create intersections of the new City collector roads with arterials where they will
coordinate with the functioning of arterials.
5) Monitor the functioning of the arterial and collector road system by use of the
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TRANPLANIFSUTMS model updated (1996) by the City's traffic consultant so that
collector road improvements may be scheduled according to valid priorities.
6) Establish the level of service for municipal collector roads at LOS D.
7) Require a traffic study for all new development generating more than 300 Daily
Trips. Such study to be conducted in accord with written procedures provided by the
City.
OBJECTIVE
D) Throughout the planning period, the City shall enforce the level of service standard on all
arterial and collector roads.
Policies
1) Update and monitor transportation concurrency with formalized procedures that
ascertain the permittability of proposed developments according to criteria
established by an expert consultant.
2) The City shall annually monitor the LOS status of arterial and all state roadways
within the City including U.S. Highways 17 and 92 and the Eastern Beltway, by
obtaining from the State and County their most recent traffic counts at points along
all roadways which would be affected by development in the City.
3) Permit no development within the municipal limits that will cause the level of service
of any state arterial road to decrease below LOS D no sooner than three years prior
to construction funding of the impacted arterial as reflected in the Florida Department
of Transportation's then adopted Five- Year Plan.
OBJECTIVE
E) Create through the configuration of the City-wide collector road system the interaction and
cohesiveness that have been lacking among the residential neighborhoods of Winter Springs,
but do so in a manner that enhances and preserves the quality of life within each community.
Policies
1) Extend the several true collector roads that now end abruptly or degrade from paving
to unimproved status within existing neighborhoods without connection or outlet to
another collector road or arterial, to complete valid collector linkages for these
communities.
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2) When designing extensions of existing collector roads to their logical arterial
connection south of the City - the Lake Drive-Seminola Boulevard major collector
that is planned for improvement by the county - choose rights-of-way that minimize
intrusion and cut-through high speed traffic, so that improved traffic circulation is
not at the expense of peaceful habitation.
3) Plan for completion ofthe one-ended collector roads in existing developments on a
neighborhood-by-neighborhood basis so that input from the residents is acquired.
4) The City, shall ensure the provision and maintenance of bicycle and pedestrian
walkways to supplement collector roads between residential areas and parks, schools,
and other major attractors. Specific provisions for the establishment and
maintenance of bicycle pedestrian walkways shall include, but not necessarily be
limited to the following:
a. The City shall review all proposed development for its accommodation of
bicycle and pedestrian traffic needs.
b. The land development regulations, shall continue to reqUire all new
developments to provide bicycle parking space.
c. Sidewalks or other pedestrian ways shall be provided where feasible and
appropriate along all roadways.
OBJECTIVE
F) In the design of the municipal collector road system, seize opportunities to solve specific
problems.
Policies
1) Eliminate landlocked parcels by providing for rights-of-way to reach these properties.
2) Emphasize improved access for emergency vehicles to secluded areas in the design.
3) Permit no individual residential driveways onto the collector roads where feasible.
4) Encourage "green commerce" along the abandoned CSX railroad corridor to create
an open view near any intersections of crossroads and the tracks. Green commerce
is to be defined by the City and shall include such commercial activities as nurseries,
truck farming, and outdoor recreation which does not require large areas of vertical
construction to block the drivers' clear view.
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OBJECTIVE
G) Conserve the natural environment and augment open space in the City as functions of road
development.
Policies
1) Where valid options are available, choose rights-of-way for the City collector system
distant enough from natural drainage features and upland habitats to coexist with
these natural areas.
2) The incursion of a roadway through these natural areas shall be allowed if it benefits
the public need, such as for access by emergency vehicles or transporting school
children, outweighing other concerns.
3) Include in all new road plans adequate right-of-way for potential landscaping and
provide for maintenance, in the annual budget ofthe City.
4) Designate scenic drives along which collector road construction will be adapted to
preserve as much as possible of existing vegetation and canopy.
OBJECTIVE
H) Ensure that current and future rights-of-way are protected from encroachment from structures
or ancillary uses inconsistent with the designation of rights-of-way. Rights-of-way necessary
for the maintenance of level of service standards and for the safe design of roadways in
accordance with State standards shall be required. Existing rights-of-way shall be preserved
through enforcement of setback provisions, which prevent encroachments into the rights-of-
way.
Policies
I) The City, in its land development regulations shall require the dedication of all
needed rights-of-way and necessary roadway improvements for all new development,
and adopt provisions to protect existing rights-of-way by limiting the use and/or
encroachment by structures and ancillary uses.
2) The City shall acquire right-of-way for future transportation needs as funds become
available.
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Existing Conditions
To plan for the future transportation needs of the City of Winter Springs, a complete understanding
of the community's existing transportation system is necessary. 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 a categorization of the existing roadways in the city and their functional use or
classification, a detailing of existing traffic flows within the city and its surrounding area as revealed
in daily and peak hour traffic counts, a detailing of transportation plaIUling models currently used
in the area including those used by Seminole County and the OUA TS, a detailing of the data
currently used in the area for transportation planning including computer coded networks and
socioeconomic data, 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 for the City of Winter Springs requires a
detailed analysis of transportation plans and systems in the city and the surrounding area. In addition
to the City's Comprehensive Plan, current transportation plaIUling activities generally consider the
entire Orlando urban area which is defined as Seminole, Orange and Osceola County. While the
City of Winter Springs Transportation Plan must consider the established relationships between the
City and this entire region, a study area for more detailed analysis was defined.
In order to measure the impacts of growth within the City, the study area must include all of the city
and fringe areas surrounding the city that affect traffic flows within the city limits. For the purposes
of this analysis, a study area meeting these requirements was developed (see Figure I). This area
is generally bounded on the north by Lake Jessup, on the east by the Eastern Beltway (C.R. 417), 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 the OUA TS and the Seminole County TMP.
Existing Roadways - The existing roadway system within the study area defined above has been
functionally classified in the Orlando Urban Area Transportation Study and in the Seminole County
TMP. These definitions of roadway usages as seen from the county perspective were reviewed so
that a similar classification of roadway usage from the City's perspective could be made.
Functional Classification of Existing 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. Thus, the roads shown in Seminole County traffic segment counts were
functionally classified and were adopted for use in this study. The list of the roadways within the
study area boundary is shown in Table 2. The functional classifications are also shown in Figure 2.
Existing 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 state and county counts were available for 1995
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:'~.~~1: J
I CELERV I AVE.
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Conklin nor,.r and Holm..
~ ~ .NOIN..R., INC.
1104 E ROBINSON STREET
ORLANOO. flORIDA 32801
m. 0407 425-Q04.52
FAX 0407 6018-1036
SCALE: NTS
I
DAlE: 3-14-97
STUDY AREA LOCATION
WINTER SPRINGS TRANSPORT A llON STUDY
RGURE
1
JOB NO.: W0459.01
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Table 2
1996
FUNCTIONAL CLASSIFICATION
WINTER SPRINGS TRANSPORT A nON STUDY
Freeways
Principal Arterials (State)
I)
Eastern Beltway (State)
I)
2)
S.R. 434
S.R.419
Principal Arterials (County)
Maior Collectors (County)
I) Red Bug Lake Road
2) Tuskawilla Road
I) East Lake Drive
2) Red Bug Lake Road - Tuskawilla
Road to Eastern Beltway
Minor Collectors (Countv)
I) Dodd Road
2) Eagle Boulevard
3) Shepard Road - U.S. 17-92 to Winter Springs City Limit
Municipal Collectors (City)
I)
2)
3)
4)
5)
6)
7)
8)
9)
10)
II)
12)
13)
14)
15)
16)
17)
18)
Bahama Road - Shore Road to Hayes Road
Dolphin Road - Moss Road to Hayes Road
Dyson Road - Tuskawilla Road to Shetland A venue
Edgemon A venue - Panama Road to S.R. 419
Fischer Road - Panama Road to E. Lake Drive
Greenbriar Lane - Northern Way to Winter Springs Boulevard
Hayes Road - S.R. 434 to Bahama Road
Moss Road - S.R. 419 to Panama Road
Northern Way - All
E.anama Road - Shore Road to Edgemon A venue
Shepard Road - Seminole County Line to End
Sheoah Boulevard - Shepard Road to S.R, 434
Shore Road - Panama Road to End
Winding Hollow Boulevard - S.R. 434 to End
Winter Springs Boulevard - Tuskawilla Road to Eastern Beltway
Trotwood Boulevard - Tuskawilla Road to Northern Way
Tuscora Drive - S.R. 434 to Northern Way
Vista-Willa Drive - S.R. 434 to Northern Way
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~~ LEGEND: ~
::I
(Q)i ..... PRINCIPAL ARTERIAL (STATE)
URBAN MINOR ARTERIAL (COUNTY)
dfi MAJOR COLLECTOR (COUNTY) -N-
~
.. -.----- MINOR COLLECTOR (COUNTY)
..
"i!l~::. · MUNICIPAL COLLECTOR (CITY)
~ ~Z"
~~~'" G. @
......0'"' -::I NUMBER OF LANES N.T.S.
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and are summarized in Table 3. Municipal collectors were not counted by Seminole County;
thus, the consultant made hourly machine counts on all of the roadways currently paved.in early
1996. These counts are summarized in Tables 4 and 5. These counts were used to help
determine roadway classifications and were also used as a base for model validation.
A vailable Model Inputs - The City of Winter Springs and the study area defined above are part of
the Orlando Urban Transportation Study and the Seminole County TMP. Each of these
transportation studies has developed a set of transportation planning models and a set of data that
is input to these models. These input data include descriptions of the roadway networks which
normally only include collectors and high classified roadways. Additionally, these studies used
socioeconomic data files which describe land use activities in discreet areas known as traffic
analysis zones (T AZ's).
These computer files and listings were gathered so that a complete understanding of the
transportation planning efforts in this ~ea could be obtained. Additionally, these files were
transferred to the proper format for input to the model chosen for this study.
Existing Transportation Plans - Both state and county transportation planning activities have
produced transportation plans within the Winter Springs Study Area. These plans have been
reviewed and a listing of the transportation improvements presently planned and programmed
(within 5 years) for the City of Winter Springs and the study area is provided in Table 6. These
improvements will be studied in the 2010 Transportation Plans and Existing Plus Committed
Plans in the development of recommendation and concurrency management procedures.
