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2009 03 04 Revised Draft Transportation Element
City of Winter Springs Comprehensive Plan TRANSPORTATION ELEMENT Draft EAR-Based Amendments, February 18~~ 2009 Prepared For: City of Winter Springs Community Development Department 1 126 East State Road 434 Winter Springs, Florida 32708-2799 Prepared B y: Planning Communities, LLC 2510 Wild Tamarind Blvd. Orlando, FL 32828 Revised from the Original Text Prepared By: Land Design Innovations, Inc • TABLE OF CONTENTS A. GOALS, OBJECTIVES AND POLICIES .....................................................................................4 B. INTRODUCTION ..................................................................................................................15 C. INVENTORY ........................................................................................................................15 1. Road System .................................................................................................................15 a. Jurisdiction and Maintenance Responsibility ..........................................................................16 b. Functional Classification .............................................................................................................16 c. Constrained Facilities ..................................................................................................................22 d. Crash Locations ............................................................................................................................22 e. Signalized Intersections ..............................................................................................................24 f. Evacuation Routes ........................................................................................................................24 2. Public Transit System ....................................................................................................25 3. Parking System ..............................................................................................................27 4. Bicycle System ...............................................................................................................27 5. Pedestrian System .........................................................................................................28 