(This space intentionally left blank)
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Table 3
1995
DAILY SEMINOLE COUNTY COUNTS
WINTER SPRINGS TRANSPORTATION STUDY
Roadway Location 1995 ADT
U.S. 17-92 Dog Track Road to S.R. 434 52,114
S.R. 434 to S.R. 419 36,123
S.R. 434 S.R.419toU.S. ]7-92 24,892
S.R. 4] 9 t.o Tuskawilla Road 24,757
Tuskawilla Road to Springs A venue 16,552
Springs A venue to Eastern Beltway ] 5,286
S.R. 419 S.R. 434 to Edgemon A venue ]2,271
Edgemon Avenue to U.S. 17-92 15,553
Red Bug Lake Road Eagle Circle to Dodd Road 34,888
Dodd Road to Tuskawilla Road 35,790
Tuskawilla Road S.R. 434 to Trotwood Boulevard 12,058
Trotwood Blvd. to Winter Springs Blvd. 16,071
Winter Springs Blvd. to Dyson Drive 16,572
Dyson Drive to E. Lake Drive 22,867
E. Lake Drive to Eagle Boulevard 24,573
Eagle Boulevard to Red Bug Lake Road 25,398
Red Bug Lake Road to Dike Road 22,684
E. Lake Drive Seminola Boulevard to Fischer Road 12,617
Fischer Road to Tuskawilla Road 9,472
Red Bug Lake Road Tuskawilla Road to Brooks Cave 30,448
Brooks Cave to Citrus Road 26,829
Citrus Road to Slavia Road 25,390
Slavia Road to Eastern Beltway 17,589
Eagle Boulevard Dodd Road to Tuskawilla Road 4,278
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Table 4
1996 AVERAGE ANNUAL DAILY TRAFFIC COUNT RESULTS
RAW AVERAGE ADJUSTED
TRAFFIC COUNT ANNUAL ANNUAL
ROADWAY FROM TO COUNTS DATE FOOT ADJ. TRAFFIC
TWO WAY 1996 FACTOR TWO WAY
SHEPARD RD U.S. 17-92 SHEOAH BLVD 3081 1/24 1 3081
SHEOAH BLVD SHEPARD RD. S.R. 434 5881 1/25 1 5881
MOSS RD. 434 419 2431 1/24 , 2431
S.R. C.R. 1
MOSS RD. PANAMA S.R. 434 4707 1/24 1 4707
EDGEMON AVE. SEMINOLA PANAMA 2774 1/25 1 2774
EDGEMON AVE. PANAMA S.R. 434 3783 1/25 1 3783
EDGEMON AVE. S.R. 434 C.R. 419 2480 2/6 1 2480
WADE ST. S.R. 434 C.R. 419 1034 1/25 1 1034
DOLPHIN RD. HAYES RD. SHORE RD. 241 1/25 1 241
- . 434 3381 1/29 3381
HAYES RD. PANAMA S.R. 1
SHORE RD. PANAMA S.R. 434 475 1/29 1 475
TROTWOOD BLVD. TUSCAWILLA NORTHERN WAY 4121 1/29 1 4121
TROTWOOD BLVD WEST OF TUSKAWILLA 2046 1/29 1 2046
NORTHERN WAY WINTER SPRS. BLVD. TROTWOOD BLVD. 1868 1/29 1 1868
NORTHERN WAY TROTWOOD BLVD. VISTAWILLA 2501 1/30 1 2501
NORTHERN WAY WINTER SPRS. BLVD. SHETLAND 2736 1/30 1 2736
NORTHERN WAY GREENBRIAR WINTER SPRS. BLVD 1991 1/30 1 1991
VISTAWILLA NORTHERN WAY SENECA 1410 1/31 1 1410
WINTER SPRS. BLVD TUSCAWILLA NORTHERN WAY 7384 1/30 1 7384
WINTER SPRS. BLVD. NORTHERN WAY GREENBRIAR 6099 1/31 1 6099
WINTER SPRS. BLVD. NORTHERN WAY NORTHERN WAY 7484 1/31 1 7484
WINTER SPRS. BLVD. NORTHERN WAY CITY LIMITS 12260 1/31 1 12260
GREENBRIAR WINTER SPRS. BLVD. NORTHERN WAY 1141 1/31 ~ 1141
DYSON DR. TUSCAWILLA SHETLAND 3262 1/31 1 3262
SHETLAND CITRUS RD. DYSON DR. 4474 1/31 1 4474
ALTON RD. HAYES SHORE 1380 2/1 1 1380
BIRD RD. LAKE DR. NORTH 1267 2/1 1 1267
TUSKAWILLA S.R. 434 NORTH 917 2/1 1 917
TUSCORA NORTHERN WAY SR. 434 765 2/1 1 765
SENECA WINTER SPRS BLVD. 1/2 WAY 1418 2/1 1 1418
SENECA 1/2 WAY VISTAWILLA 1054 2/1 1 1054 I
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TABLE 5
1996 AVERAGE ANNUAL A.M. AND P.M. PEAK HOUR TRAFFIC COUNT RESULTS
H
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AM PEAK HR PM PEAK AM PEAK PM PEAK
RAW AVERAGE RAW ADJUSTED ADJUSTED
TRAFFIC COUNT ANNUAL ANNUAL ANNUAL ANNUAL
ROADWAY FROM TO COUNTS DATE FDOT ADJ. TRAFFIC TRAFFIC TRAFFIC
TWO WAY 1996 FACTOR TWO WAY TWO WAY TWO WAY
SHEPARD RD U.S. 17-92 SHEOAH BLVD 284 1/24 1 290 284 290
SHEOAH BLVD SHEPARD -RD. S .R. 434 501 1/25 1 552 501 552
MOSS RD. S.R. 434 C.R. 419 183 1/24 1 224 183 224
MOSS RD. PANAMA S.R. 434 371 1/24 1 426 371 426
EDGEMON AVE.' SEMI NOLA PANAMA 243 1/25 1 291 243 291
EDGEMON AVE. PANAMA S. R. 434 381 1/25 1 332 381 332
EDGEMON AVE. S.R. 434 C.R. 419 213 2/6 1 320 213 320
WADE ST. S.R. 434 C.R. 419 108 1/25 1 115 108 115
DOLPHIN RD. HAYES RD. SHORE RD. 26 1/25 1 38 26 38
HAYES RD. PANAMA S.R. 434 319 1/29 1 344 319 344
SHORE RD. PANAMA S.R. 434 38 1/29 1 66 38 66
TROTWOOD BLVD. TUSCAWILLA NORTHERN WAY 444 1/29 1 498 444 498
TROTWOOD BLVD WEST OF TUSKAWILLA 230 1/29 1 204 230 204
NORTHERN WAY WINTER SPRS. BLVD. TROTWOOD BLVD. 212 1/29 1 228 212 228
NORTHERN WAY TROTWOOD BLVD. VISTAWILLA 247 1/30 1 275 247 275
NORTHERN WAY WINTER SPRS. BLVD. SHETLAND 270 1/30 1 301 270 301
NORTHERN WAY GREENBRIAR WINTER SPRS. BLVD 179 1/30 1 210 179 210
VISTAWILLA NORTHERN WAY SENECA 120 1/31 1 162 120 162
WINTER SPRS. BLVD TUSCAWILLA NORTHERN WAY 521 1/30 1 709 521 709
WINTER SPRS. BLVD. NORTHERN WAY GREENBRIAR 475 1/31 1 576 475 576
WINTER SPRS. BLVD. NORTHERN WAY NORTHERN WAY 653 1/31 1 765 653 765
WINTER SPRS. BLVD. NORTHERN WAY CITY LIMITS 1043 1/31 1 1211 1043 1211
GREENBRIAR WINTER SPRS. BLVD. NORTHERN WAY 107 1/31 1 129 107 129
DYSON DR. TUSCAWILLA SHETLAND 261 1/31 1 319 261 319
SHETLAND CITRUS RD. DYSON DR. 467 1/31 1 453 467 453
ALTON RD. HAYES SHORE 134 2/1 1 156 134 156
BIRD RD. LAKE DR. NORTH 113 2/1 1 135 113 135
TUSKAWILLA S.R. 434 NORTH 144 2/1 1 162 144 162
TUSCORA NORTHERN WAY SR. 434 77 2/1 1 79 77 79
SENECA WINTER SPRS BLVD. 1/2 WAY 126 2/1 1 I 144 126 144
SENECA 1/2 WAY VISTAWILLA 86 2/1 1 149 86 149
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Table 6
1996
PROGRAMMED AND PLANNED HIGHWAY SYSTEM IMPROVEMENTS
WINTER SPRINGS TRANSPORTATION STUDY AREA
Roadway Segment Improvement Pro!!:rammedl Planned2
u.s. 17-92 Lake Triplet Drive to Add 2 Lanes 1998
Shepard Road
S.R.434 S.R. 419 to Tuskawilla Rd. Add 2 Lanes 1997 )>~
S.R. 434 Tuskawilla Rd to Eastern Add 2 Lanes 1998
Beltway
Tuskawilla Rd. Dike Rd to Red Bug Lake Add 4 Lanes 1997 ))~
Tuskawilla Rd. Red Bug Lake Rd to E. Add 2 Lanes 1998
Lake Drive
Tuskawilla Rd. E. Lake Drive to Winter Add 2 Lanes 1998
Springs Boulevard
Tuskawilla Rd. Winter Springs Boulevard Add 2 Lanes 1998
to S.R. 434 -
Lake Drive Seminola Boulevard to Add 2 Lanes 2002
Tuskawilla Road
Moss Road S.R. 434 to S.R. 419 Add 2 Lanes 2000
Winter Park Dr. Wilshire Dr. to Seminola Add Turn Lanes 1997
Boulevard
S.R. 434 U.S. 17-92 to S.R. 419 Add 2 Lanes 20103
(6 Total)
S.R. 434 S.R. 419 to Eastern Beltway Add 2 Lanes 2010
...ij To ta 1)._
U.S. 17-92 Shepard Road to Airport Add 2 Lanes 2010
Boulevard
Red Bug Lake Rd Tuskawilla Rd. to S.R. 426 Add 2 Lanes 2010
1. Contained in construction program ofFDOT or Seminole County.
2. Contained in OUA TS 2010 Plan Update (Adopted Highway Needs Network).
3. Latest date based on need. This applies to all "2010" numbers in this column.
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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
condition 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 a particular road 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 accidental 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.
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The FDOT outlined in their Florida's Level of Service Standards and Guidelines Manual
for Planning (1995) the minimum acceptable operating LOS standards, as presented below.
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 D D C B
Other Multi-lane D * C B
Two-lane D * C C
*Means the level of service standard will be set in a transportation mobility element that meets requirements of Rule
91-5.0057.
The City of Winter Springs falls into the category of "Inside Transportation Concurrency
Management Areas" for the purposes of determining LOS standards. Lacking the concurrency
management designation, the City is part of the existing Orlando Urbanized Area as defined by
FDOT and the MPO which requires LOS D.
Seminole County has determined that Tuskawilla Road within the City limits falls within an
Urban Center Traffic Impact Area. The County's strategy, as per their Traffic Circulation
Support Document V olu'me IV of the 1991 plan update, allows a LOS E within these areas while
a LOS D is the minimum standard outside of the defined area.
In accord with the Comprehensive Plan and previously adopted standards, Level of Service "D"
conditions on all roads within the City of Winter Springs and the study area was used as the
minimum standard. This corresponds with FDOT recommendations shown in Table 7 above.
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 FDOT daily roadway
capacities as shown in Table 8 for LOS D were used (circled service volumes).
Existing Deficiencies - Given the standards defined above, the existing roadway system in the
study area and the City of Winter Springs were evaluated. This evaluation was based upon
existing roadway volumes as documented in the previous discussion on traffic counts.
These analyses indicate that many roadways on the state and county system within the study area
were not operating within LOS D in 1996 (see Figure 3). Almost all are contained in Table 6 as
committed improvement projects. However, the following are not and need immediate attention:
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TABLE 8
GENERAUZED ANNUAL A VElRAGE DAILY VOLUMES FOR FLORIDA'S
URBANIZED AREAS.
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Lanes
2 Undiv.
4 Div.
6 Div.
8 Div.
au.. Ib (2.50 to 4.50 siglllJized intenccllolll per mile)
Level DC Service
C
8,800
19,200.
29,300
35,800
E
15.900
34,000
51,400
62,900
STATE lWO-WA Y AR1'EIUAl.S FREEWAYS
UNINTERRUPTED now GnMlp 1 (within urblnized Ira over 500,000 Ind leading 10 or passing
witbin 5 miles DC the primary city central busiDeu distric:t)
UDliJDallud Level DC Service
Lem of Service I..uea A a C D E
Lanes A a C D E 4 22,000 35.200 52,900 67,000 80,800
2 Undiv. 8,900 13,900 18,900 24,800 33.100 6 33,100 52,900 79.400 100.600 126.900
4 Div. 21.soo 35,800 50,100 60,100 71,600 8 44,100 70,500 105,900 134.100 169,200
6 Div. 32,200 53,700 75,200 90,200 107,400 10 55,200 88,200 132,400 167.700 211,400
12 63,200 101,100 151.700 192.200 242,300
INTERllUPTED now
GnMlp 2 (within urbanized area aDd noc in Group 1)
O...1a (>0.00 to 2.49 aiglllJized Intersections per mile) Level of Scrvlce
Level of Service Laoes A a C D E
Lanes A.. a C DU. EU' 4 20,300 32.S00 48,800 61,800 74.500
2 Undiv. 12,600 15,200 16,600 17,000 c 6 30,600 48,900 73.400 93,000 117,300
4 Div. 27,900 33,300 .35.700 35.800 L 8 40.800 65,200 97,900 124.000 156,300
6 Div. 43,200 50,400 53,700 53.700 A 10 51,000 81,500 122,300 155.000 195,400
8 Div. 53,800 62,000 65.800 65.800 5 12 58,400 93,200 140,000 1 n,300 223,600
5
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aua U (1tIOR thID 4.50 signalized intencctiot1s pet mile IIId DOl
within primary city ceotral buainc:u distriCl DC urbaDiz.cd
aln over 500,000)
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Lanes
2 Undiv.
4Div;
6Div.
8 Div.
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AU
Level DC Service
C"
E
15,200
33,400
50,600
61,800
Boo
D
11,800
26,500
40,700
49,700
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a... 111 (mon: thin 4.50 signalized interxaiOllS pel' mlle Ind within
primary city central business distria DC urblJlizcd
ara over 500,000)
Level of Service
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Lanes AU au Coo D E
2 Undiv. 13.200 14,800
4 Div. 29.soo 32,600
6 Div. 44,800 49,300
8 Div. s..,700 60,100
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NON-STATE ROADWAYS
MNORCITY/COUNTY ROADWAYS
Level of Service
Lanes AU BOO C e E
2 Undiv 10.900 15,500
4 Div. 24,400 33,200
6 Div. 37.800 47,500 50,200
OTHER SIGNALIZED ROADWAYS
c (sipalized intcrscaion aaalysis)
L Level oC Service
A Lanes AU an C E
5 2 Undiv 5,200 11,700
5 4 Div. 11 400 :!SIOO
II
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2
2
Multi
Multi
ADJUSTMENTS
DlVJDEDlUNDMDED
(alter corresponding two-way volume indicated percent)
Media Left Turn Bays Adjustment Factors
Divided Yes +S~
UDdiYided No -2O'lll
Undivided Yes .5~
Undivided No -2S'lI.
ONE-WAY
(alter col1Uponding two-way volume iDdicatcd pel'ClCftt)
One-Way Correspond.illl Adjuaunent
Lanes T~WIY I.aDca Flaor
2 4 -4O'l'
3 6 -4()91,
4 8 -4()91,
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ORLANDO. FlORIDA J2801
m. 0107 .25-0.4~2
FAX 0107 6<48-1036
SCALE: NTS
DATE: 3-20-97
1996 EXlSllNG DEFICIENCIES
WINTER SPRINGS TAANSPORTA1l0N STUDY
FIGURE
3
JOB NO.: W0459.01
III-19
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1. S.R. 419 - U.S. 17-92 to Moss Road.
2. U.S. 17-92 - Shepard Road to S.R. 419.
3. Red Bug Lake Road - Winter Park Drive to Tuskawilla Road.
U.S. 17-92 is in the long range plans of the MPO (OUA TS); however, it is very deficient and
should be moved to the FDOT five-year construction program. Neither the S.R. 419 nor Red
Bug Lake Road sections mentioned above are contained on any programmed or planned 2010
improvements list. There are no municipal collector facilities within the City of Winter Springs
operating at a LOS of less than D in 1996.
Model Development and Validation
To adequately forecast future traffic conditions in a rapidly urbanizing area such as the City of
Winter Springs, a set of transportation planning models must be developed and validated. In the case
of the City of Winter Springs, such models exist and these models have been previously used to
develop City, regional and county-wide plans. These models are contained in the model set
documented for the Orlando Urban Area Transportation Study.
In order to provide the more detailed analysis required for the City of Winter Springs, this model set
was modified. These modifications include the development of a more detailed T AZ set
(microzones), a more detailed highway network, and the use of TRANPLANIFSUTMS model
structure. These changes require the validation of the model set used in this process even though this
model set is derived from and closely resembles the OUA TS model set.
The model set used was originally tested and confirmed in the Casselberry Transportation Plan and
Impact Fee Study. It is derived from and based upon the OUA TS model set. This model set has
been modified as detailed below.
OUA TS Model Set - The transportation planning models used in the Orlando Urban Area
Transportation Study have evolved from a set of models developed in the mid-sixties and based upon
extensive home interviews conducted at that time. The model set is divided into four general
functions and modifications to each of these functions have occurred over the last twenty-five years.
Trip Generation - The existing OUA TS trip generation model is a cross-classification person trip
production model with attractions calculated using expressions derived from regression analysis.
This model currently uses 11 purposes including special generator purposes for the major tourist
attractions, the various universities and colleges in the region, and the Orlando International Airport.
The model requires extensive data not generally available such as the forecast of the median income
and car ownership by zone for the calculation of home-based productions.
Trip Distribution - The OUATS trip distribution model utilizes each of the 11 purposes for which
productions and attractions are generated. Friction factors for each of these 11 purposes have been
developed, although the special generator purposes generally borrow friction factors from other
-20-
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purposes. There are not K-factors utilized in the model.
Modal Split/Auto Occupancy - The OUATS model set includes a multi-nomiallogit expression for
calculation of splits of trips to the transit sector. Auto occupancy is calculated with simple rates by
purpose. The modal split model is system-sensitive in that it requires the coded description of a
transit system.
Traffic Assignment - The current OUA TS traffic assignment procedure consists of a 4-iteration
equilibrium assignment with capacity restraint. This process is applied using network descriptions
in accordance with the 1979 version of the Urban Transportation Planning System (UTPS)
developed by the US Department of Transportation.
Trip Generation Modifications - In order to make use of the data available from Seminole County
and to avoid the necessity to forecast income and car ownership as required by the OUA TS trip
generation model, modifications were made to this model. The trip generation models used are
based lip on the OUA TS models, but these models incorporate simpler rate expressions instead of
the more complex cross-classification models. These models have successfully been used numerous
times in the Orlando area including Casselberry and for Seminole County projects. In addition to
the Transportation Plan and Impact Fee Study in Casselberry, the models were used to forecast trip
generation for the Lake Mary Boulevard Corridor Study and the Lake Mary/I-4 interchange study
for the Florida Department of Transportation. The models forecast vehicle trips instead of person
trips so they additionally do not require a separate auto occupancy model. The structure of the trip
generation statements used as input to the model validation procedure are detailed in Table 9. The
input socio-economic data for the Winter Springs traffic zones (Figure 4) was approved by the City
for 1996 and 2010 (see Appendix). All other zones used Seminole County or OUATS data (in
Orange County).
Use of OUA TS 11 Trip Pm:pose Models - Since trip generation expressions were available for each
of the OUATS non-special generator purposes, it was decided to use the entire 11 purpose models
available in OUA TS. This required incorporating the special generator expressions available from
OUATS into the Winter Springs Model Set. This use of the full OUATS model purposes
additionally permitted use of the OUA TS friction factors.
-21-
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Homebase Work
Homebase Shopping
Homebase Pers.-Bus.
Homebase Social - Rec.
Homebase School
I
Non-Homebased
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Homebase Work
Homebase Shopping
Homebase Pers.-Bus.
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Homebase Social - Rec.
Homebase School
Non-Homebased
Truck Production
Truck Attraction
Internal-External
Attraction
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Internal- External
Productions
TABLE 9
TRIP GENERA nON EXPRESSIONS (VEHICLE TRIPS)
Winter SpringsTransportation Study - 1996
PRODUCTION EOUA TIONS
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)
= 0.83 (Dwelling Units)
= Same as attractions
ATTRACTION EOUATIONS
= 0.43 Retail Employment + 1.13 Other Employment - 8.15
= 4.20 Retail Employment + 12.06
= 0.23 Single Dwelling Units + 0.54 Hotel-Motel Units
+ 0.59 Total Employment - I 1.05
= 0.30 Total Dwelling Units + 0.84 High School Attendance
+ 0.69 Retail Employment + 19.25
= 0.08 (1-6 Attendance) + 0.13 (7-12) Attendance) + 3.02
= 0.56 Total Dwelling Units + 3.80 Retail Employment
+ 0.32 Total Employment + 6.52
OTHER TRIP PURPOSE PRODUCTION AND ATTRACTION
= 0.96 Retail Employment + 0.37 Total Dwelling Units
+ 0.14 Other Employment + 27.56
= Truck Trip Production
= 0.42 Retail Employment + 0.12 Total Dwelling Units
+ 0.13 Hotel-Motel Units + 0.0 I Other Employment + 24.36
= Calculated Through the Use of Growth Factors
-22-
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~ ~ .NGIN..RS, INC.
1104 E ROBINSON SlREET
ORLANDO. FLORIDA 32801
Tn 407 425-04'2
FAX 407 648-1036
SCALE: NTS
DATE: 3-20-97
1996 TRAFFIC ZONES
WINTER SPRINGS TRANSPORTA llON sruOy
FIGURE
4
Joe NO.: W0459.01
II 1-23
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OUATS Highway Network Modifications - The micro-computer process selected for use in this
Winter Springs Transportation Study is the TRANPLAN battery of programs as incorporated by the
Florida Department of Transportation into Micro-FSUTMS. This battery of programs was
developed by the Florida Department of Transportation in order to provide a standardized tool to
local planners throughout the state. This model is designed to enable the local planner to utilize the
data files and routines available throughout the State of Florida on micro-computers.
The regional network chosen for use in both Casselberry and Winter Springs was used by Seminole
County in the development of their Transportation Management Program (TMP). This network
required some modifications as zone sizes are extremely large.
Zone Structure Modifications - In order to conduct the detailed analysis required in this effort,
modifications to the zone structure incorporated above were required. The Seminole County
network and zone structure used as input included only 300 zones for the entire three county region
including 91 zones in Seminole County. The resultant highway network was equally coarse. This
network and zone structure was subdivided into new zones compatible with the detailed highway
network previously described. Since the zone structure in Casselberry was previously developed
for a very detailed study, it was retained outside the City of Winter Springs. The resulting network
contained 400 zones with 29 micro-zones within the City of Winter Springs and 86 in the
Casselberry area. Micro-zones used in the City of Winter Springs are shown in Figure 4 and those
in Casselberry are provided in the Appendix.
Winter Springs Transportation Network - Since the OUA TS basic network was utilized as a skeleton
for the Winter Springs Study, roadways had to be added to the model structure. Existing major
roadways in the planning area are:
I. S.R. 434
2. Tuscawilla Road
3. Red Bug Lake Road
4. S.R. 436
5. U.S. 17-92
6. Seminola Boulevard-Lake Drive
7. S.R.419
8. Winter Park Drive
9. S.R.426
Roadways added to the Winter Springs Network in this study are:
1. Northern Way
2. Winter Springs Boulevard
3. Dyson Road
4. Trotwood Boulevard
5. Panama Road
-24-
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6. Hayes Road
7. Moss Road
8. Edgemon A venue
9. Sheoah Boulevard
10. Sheparel Road
11. Shore Road
The complete 1996 network used in this study is shown in Figure 2; 1996 Existing Roadway
Classification and Number of Lanes.
Model Validation
As a means of checking and validating travel inventories, several screenlines are normally defined
which would completely bisect the planning area. Screenlines should follow natural topographic
features and cut as few major streets as possible to minimize the cost of travel inventories which
would be conducted at those points. In the Winter Sp~gs planning area, there are three screenlines.
Screenline A runs east-west, and Screenlines B and C run north-south. These screenlines are shown
in Figure 5.
Model validation was accomplished by loading of the current trip table (1996) on the network (see
Appendix for Traffic Assignment Node Map) and comparing assigned volumes to observed volumes
as determined by traffic counts. The FSUTMS/TRANPLAN computer programs examine the paths
from origin to destination to determine which links are used and then accumulates trips from the
origins to destinations on the links. Capacity restraint was used in the process of calibration to
change link speeds in response to loaded volumes with the objective of providing realistic
assignments. The files necessary to reproduce the 1996 E + C and 20 I 0 traffic are shown in Tables
10, II and 12, provided to the City along with the final report.
An Equilibrium Assignment (FSUTMS) was used to have a more balanced loading on the network.
Table 13 shows the screenline results on screenlines A, B and C in the Winter Springs area. The
overall amount of trips are correct with very slight differences on both north-south and east-west
screenlines. As can be seen from Figure 6, most links in the Winter Springs network had very
acceptable assignment loadings.
-25-
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llCJ.4 E ROBINSOO STREET
ORLANDO. flORIDA J2801
TEl 0407 0425-CJ.452
FAX 0407 6~-'OJ6
SCALE: N TS
DATE: 3-20-97
SCREENUNES MODEL VALIDA TlON 1996
WINTER SPRINGS TRANSPORT A TlON STUDY
AQUAE
5
JOB NO.: W0459.01
111-26
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Table 10,
I MODEL V ALIDA TION FILES
(TRANPLAN)/(FSUTMS)
I File Name Content
LINKS.WSE 1996 Road Network
I GRVTOT96.PRN Gravity Model-Input
HASSIGN.WSE 1996 Assignment
I
I Table 11
E & C FILES
(TRANPLAN)/(FSUTMS)
I File Name Content
I LINKSEC. WSE 1996 + Committed Road
Network
GRVTOTEC.PRN Gravity Model-Input
I HASSIGN.WEC 1996 + Committed
Assignment
I Table 12
2010 FILES
I (TRANPLAN)/(FSUTMS)
File Name Content
I LINKS 1 O. WSE 2010 Road Network
GRVTOT10.WSP Gravity Model-Input
I HASSIGN.WSP 2010 Assignment
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Table 13
SCREENLINE COMP ARlSONS
1996 MODEL VALIDATION
(Average Daily Traffic)
Screenline
Model
Result
Traffic
Count
Percent
Validated
AA
BB
CC
25,600
67,600
61,300
25,141
69,029
61,713
1.02
0.98
0.99
Plan Development
In order to detail the transportation improvements that are needed in a particular area, the future
demand for transportation facilities must be quantified. 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 1996 Winter
Springs Transportation Study outside the City are similar forecasts that are available from OUA TS.
Seminole County also has base year (1995), and 2001 data by OUATS TAZ. The forecasts for
Winter Springs micro-zones were 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. 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 socioeconOlpic 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.
It does@assume a high density urban center at S.R. 434 and Tuscawilla Road. 20 lOSE data for
the other zones within the region were taken from the OVA TS.
Test Highway Network - The 2010 test network was developed by the City in an attempt to
accommodate the type of 20 I 0 development described above and quantified with SE data in the
Appendix. This network incorporated all of the programmed improvements from the FDOT and
Seminole County as well as modifications to the 2010 Future Traffic Circulation Map (see
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Appendix) to respond to the change in land development assumptions and minimize the impact on
residential areas as provided for in the Transportation Goals, Objectives and Policies, previously
described. This test network is illustrated in Figure 7.
An analysis of the assignment of Year 2010 trips to this network is provided in Table 14. It is clear
that LOS D will be exceeded on some major segments and several transportation improvements are
required in the Winter Springs study area in order to satisfy future traffic demands. These needed
improvements are primarily on the{aiteriaI syste!ri)and the responsibility for making most of these
improvements has been undertaken by either the Florida Department of Transportation or Seminole
County. However, this test assignment also indicates that some improvements are needed on the
local street system. These improvements are the responsibility ofthe City.
Final Transportation Plan
The results of the assignments to the Test Highway Network were analyzed in order to develop a
final plan that represents the roadway improvements required in the City of Winter Springs and the
study area by 2010 (see Figure 8). These include improvements committed to by FDOT (5 Yr. Plan),
those committed to by Seminole County and in the OUATS 2010 update. These are shown in Table
6. Those improvements needed within the City Limits that are funded by sources other than the City
are shown in Table 15. Projects that are the City's responsibility are shown in Table 16.
"
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1104 E ROBINSON SlREET
o ORlANDO. flORIDA 32801
lEi 407 425-0452
FAX 407 648-1036
SCALE: NTS
DATE: 7-31-97
2010 TEST HIGHWAY NElWORK
WINTER SPRINGS TRANSPORT A llON snJOY
RGUAE
7
JOB NO.: W0459.01
III-
I1I-32
.. - - .. .. - - -, - ,- --, - - - - - - - -
TABLE 14 (2 of 3)
YEAR 20 I 0 ROADWAY LINK LEVELS OF SERVICE
WITH 2010 NETWORK
ROADW A Y FROM TO NO. OF ROADW A Y LOS D MODEL VIC MODEL ~
LANES CLASS DAlL Y DAILY RATIO DAlL Y
CAPACITY VOLUME LOS
MOSS ROAD S.R. 434 C.R.4]9 4 COLLECTOR 22,600 ]4,100 0.62 D
NORTHERN WAY TROTWOOD BLVD TUSCORA DR. 2 COLLECTOR 10,200 6,100 0.60 D
NORTHERN WAY TUSCORA DR. VISTA VILLA DR. 2 COLLECTOR 10,200 3,200 0.31 C
NORTHERN WAY VISTA VILLA DR. WINTER SPG BLVD -E 2 COLLECTOR 10,200 3,600 0.35 C
NORTHERN WAY TROTWOOD BLVD WINTER SPG BLVD-S 2 COLLECTOR 10,200 2,500 0.25 C
NORTHERN WAY WINTER SPG BLVD SHETLAND AVE. 2 COLLECTOR 10,200 3,600 0.35 C
NORTHERN WAY SHETLAND AVE. GREENBRIAR LN. 2 COLLECTOR 10,200 3,900 0.38 C
NORTHERN WAY GREENBRIAR LN. WINTER SPRG BLVD 2 COLLECTOR 10,200 2,200 0.22 C
TROT WOOD BLVD TUSKA WILLA RD. NORTHERN WAY 2 COLLECTOR 10,200 4,500 0.44 C
WINTER SPG BLVD TUSKA WILLA RD. NORTHERN WAY 2 COLLECTOR 10,200 8,500 0.83 D
WINTER SPG BLVD NORTHERN WAY GREENBRIAR LN. 2 COLLECTOR 10,200 5,600 0.55 D
WINTER SPG BLVD GREENBRIAR LN. NORTHERN WAY 2 COLLECTOR 10,200 5,000 0.49 C
WINTER SPG BLVD NORTHERN WAY NORTHERN WAY 3 COLLECTOR 12,000 11,100 0.93 0
WINTER SPG BLVD NORTHERN WAY S.R.426 4 COLLECTOR 22,600 11,900 0.53 D
PANAMA ROAD EDGEMON AVE. MOSS ROAD 2 COLLECTOR 10,200 9,100 0.89 D
PANAMA ROAD MOSS ROAD SHORE ROAD 2 COLLECTOR 10,200 ],300 0.13 C
-
HA YES ROAD BAHAMA ROAD DOLPHIN ROAD 2 COLLECTOR 10,200 2,000 0.28 C
HA YES ROAD DOLPHIN ROAD S.R.434 2 COLLECTOR 10,200 6,600 0.65 D
DOLPH]N ROAD MOSS ROAD HAYES ROAD 2 COLLECTOR 10,200 2,700 026 C
FISHER ROAD EAST LAKE DRIVE PANAMA ROAD 2 COLLECTOR 10,200 1,400 0.14 C
11I-33
- - ..- -..! - -, .- - - ;- .- - - - -- - - .- -
(3 of 3)
TABLE 14
YEAR 2010 ROADWAY LINK LEVELS OF SERVICE
WITI-I2010 NETWORK
ROADW A Y FROM TO NO. OF ROADWAY . LOS 0 MODEL VIC MODEL
LANES CLASS DAILY DAlL Y RATIO DAILY
CAPACITY VOLUME LOS
TUSCORA DRIVE NORTHERN WAY S.R. 434 2 COLLECTOR 10,200 2,700 0.27 C
VISTA WILLA DR. NORTHERN WAY S.R. 434 2 COLLECTOR 10,200 4,000 0.39 C
GREENBRIAR LN. NORTHERN WAY WINTER SPRG BLVD. 2 COLLECTOR 10,200 1,500 0.15 C
DYSON DR. TUSCA WILLA RD. SHETLAND AVE. 2 COLLECTOR 10,200 2,600 0.26 C
SHETLAND AVE. RED BUG LAKE RD DYSON DRIVE 2 COLLECTOR 10,200 3,500 0.34 C
SHETLAND AVE. DYSON DRIVE NORTHERN WAY 2 COLLECTOR 10,200 5,000 0.49 C
EDGEMON AVE. SEMINOLA BLVD PANAMA ROAD 2 COLLECTOR 10,200 9,100 0.89 0
EDGEMON AVE. SHEPARD ROAD SR.419 2 COLLECTOR 10,200 4,300 0.42 C
EDGEMON AVE. S.R. 434 SHEPARD ROAD 2 COLLECTOR 10,200 5,600 0.39 0
11I-34
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EIGHT LANES
SIX LANES
FOUR LANES
THREE LANES
TWO LANES
PAVING/DRAINAGE
EXlENSION
TRAFFIC SIGNAL/
INlERSECTlON GEOMETRY
LEGEND:
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Table 15
CITY 2010 ROAD NEEDS
DEVELOPER AND OTHER FUNDING
(Inside City Limits)
Developer
1. Connect Shepard Road to Edgemon Avenue.
2. Improve Tuskawilla Road north of S.R. 434 (formerly Brantley Avenue).
3. Improve Spring Avenue with drainage and paving improvements.
County
I. Improve Tuscawilla Road from two (2) lanes to four (4) lanes.
2. Improve Shepard Road to three (3) lanes from U.S. 17-92 to Sheoah Boulevard.
3. Improve East Lake Drive from two (2) lanes to four (4) lanes.
State
1. Improve U.S. 17-92 from Seminola Boulevard to S.R. 419 from four (4) lanes to eight (8)
lanes.
2. Improve S.R. 434 from U.S. 17-92 to Moss Road from five (5) lanes to seven (7) lanes.
3. Improve S.R. 434 from S.R. 419 to Eastern Beltway from four (4) lanes to six (6) lanes.
4. Improve S.R. 419 from S.R. 434 to U.S. 17-92 from two (2) lanes to four (4) lanes.
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Table 16
CITY 2010 ROAD NEEDS
CITY OF WINTER SPRINGS FUNDING
Phase I
The following improvements should be undertaken by the City at the earliest possible date:
1. Improve Panama Road from Moss Road to Edgemon A venue.
2. Improve Hayes Road north of Bahama Road to existing paving on Hayes.
3. Improve Moss Road from Panama Road north to existing paving on Moss Road.
4. Replace Hayes Road bridge.
5. . Replace Moss Road bridge.
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.
~ ~
3. Paving and drainage improvements to Fisher Road from Panama Road to City Limits.
4. Add stacking lanes to Hayes Road at the S.R. 434 intersection.
Phase III
1. Upgrade Moss Road from S.R. 434 to S.R. 419 from two lanes to four lanes.
Phase IV
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
~oth traffic flow directions.
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Table 16
(Continued)
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. S.R. 434 & Tuscora Drive
2. S.R. 434 & Vista Willa Drive
3. S.R. 419 & Edgemon Avenue
4. S.R. 419 & Moss Road
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
2. Winter Springs Boulevard & Northern Way (westernmost)
3. Northern Way & Shetland Avenue
4. Northern Way & Tuscora Drive
5. Northern Way & Vista Willa Drive
6. Trotwood Boulevard & Northern Way
7. Edgemon A venue & Shepard Road
8. Winter Springs Boulevard & Northern Way (easternmost)
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CHAPTER IV
CONCURRENCY PLANNING
,
In 1985, the Florida Legislature adopted the "Growth Management Act," (Florida Statutes, Chp. 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 jnsure
that the public faci ities and services that are necessary to support develo ment be available
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"concurrent" with the impacts of developmen . hIS means that all new development must be
located where existing services are available or where there are plans and funds to provide these
services. It is understood that the Winter Springs City Commission intends to pass a concurrency
management ordinance in compliance with this requirement. . ..-
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OBJECTIVE OF THIS REVIEW
As of this date, the City of Winter Springs has not monitored traffic impacts from new development
since adoption of the Comprehensive Plan; thus, approved (vested) development traffic mayor may
not be under the Level of Service (LOS) threshold established in the Comprehensive Plan. To
determine whether existing and committed (funded for construction within three years)
transportation facilities can accommodate existing and approved development, a comparison of
existing and committed traffic to adopted roadway capacities was accomplished. Since traffic
studies have not been required for new development, it was necessary to simulate this vested
(committed) traffic using traffic models calibrated for the City of Winter Springs (Chapter III).
These models require socioeconomic data by traffic zone for the existing plus committed (E+C)
development. This data was developed by the Consultant from data provided by the City (see Table
17), and the application of the model resulted in an assignment of E+C traffic to the system of
arterial and collector roads in the Winter Springs Area.
A V AILABLE 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).
Table 18 shows the status of each link in the City of Winter Springs as of the end of 1996. Those
links showing a negative "Available Capacity" will require widening before additional development
traffic can be accommodated. In some instances, it may be possible to accommodate the
development using a peak hour analysis which must be performed by the applicant. ADT traffic
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values shown in Table 18 may be converting to peak hour using factors developed by FDOT] in their
derivation of LOS D Capacity.
The information in Table 18 (as updated) may be given to development applicants. It is understood
that as developments are approved, the table should be updated by adding traffic (ADT) obtained
from a Traffic Study Report. The table should be fully updated every two (2) years with new traffic
counts and E+C traffic either from the model or manually by deleting that portion of each project's
traffic that is builtout.
TRAFFIC IMPACT REPORTS FOR CONCURRENCY AND MITIGATION
It is the intent of the City Commission to responsibly monitor growth and development in order to
ensure that adequate public facilities are in-place to serve new development, and that such facilities
perform at adopted levels of service so defined in the City's Comprehensive Plan.
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.
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 and under Objective D given in Chapter III.
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 aecess point may be excluded from the evaluation.
I Florida's Level of Service Standards and Guidelines Manual for Plannin~, FDOT 1995
(or as updated), See Table E-l.
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TABLE 17
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October 1996 City of Winter Springs Existing Plus Committed Socioeconomics Data
Seminole Subzone Existing Existing Existing Existing Existing Total School School
County Single Multi-Family Industrial Commercial Service Employment Enrollment Enrollment
Traffic Zone Familv DU DU Employment Employment Emplovment K-8 9-'12
70 71 0 0 0 0 0 0 0
776 60 0 0 0 0 0 0
72 72 113 0 0 0 0 0 0
778 468 0 0 0 15 15 0
82 82 1371 0 0 9 30 39 0
83 83 545 0 0 104 0 104 0
780 127 0 10 0 10 20 0
781 1005 0 0 30 0 30 0
782 129 0 0 0 0 0 0
84 84 92 0 72 0 57 139 0
I 783 243 460 166 10 54 230 2458
85 85 0 0 0 28 0 26 0
86 86 3 0 0 0 0 0 0
785 25 0 0 54 0 54 0 2715
87 87 260 0 0 6 72 78 0
786 473 0 0 0 0 0 0
787 557 0 0 0 0 0 0
88 88 130 0 0 0 11 11 0
788 498 0 0 0 0 0 0
789 103 0 0 0 0 0 0
89 89 170 0 0 3 8 11 0
90 90 370 0 0 11 55 86 0
790 447 32 0 40 0 40 0
791 349 157 0 0 0 0 0
91 91 962 40 0 96 0 95 1280
92 92 633 392 6 124 369 499 0
93 93 2 0 412 8 27 447 0
94 94 461 622 1340 531 568 2439 815
95 95 350 1066 110 227 457 794 0
TOTALS: 9946 2769 2116 1281 1733 5157 4553 2715
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TABLE 18 (Ion)
WINTER SPRINGS
E + C SYSTEM CAPACITY ANALYSIS
(A VERAGE DAILY TRAFFIC)
ROADWAY FROM TO NO. OF ROADWAY LOS D 1996 1996 E&C NEW AVAILABLE TRIPS
LANES CLASS DAILY COUNT COMMITIED TRAFFIC TRIPS CAPACITY THIS
(E&C) CAPACITY . (E) TRAFFIC SINCE PROJECT
(C) 1996
U.S. 17-92 S.R. 434 SHEPARD RD. 6 ARTERIAL 47.500 36,123 4,271 40.394 7,106
U.S. 17-92 SHEPARD RD. C.R. 419 4 ARTERIAL 31,100 36,123 4.010 40.133 -9,035
S.R. 434 U.S. 17-92 C.R. 419 4 ARTERIAL 31,100 24.842 3,998 28.890 2,210
S. R. 434 C.R. 419 TUSKAWILLA RD 4 ARTERIAL 31,100 24,752 5.509 30.256 844
S.R. 434 TUSKAWILLA RD EASTERN BEl1WAY 4 ARTERIAL 31,100 16,552 7,478 24.030 7,070
S.R. 419 U.S. 17-92 EDGEMON AVE. 2 ARTERIAL 14,300 15,553 2,541 18.094 3,792
S.R. 419 EDGEMON AVE. S.R. 434 :.!. At-< I t:KIAL i4,SLiu loi,zh 'i,274 ;i3,545 1;)0
E. LAKE DRIVE SEMINOLA BLVD FISHER ROAD 4 COLLECTOR 22,600 12,617 6.596 19.213 3,387
E. LAKE DRIVE FISHER ROAD TUSKAWILLA RD. 4 COLLECTOR 22,600 9,472 6.826 16,298 6,302
TUSKAWILLA RD. RED BUG LK RD EAGLE BLVD. 4 ARTERIAL 31,000 25,398 11.400 36,793 -5,493
TUSKAWILLA RD. EAGLE BLVD. E. LAKE DRIVE 4 ARTERIAL 31,100 24.573 10,470 35,043 -4.043
TUSKAWILLA RD. E. LAKE DRIVE WINTER SPGS. BLVD 4 ARTERIAL 31,100 16,572 5.184 21,756 9.244
TUSKAWILLA RD. WINTER SPGS BLVD TROTWOOD BLVD 4 ARTERIAL 31,100 16,071 2,374 18,441 12,559
TUSKAWILLA RD. TROTWOOD BLVD. S.R. 434 4 ARTERIAL 31.100 12.058 2.269 14.327 16,673
SHEPARD RD. U.S. 17-92 SHEOAH BLVD. 2 COLLECTOR 10.200 3,081 60 3,141 7.059
SHEOAH BLVD. SHEPARD RD. S.R. 434 2 COLLECTOR 10,200 5.831 1.060 6,941 3.259
BAHAMA ROAD HAYES ROAD WINDING HOLLOW 2 COLLECTOR 10.200 Dirt N/A
BL
MOSS ROAD PANAMA ROAD DOLPHIN ROAD 2 COLLECTOR 10,200 Dirt N/A
MOSS ROAD DOLPHIN ROAD S.R. 434 2 COLLECTOR 10.200 4,707 608 5.315 4.885
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TABLE 18 (2 of 3)
WINTER SPRINGS
E + C SYSTEM CAPACITY ANALYSIS
(AVERAGE DAILY TRAFFIC)
ROADWAY FROM TO NO. OF ROADWAY LOS D 1996 1996 E&C NEW AVAILABLE TRIPS
LANES CLASS DAILY COUNT COMMITTED TRAFFIC TRIPS CAPACITY THIS
(E &C) CAPACITY (E) TRAFFIC SINCE PROJECT
(C) 1996
MOSS ROAD S.R. 434 C.R. 419 4 COLLECTOR 22.600 2.431 1.589 4,020 18,580
NORTHERN WAY TROlWOOD BLVD TUSCORA DR. 2 COLLECTOR 10,200 2,500 84 2,584 7.616
NORTHERN WAY TUSCORA DR. VISTAVILLA DR. 2 COLLECTOR 10.200 2,500 900 3,400 . 6,800
NORTHERN WAY TROlWOOD BLVD WINTER SPG BLVD-S 2 COLLECTOR 10,200 1,868 129 1.997 8.203
NORTHERN WAY WINTER SPG. BLVD SHETLAND AVENUE 2 COLLECTOR 10,200 2.736 1,572 4,304 5.896
I\I()QTI-lI=QI\I WAY GREENBRIAR LN. WINTER SPRG BLVD 2 COLLECTOR 10.200 1.991 530 2.521 7.679
TROTWOOD BLVD TUSKAWILLA RD. NORTHERN WAY 2 COLLECTOR 10.200 4,121 906 5.027 5.173
WINTER SPG BLVD TUSKAWILLA RD. NORTHERN WAY 2 COLLECTOR 10.200 7.384 2.448 9.832 368
WINTER SPG BLVD NORTHERN WAY GREENBRIAR LN. 2 COLLECTOR 10,200 6.099 1,226 7.324 2,876
WINTER SPG BLVD NORTHERN WAY NORTHERN WAY 2 COLLECTOR 10.200 7.284 430 7.714 2,486
WINTER SPG BLVD NORTHERN WAY S. R. 426 4 COLLECTOR 22.600 12,260 301 12,561 10.039
PANAMA ROAD EDGEMON AVE. MOSS ROAD 2 COLLECTOR 10.200 DIRT N/A
0NAMA ROA~ MOSS ROAD SHORE ROAD 2 COLLECTOR 10,200 DIRT N/A
HAYES ROAD BAHAMA ROAD DOLPHIN ROAD 2 COLLECTOR 10,200 DIRT N/A
HAYES ROAD DOLPHIN ROAD S.R. 434 2 COLLECTOR 10,200 3,381 460 384 6,359
DOLPHIN ROAD MOSS ROAD HAYES ROAD 2 COLLECTOR 10.200 241 35 276 9.924
FISHER ROAD EAST LAKE DRIVE PANAMA ROAD 2 COLLECTOR , 10,200 1,267 218 1,485 8,715
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TABLE 18
WINTER SPRINGS
E + C SYSTEM CAPACITY ANALYSIS
(AVERAGE DAILY TRAFFIC)
(3 of 3)
ROADWAY FROM TO NO. OF ROADWAY LOS D 1996 1996 E&C NEW AVAILABLE TRIPS
LANES CLASS DAILY COUNT COMMITTED TRAFFIC TRIPS CAPACllY THIS
(E&C) CAPACllY (E) TRAFFIC SINCE PROJECT
(C) 1996
SHORE ROAD PANAMA ROAD END 2 COLLECTOR 10.200 425 170 595 .9,605
EAGLE RIDGE RD. BAHAMA ROAD S.R 434 2 COLLECTOR 10,200 NOT OPEN
TUSCORA DRIVE NORTHERN WAY S.R 434 2 COLLECTOR 10.200 765 2,127 2.892 7.308
VISTAWILLA DR NORTHERN WAY S.R 434 2 COLLECTOR 10.200 1,410 174 1.584 8.616
GREENBRIAR LN. NORTHERN WAY WINTER SPRG BLVD. 2 COLLECTOR 10.200 1,141 20 1.161 9.039
DYSON DR TUSCAWILLA RD. SHETLAND AVE. 2 COLLECTOR 10.200 3.262 281 3,543 6.657
SHETLAND AVE. DYSON DRIVE NORTHERN WAY 2 COLLECTOR 10,200 4,474 125 4.599 5,601
EDGEMON AVE. E. LAKE DRIVE MOSS ROAD 2 COLLECTOR 10.200 2,774 49 2.823 7,377
EDGEMON AVE. SHEPARD ROAD S.R419 2 COLLECTOR 10,200 2,480 365 2,845 7,355
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TABLE 19
CITY OF WINTER SPRINGS
PRIMARY IMPACT AREA
FOR
TRAFFIC IMP ACT ANALYSIS (TIA)
(DEVELOPME'~TS WITH 300 OR MORE ADT)
DAIL Y NEW TRIPS (ADT)2
GENERATED
PRIMARY IMP ACT AREA
(RADIUS)
300-1500
1501-5000
500 I-I 0,000
10,001 +
~-mile
I mile
2 miles
3 miles
2Total and "Passer-by" trips to be determined from 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 qualify as existing) less 'passer-by" trips.
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Definitions
The following terms are used to help specify the procedures necessary for the TIA:
Methodology Meeting - This i; 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 - Analys is of the Level of Service (LOS) of the intersection using the
"Operations Analysis" as defim d by the 1985 Highway Capacity Manual (or latest edition).
Site-Related Road Improvem1mts - 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 Hnd Roads;
2. Median cuts malle necessary by such driveways or roads;
3. Right and left t urn deceleration or acceleration lanes, leading to or from those
driveways or roa ds;
4. Traffic control measures for those driveways or roads;
5. Access or fronta ge roads not considered in impact fee calculations; and
6. Roads or inten:ection 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 require d 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 wid th 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 f:urn 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 cllwelling'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
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in commonly accepted trafficel 19ineering practice.
Trip Generation - The attract,on and/or production of trips caused by a given type of land
development, as documented ,n the current Institute of Transportation Engineers (ITE) "Trip
Generation" publication, or as c'alculated using the computer software "Microtrans."
Traffic Modeling - The applica tion of a series of mathematical formulae, converted to computer
software, for the purpose of estimating trip generation, trip distribution and traffic assignment to a
system of transportation facilities. Such models, calibrated for Winter Springs, currently in use by
Seminole County, or by the Orla ndo Urban Area Transportation Study (OUA TS), may be acceptable
if approved for use in the Metho dology Meeting. Other such models will require documentation of
their appropriate application in the Winter Springs area.
Purpose of TIA
The TIA is to identify transportation related impacts on the roadway that are likely to be generated
by a specific proposed development because of type, size, density, trip generation or location. The
TIA will identify access improvements, near-site improvements, and on-site improvements. The
. improvements are defined as follows:
1. Access Improve] nents
Road improveffi(~nts necessary to provide safe and adequate ingress and egress and
for efficient operations. Access improvements include but are not limited to the
following:
a. Right-of. way easements;
b. Left and right turn lanes;
c. Accelera'don and deceleration lanes;
d. Traffic cDntrol devices, signage and markings; and
e. Drainage and utilities as they relate to transportation improvements.
2. Near-Site Improvements
Off-site or near..site improvements may be required in addition to impact fees to
satisfy concurrency requirements within the primary impact area.
3. On-Site Improvements
Road and parking improvements located within the boundaries of the specific parcel
proposed for devdopment and road improvements which provide direct acces~ (turn-
lane, tapers, signalization, etc.) and right-of-way dedication are deemed to be totally
the responsibility of the developer and exclusive of the transportation impact fee.
On-site circulation and parking issues will also be addressed including traffic
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controls, pavemCllt markings and traffic safety.
Content of TIA
A TIA shall be prepared by a qualified Transportation Engineer pursuant to an acceptable
methodology of transportation planning and engineering procedures. It is understood that the report
and/or recommendations would be sealed by a professional engineer, registered in the State of
Florida. The expense of preparing the TIA is to be borne solely by the Owner/Developer. The TIA
shall be reviewed for accuracy and content by the City or its represent~tive prior to acceptance. Cost
of such review shall be borne sl.lely by the Owner/Developer.
The TIA shall include the following items and describe the methodology, practices and principles
utilized in determining the find] figs and recommendations: .
Requirements of TIA with less ':han 300 new daily trips. The following shall be provided in letter
form with Engineer's seal and appropriate backup tables:
a. Number of units (i.e. dvrelling units, square feet, etc.);
b. Description of development and ITE category for trip generation;
c. Trip end rates, or equaiions (to be used if available) used to generate the traffic, and the
source ofthis information (use of the ITE Trip Generation Manual, latest edition is required
unless otherwise appro' ed or required by the City);
d. Total trips generated fer the Average Daily Traffic (ADT) and the A.M. and P.M. peak
hours. (The peak hour :"or adjacent street traffic is usually the most appropriate peak hour
to use);
e. An analysis check if tUlTI lanes, traffic signals, or other site related improvements will be
required at the project access points and roads. Turn lane warrants prescribed at the end of
this chapter are required. .Turn lane design and length of storage lanes shall be based on
calculated "queue" len gth and shall conform to FDOT Roadway and Traffic Design
Standards (latest edition).
f. Sight distance triangles3 shall be plotted and included on site plans being reviewed with this
TIA. Limitation and restrictions within the sight distance triangle shall be identified and
removed if contained on the property of the applicant.
3Use Index Nos. 545 and 546 ofFDOT Roadway and Traffic Design Standards (latest
edition) or alternative approved by the City.
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TIA Requirements for Developments with 300 or More New Daily Trips - In addition to the
information listed above for pIojects generating less than 300 new trips, the following shall be
provided:
1. Existing Conditions:
a. General Site Description - A detailed description of the proposed development
including site location, type of development, projected construction completion date,
and phasing. Tbs section shall also provide a description of the roadway network
for the area und~r study, right-of-way and pavement widths, signal locations and
slgnage.
b. Discussion of S:andards and Analysis Techniques - A detailed discussion of the
proposed analysi) methodology, including intersection analysis, roadway capacities
and service volu meso
c. Analysis of Exi:;ting Conditions - For all roadways and intersections within the
subject area, the ~xisting average daily traffic, and peak hour traffic volumes shall be
reported, and midway link analysis and intersection analysis provided. The peak
hour of the gene! ator (development) should be provided as it relates both to the A.M.
and P.M. peak :10ur of the adjacent street. This discussion should occur at the
methodology mt:eting and an agreed peak hour(s) determined for the TIA.
d. Programmed Irlprovements - The analysis shall indicate any programmed
transportation improvements funded for the primary impact area. A programmed
improvement is I)ne that has been funded and is contained in a work program. The
analysis shall indicate what program improvements are assumed in the analysis.
Programmed improvements expected to be under contract more than three (3) years
following the Certificate of Occupancy of this development shall not be used to
determine concurrency.
Statement of Project Trip Generation Characteristics - This shall indicate the project's trip
generation characteristics in tenns of daily and peak hour generation. Full documentation shall be
provided if the trip generation rate utilized is other than that shown in the most recent ITE Trip
Generation Manual. Such documentation shall be provided at the methodology meeting and
subsequently approved by the City prior to use. Special trip generation studies may be appropriate;
however, specific procedures, number of studies and location shall be reviewed and concurred in by
the City.
Statement of Background Traffic - The analysis shall include background traffic on the adjacent
roadway network. This shall include current traffic counts as well as projection of this base line
traffic to the occupancy date and/or concurrency date. All such growth factors require
documentation and justification. They should be discussed and agreed on at the Methodology
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Meeting.
Statement of Trip Distribution G.nd Assignment - The TIA shall provide projected trip distribution
with appropriate justification ,nd documentation. The distribution of traffic approaching the
development shall either be bast d on demographic data, current turning movements in the area, or
"gravity model." The procedure to be included should be discussed and documented in the
Methodology Meeting. The project traffic shall be shown and superimposed over the background
volumes with totals indicated in map and/or table format. ADT and peak hour are required on all
links.
Traffic Impact Analyses - All analyses shall be on a peak hour basis. For intersection and driveway
analyses, turning movements will be required for a LOS analysis. Highway capacity manual
software (HCS or equivalent to . Je agreed at methodology meeting) would be used for intersection
and driveway access points. Lin k analysis shall be performed using software available from FDOT
and described in Florida's Le1fel of Service Standards and Guidelines Manual for Planning.
Driveway access points as well as intersections within the primary impact area shall be evaluated for
the Levels of Service indicated in the traffic element of the City's Comprehensive Plan. Critical
intersections to be analyzed shall be agreed to in the Methodology Meeting. At a minimum, all
signalized intersections in the primary impact area shall be analyzed. In addition, a roadway link
analysis using the FDOT software shall be developed for all impacted (more than 30 new peak hour
trips) roadways shown in the CiVs Comprehensive Plan and located within the primary impact area.
Tables and figures shall include but not be limited to the following:
TABLES
1. Proposed Land Use by Phase, Type and Size;
2. Passerby and/or Diverted Traffic Percentages by Phase and Land Use;
3. Daily Tr.:p Generation by Phase, Land Use, and Size with New Trips and
Passerby/Diverted Trips Separated;
4. Peak Hour Trip Generation in the Same Categories as Daily Trip Generation;
and
5. Trip Distribution - Percentages Approaching the Site by Direction.
FIGURES
1. Vicinity Map Showing Site;
2. Existing Traffic Counts by Link (ADT and Peak Hour);
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3. Post-Development Peak Hour Traffic (Turning Movements) - Project and
Total Tmffic Separated;
4. Post-De\'elopment Daily Traffic; and
5. Recomm ended Improvements (either listed and described, in table format, or
on a dra, ving).
Traffic count summary docum :mts and other reference material should be included in a Report
Appendix.
Conclusions and Recommenda tions - The report shall contain recommended improvements and
mitigating measures made necessary by the proposed development, including but not limited to:
a. Road Widening;
b. Provision oftuming, ac.::eleration and deceleration lanes;
c. Signalization;
d. Regulatory Signage; and
e. New Roadway Constm:tion.
While the payment of impact fees is presumed to mItlgate off-site impacts, programmed
improvements (three years) may not be sufficient to accommodate the traffic impact of the project,
thus violating concurrency requ'rements contained in the Comprehensive Plan. It will be encumbent
upon the applicant to identify iiuch intersections and links of the roadway system where Level of
Service standards will be violated at project buildout, or where improvements are planned three years
from the occupancy date of the development. It is understood that. in those developments which are
not to be occupied within one y,~ar. growth of background traffic before Levels of Service are tested
is required.
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TURN LANE POLICY
LEFT TURN LANES
1. A left turn lane on the major cross street will be required when any two (2) or more of the
following warrants are s:ltisfied:
a. Posted speed lim It is equal to or greater than thirty-five (35) mph.
b. Number of Left '.:'urn Movements
1. On multi .lane facilities, the number of left turning vehicles from the major
roadway is equal to or greater than fifteen (15) during either the A.M. or PIM.
peak houl' of the major street.
2. On two (:;) lane two-way facilities, the number of left turning vehicles from
the major roadway is ,equal to or greater than ten (10) and the opposing
through tJ affic volume exceeds three hundred and fifty (350) vehicles during
either the A.M. or P.M. peak hour.
c. Available Sight J )istance
lfthe available sisht distance for left turning vehicles to observe approaching traffic
or for approachi llg traffic moving in either direction to observe the left turning
vehicle is less than the value shown in Table A-I for the posted speed of the major
street.
d. Access Control
1. The street has been designated as a controlled access facility by Seminole
County, FDOT, or the City of Winter Springs.
2. The roadway is a multi-lane divided facility and there is sufficient room in
the medimn to allow construction of a left turn lane.
e. Traffic Control
The intersecting minor street or access point driveway is controlled by a traffic signal.
2. Separate left turn lanes are required on the intersecting minor streets or access point
driveways when any two (2) or more of the following warrants are satisfied:
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a. Posted Speed LiJ nit
When the postec: speed limit of the intersecting street or access point driveway is
equal to or great(:f than thirty (30) mph.
b. Number of Turning Vehicles
When the numbe r of left turning vehicles from the intersecting street or access point
driveway is equal to or greater than sixty (60) vehicles during either A.M. or P.M.
peak hour of the arterial street.
c. Available Sight] )istance
A vailable sight (Ii stance is not an applicable warrant in this case.
d. When the street which is being entered has been designated as a controlled access
facility by Semil'.ole County, FDOT, or the City of Winter Springs.
e. Traffic Control
When the interse::ting street or access point driveway is controlled by a traffic signal.
DECELERATION AND RIGH r TURN LANES
1. A deceleration and right turn lane on the major street will be required when any two (2) or
more of the following VI arrants are satisfied:
a. Posted major stnet speed limit is equal to or greater than forty (40) mph.
b. Number of righ1 turning movements from the major roadway is equal to or greater
than thirty (30) during either the A.M. or P.M. peak hour of the major street.
c. Available Sight Distance
If the available s:,ght distance for a right turning vehicle to be seen by through traffic
traveling in the same direction is less than the value shown in Table A-I for the
posted speed limit ofthe major street.
d. Major street has been designated as a controlled access facility by Seminole County,
FDOT, or the City of Winter Springs.
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e. Traffic Control
Intersecting stree t or access point driveway is controlled by a traffic signal.
2.
Separate right turn lanes :rre required on a minor intersection street or access point driveway
whenever any two (2) OJ more of the following warrants are satisfied:
a. Posted speed lim it of the intersecting or access point driveway is equal to or greater
than thirty (30) n iph.
b. Number of right turning vehicles from the intersecting street or access point driveway
is equal to or greater than sixty (60) during either the A.M. or P.M. peak hour of the
major street.
c. Available sight (iistance is not an applicable warrant in this case.
d. Access Control
If the arterial stre::t which is being entered has been designated as a controlled access
facility by Seminole County, FDOT, or the City of Winter Springs.
e. Traffic Control
1. Intersecting street or access point driveway is controlled by a traffic signal.
2. An accel eration lane is provided on the arterial street and the right turn
movemeJ it is not controlled by a yield or stop sign.
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TABLE 20
SIGHT DISTA~CE FOR TURN LANE POLICY
(Rounded Values)
POSTED SPEED (MPH) ~ 20
STOPPING SIGHT DISTANCE
Minimum (FT)
Desirable (FT)
30
40
50
60
125 200 275 400 525
200 .. 250 375 475 650
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APPENDIX
- - - - - __ - '_ 1- '.' _ ~ ._ _, _ __. ..
TABLE A-1
CITY OF WINTER SPRINGS
PUBLIC WORKS - LOCAL OPTION GAS TAX
PROPOSED PROJECT EXPENDITURES BY YEAR
Project Year 1 Year 2 Year 3 Year 4 Year 5 Total Prior
Proiect Name Number 97/98 98/99 99/00 00101 01/02
Wagners Curve Removal 97 -4411-062 $80,000 $80 000
Public Works Compound 99-4411-063 $60 000 $60 000 $60,000 $60,000 $240,000
Resurfacing 98-4411-064 $150000 $150,000 $150,000 $150000 $150.000 $750 000
Underdrains 98-4411-065 $50 000 $50,000 $50,000 $150,000
TOTAL $280,000 $210000 $260,000 $210,000 $260,000 $1,220,000 $0
PROPOSED PROJECT REVENUE SOURCE BY YEAR
;I>
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(1)
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Project Year 1 Year 2 Year 3 Year 4 Year 5 Total Prior
Revenue Source Number 97/98 98/99 99/00 00101 01102
Local Option Gas Tax 97 -4411-062 $80 000 $80,000
Local Option Gas Tax 99-4411-063 $60,000 $60,000 $60,000 $60,000 $240,000
Local Option Gas Tax 98-4411-064 $150,000 $150,000 $150,000 $150,000 $150,000 $750,000
Local Option Gas Tax 98-4411-065 $50 000 $50,000 $50,000 $150,000
TOTAL $280,000 $210000 $260,000 $210,000 $260,000 $1 220,000 $0
PROPOSED EQUIPMENT EXPENDITURES BY YEAR
Project Year 1 Year 2 Year 3 Year 4 Year 5 Total Prior
Equipment Name Number 97/98 98/99 99/00 00101 01102
Vehicle 98-4411-066 $26,000 $20 500 $21,000 $67,500
TOTAL $26,000 $20,500 $0 $21,000 $0 $67,500 $0
PROPOSED EQUIPMENT REVENUE SOURCE BY YEAR
Project Year 1 Year 2 Year 3 Year 4 Year 5 Total Prior
Revenue Source Number 97/98 98/99 99/00 00101 01102
Local Option Gas Tax 98-4411-066 $26,000 $20,500 $21,000 $67,500
TOTAL $26,000 $20,500 $0 $21,000 $0 $67,500 $0
- - -- - - - - '- ,-- - -,- -- - - -
TABLE A-2
CITY OF WINTER SPRINGS
LOCAL OPTION GAS TAX
Historical Data
FY 91 FY 92 FY 93 FY 94 FY95 FY96 FY97 FY98 FY 99 FY 2000
TRANSPORTATION IMPROVEMENT FUND ACTUAL ACTUAL ACTUAL ACTUAL ACTUAL ACTUAL BUDGET PROJECTION PROJECTION PROJECTION
REVENUES:
INTERGOVERNMENTAL REVENUES $268,779 $245,312 $237,753 $205,765 $221,816 $224,256 $245,644 $257,926 $270,822 $284,363
INTEREST $35,483 $31 ,427 $13,261 $26,604 $30,451 $17,000 $25,000 $20,000 $20,000 $20,000
MISCELLANEOUS $0 $0 $0 $0 $0 $0 $0 $0 $0 $0
TOTAL REVENUES $304,262 $276,739 $251,014 $232,369 $252,267 $241 ,256 $270,644 $277,926 $290,822 $304,363
Cl:~t"l:"IT 1"'t"~EASE 5.~4Of... _Q n"o/_ _Q l.no/_ _7 .41.0t. R "1';0/_ ...4 1.1';0f... 1n 110/_ .4 I';?o/_ .4 1';.4 ot. .4 I';f':o/_
~ RECURRING EXPENSES: $30,073 $19,901 $24,913 $28,556 $96,028 $197,500 $50,000 $75,000 $75,000 $75,000
"0
('t
::s RECURRING CAPITAL OUTLAY $165,872 $366,256 $228,259 $0 $355,147 $344,804 $258,050 $250,000 $200,000 $200,000
c..
~.
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IV
TOTAL EXPENSES $195,945 $386,157 $253,172 $28,556 $451,175 $542,304 $308,050 $325,000 $275,000 $275,000
PERCENT INCREASE 3.74% 97.07% -34.44% -88.72% 1479.97% 20.20% -43.20% 5.50% -15.38% 0.00%
REVENUES OVER (UNDER) EXPENSES $108,317 ($109,418) ($2,158) $203,813 ($198,908) ($301 ,048) ($37,406) ($47,074) $15,822 $29,363
. BEGINNING FUND BALANCE $505,352 $613,669 $504,251 $502,093 $705,906 $506,998 $205,950 $168,544 $121,470 $137,292
ENDING FUND BALANCE $613,669 $504,251 $502,093 $705,906 $506,998 $205,950 $168,544 $121,470 $137,292 $166,655
----~--~-~----~----
TABLE A-3
CITY OF WINTER SPRINGS
TRANSPORTATION IMPACT FEE FUND
FROM ANNUAL AUDIT
FY 93/94 FY 94/95
Actual Actual
Revenues:
Taxes
Fees $571,213 $278,084
Intergovernmental revenues
Fines and forfeitures
Interest $32,495 $79,851
MisGell:;lneOil5:
Total revenues $603,708 $357,935
>
"0 Expenditures:
"0
<ll
;:l Current
0-
x' General government
,
w
Public safety
Transportation $10,444 $290
Capital outlay $107,297 $78,792
Total expenditures $117,741 $79,082
Excess (Deficiency) of Revenues Over (Under)
Expenditures $485,967 $278,853
Other Financing Sources (Uses):
Operating transfers in
Operating transfers out
Total other financing sources (uses)
Excess of Revenues and Other Financing Sources
Over (Under) Expenditures and Other Uses $485,967 $278,853
Fund Balances, October 1, 1993/94 $1,109,406 $1,595,373
Fund Balances, September 30, 1994/95 $1,595,373 $1,874,226
--------------~----
TABLE A-4
CITY OF WINTER SPRINGS
FINAL BUDGET FIGURES
TRANSPORTATION IMPACT FEES
REVENUES & EXPENDITURES (UNAUDITED)
Description of Revenue
TRANSPORTATION IMPACT FEE FUND
Impact Fees Collected
Interest Earned
Amended *To Date
FY 95/96 FY 96/97 FY 96/97
Actual Budget Actual '
$282,993 $310,436 $158,121
$91,583 $50,900 $39,903
$374,576 $361,336 $198,024
11''' ~... A~t"\ A~A ~"t::.'!O ..,~r=
~"- .... "... -,. -". ....---,. --
$374,576 $1,831,500 $466,789
TOTAL TRANSP. IMPACT FEE REVENUE
.^.~?ROPRIATIO~~ FROrv1 FU~4D BALA~~C=
TOTAL TRANSPORTATION IMPACT FEE REVENUES
~ AND APPROPRIATION FROM FUND BALANCE
"0
~
~ " Account No. Description of Expenditure
~ TRANSPORTATION IMPACT FEE FUND
53180 Consulting Services
54620 Signalization
56310 Capital Improvements
56930 Reserves
$92,613 $107,000 $77,111
$0 $21,000 $0
$0 $1,703,500 $399,678
$0 $0 $0
$92,613 $1,831,500 $466,789
$281,963 $0 $0
$374,576 $1,831,500 $466,789
TOTAL EXPENDITURES
APPROPRIATION TO FUND BALANCE
TOTAL EXPENSE AND APPROPRIATION
TO FUND BALANCE
CHANGE IN FUND BALANCE
FUND BALANCE - October 1,
Appropriations to (from) Fund Balance
FUND BALANCE - September 30,
$1,874,226
$281,963
$2,156,189
$2,156,189
($1,470,164)
$686,025
$2,156,189
($268,765)
$1,887,424
* To Date: 4/15/97
-------~---------~-
TABLE A-5
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October 1996 City of Winter Springs Existing Socioeconomics Data
Seminole Subzone Existing Existing Existing Existing , Existing Total School School
County Single Multi-Family Industrial Commercial Service Employment Enrollment Enrollment
Traffic Zone Family DU DU Emoloyment Employment Emolovment K-8 9-12
70 71 0 0 0 0 0 0 0
776 60 0 0 0 0 0 0
72 72 113 0 0 0 0 0 0
778 454 0 0 0 15 15 0
82 82 1132 0 0 9 30 39 0
83 83 545 0 0 104 0 104 0
780 120 0 10 0 10 20 0
781 940 0 0 30 0 30 0
782 129 0 0 0 0 0 0
84 84 44 0 72 0 67 139 0 .
. - - - -- - ~ - - .
fO,J L<t.J ,Joo 100 IV ;J<t L.JV L<t;JV
85 85 - 0 0 0 26 0 26 0
86 86 3 0 0 0 0 0 0
785 25 0 0 54 0 54 0 2715
87 87 97 0 0 6 72 78 0
786 473 0 0 0 0 0 0
787 370 0 0 0 0 0 0
88 88 20 0 0 0 11 11 0
788 477 0 0 0 0 0 0
789 103 0 0 0 0 0 0
89 89 156 0 0 3 8 11 0
90 90 359 0 0 11 55 66 0
790 441 32 0 40 0 40 0
791 227 157 0 0 0 0 0
91 91 955 40 0 96 0 96 1200
92 92 633 392 6 124 304 434 0
93 93 2 0 412 8 27 447 0
94 94 449 622 1340 531 568 2439 815
95 95 327 796 110 227 457 794 0
TOTALS: 8897 2427 2116 1279 1678 5073 4465 27'15
-------------------
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TABLE A-6
City of Winter Springs 2010 Socioeconomics Data Projections
Seminole Subzone Existing Existing Existing Existing Existing Total School School
County Single Multi-Family Industrial Commercial Service Employment Enrollment Enrollment
Traffic Zone Family DU DU Employment Emoloyment Employment K-8 9-12
70 71 62 100 0 100 0 100 0
776 118 40 0 100 0 100 0
72 72 346 0 0 640 0 1328 0
778 468 0 0 0 30 30 0
82 82 1371 16 0 9 30 39 0
83 83 585 0 0 104 0 104 0
780 127 0 15 0 325 340 0
781 1031 0 0 30 0 30 0
782 129 0 0 0 0 0 0
84 84 92 0 72 0 67 139 0
783 243 460 166 10 54 230 2458
85 85 31 0 26 1080 72 1178 0
86 86 89 140 12 100 0 112 0
785 107 106 0 54 0 54 0 2715
87 87 260 0 0 6 11 17 0
786 473 0 0 0 0 0 0
787 557 0 161 0 11 172 0
88 88 130 0 0 0 8 8 0
788 498 0 0 0 0 '0 0
789 103 0 0 0 0 0 0
89 89 170 0 0 0 8 8 0
90 90 370 0 0 11 55 66 0
790 447 32 0 63 0 63 0
791 349 157 0 0 0 0 0
91 91 962 40 86 96 65 182 1200
92 92 633 392 213 124 369 706 0
93 93 2 0 1344 8 27 1379 0
94 94 461 622 1340 531 568 2439 1000
95 95 350 1066 695 227 457 1379 0
TOTALS: 10564 3171 4130 3293 2157 10203 4658 2715
I
I TABLE A-7
I V. 'INTER SPRINGS
TRAFFJ C ZONE CONVERSION
INDEX
I
I Planning Data Assignment
Zone (Figure 4) Zone
I 71 150
776 150
I 72 148
778 149
82 97
I 83 98
780 147
781 96
I 782 190
84 151
783 146
I 85 152
86 187
785 192
I 87 153
786 191
787 144
I 88 99
788 100
789 46
I 89 45
90 143
I 790 6
791 14
91 3
I 92 4
93 5
94 1
I 95 2
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I \ppendix-7
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SEE FIGtJRE 4
,,-
WINTER SPRINGS ZONES
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LEGEND
48
_ STUDY AREA BOUNDARY
_a_a MICRO-ZONE BOUNDARY
32 MICRO-ZONE NUMBER
50
M~CRO-ZONE SYSTEM
FIGURE A..1
: Source: Casselberry Transportation Plan b~ Foxworth, Swift and Associates.
Appendix--8
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CITY OF WINTER SPRINGS
2010 FUTURE TRAFFIC
CIRCULATION MAP
JESUP
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EXISllNG ROADWAYS
ARlERlAL ROADWA"tS
CQ..LECTOR ROADWA't'S
STAlE AND COUNTY FUNDED
-.-.-.- STATE f1..t4>tD
IMPRO-.nENlS
. .............. COUNTY fUNDDl
11.fPROVELENTS
MUNICIPAL IMPACT FEE FUNDED
DEVElOPER fUNDED
IUPRO~TS
I~"'T FIE
I~RO-.nENlS
FUNCllONAL ClASSlFlCAllON
P A PRINCIPAl. ARlIRIAl.
M A "INOR ARlIRIAL
R A RURAL ARTERIAl.
M C "AJQR COLLECTOR
CMC COUNTY NINa! ccureroR
NOlE: AU.. tllGHUGHTED ROADS NOT L.A8ELED
foRE NUNIClPAL COLLECTORS.
NUMBER OF LANES
(4) NUMBER Of RD""WAY LANES
NOlE: ROADWAYS NOT LABUED HA~ 1't\Q lANES.
- - - - - - - - - - - - - - - - - - -
(0)~ 1766 ~
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-------------------
778 Tuscawilla Unit 11 66
778 Chelsea Woods 321
778 Bear Creek Estates 67
778 Chestnut Estates Ph. 1 & 2 37 14
491 0 0 0 14 0 0 0
72 Ea les Watch Ph. 1 & 2 57 53
72 Howell Creek Ph. 1 & 2 56 100
72 Tuscawilla Tract 15 Parcel 3 80
113 0 0 0 233 0 0 o '
82 Tuscawilla Unit 11 B 28
82 Tuscawilla Unit 12 90
82 Arrowhead U!"i11, (Par~el~1,4,5) 0 11
82 Fairway Oaks 72
82 Woodstream (Arrowhead Unit 5) 32 56
82 Greenbriar Phase 1 86
82 Greenbriar Phase 2 34 81
82 Chesea Parc Phase 2 36
82 Chelsea Parc Phase 3(Fox Glen) 11 51
82 Chelsea Parc Phase 4 40
82 Bentlev Green 44
82 Bentley Club 41
82 Glen EaQle Units 1,2 & 3 257
82 Carrinqton Woods 76
82 Davenoort Glen 70
82 Chestnut Ridae 52
82 Tuscawilla Unit #13 39
82 Braewick 85
82 Tuscawilla Unit 7 79
1132 0 0 0 239 0 0 0
-------------------
783 Tuscawilla Unit 8 78
783 Tuscawilla Unit 9 & 9B 164
783 Casa Park Villas 316
783 Tuscan Place 72 72
783 Indian Trails Middle School 1
783 Keeth Elementa 1
242 388 2 0 0 72 0 O.
84 The Reserve at Tuscawilla 44 48
44 0 0 0 48 0 0 0
83 Tusca Oaks Phase 1 & 2 98 40
83 Wed ewood Tennis Villas 233
83 Geor etown Units 1 2 & 3 214
P-'.A~ .. .. .. .... .. .. "
-......- - '- - I.;.... '- - '-
85 St. Johns Landina 31
85 McDonalds 1
0 0 1 0 31 0 0 0
785 W.S. Municioal Buildina 1
785 W.S. Hiah School 1
785 Bills Landscaoina 1
785 Central Winds Park 1
0 0 4 0 0 0 0 0
780 Arbor Glen 37 1
780 Tuscawilla Unit 6 89
780 St. Steohens 1
780 Kinder Care 1
780 Seven-Eleven 1
780 Tuscawilla Realty 1
780 Tuscawilla Office Comolex
126 0 4 0 1 0 0 0
-------------------
781 111
781 65
781 379
781 128
781 245
781 10 18
781 1 7
781 1
781 20
781 20
939 0 1 0 65 0 0 0
782 Winter S rin s Unit 3 129
">7 V V V U v v v
788 Oak Forest Unit 1 114
788 Oak Forest Unit 2 2A & 28 163
788 Oak Forest Unit 3 120
788 Oak Forest Unit 4 75
788 Tuscawilla Unit 5 10
788 Grand Reserve 4 12
486 0 0 0 12 0 0 0
786 Oak Forest Unit 5 (lots 468 to 561) 94
786 Oak Forest Unit 6 (lots 562 to 715) 154
786 Oak Forest Unit 7 (716 to 808) 93
786 Oak Forest Unit 8 (lots 809 to 940) 132
473 0 0 0 0 0 0 0
87 Winter Sorinas Post Office 1
87 Seminole Pines 102 100
87 Windina Hollow (east of Easement) 63
102 0 1 0 163 0 0 0
----------------,---
787 North Orlando Ranches Sec. 9 109
787 North Orlando Ranches Sec. 10 112
787 Wind in Hollow 149 187
370 0 0 0 187 0 0 0
90 North Orlando Ranches Sec. 2 52
90 North Orlando Ranches Sec. 2A 196
90 North Orlando Ranches Sec. 5 22 3
90 North Orlando Ranches Sec. 8 72
90 North Orlando Ranches Sec. 1 14 3
90 North Orlando Ranches Sec. 4 3 5
359 0 0 0 11 0 0 0
88 Seville Chase 0 110
Dunmar Estates 20
'!)n n n n 44n n n n
- ~ - , - - - '-
791 Mosswood Aoartments 147
791 Moss Glen Townhomes 10
791 The Vinevards 171
791 The Seasons 26 115
791 North Orlando Ranches Sec. 4 (Part) 5 2
791 North Orlando Ranches Sec. 1 (Part)- 25 5
227 157 0 0 122 0 0 0
790 Hacienda Villaae 441 6
790 Pinewood Terrace 32
790 State Farm Insurance 1
790 Cumberland Farms 2
441 32 3 0 6 0 0 0
- - - - - - - - - _. - - - - - - - - -
92 Hi hlands Section 6
92 North Orlando
92 North Orlando 1 st Addition
92 North Orlando 4th Addition
92 North Orlando 5th Addition
92 North Orlando 8th Addition
92 Lori Ann Acres
92 Dou 's Unit 10
92 Moss Road Quads
92 Indian Rid e
92 Deer Son
92 Fairfax A artments
92 La Petite Nurse
64
56
20
84
152
16
1
v_ ni:. _"':..J.J~~..... \..Ie: \:'v~::n
92 Dr. Pete Corum
92 Banfield Funeral Home 1
92 Excelsior Park 1
92 Winter Sorinas Center 33
92 Barnett Bank 1
92 VillaQe Market Place
92 Automotive One 1
92 Circle K 1
92 Public Works Comolex 1
92 Fire Station 1
92 Public Safety Comolex 1
633 392 42 0 0 0 0 0
...- R;"t-;t;'-c::. I""'\__''''__L..
-------------------
0 '0 0 0 0 0 0 0
94 102
94 41
94 75
94 56 2
94 8
94 16
94 25
94 75
94 22
94 144
.,.. i:)IICVQII V ,",UVII ~ -~
94 Hiahland Villaae One 62
94 Hiqhland Villaae Two 74
94 Hiohland Lakes 31 10
94 Hiahlands Elementarv School 1
94 Bavtree 182
449 492 1 0 12 0 0 0
95 Sheoah Site A 46
95 Golf Terrace Aoartments 380 250
95 Wildwood 120 170
95 Seville on the Green 200 20
95 Greensooint 107 9
95 Hiqhlands Section 5 41
95 Winter Sorinas Golf Course
95 Hiqhlands Glen 15 14
95 Sheoah Sec. 1 44
327 796 0 0 23 270 0 0
89 North Orlando Ranches Sec. 1 12 6
89 North Orlando Ranches Sec. 1 A & 1 B 55 3
89 North Orlando Ranches Sec. 6 37 2
89 North Orlando Ranches Sec 7 43 3
147 14
. . - "
.-...---- ~.e-'T'-~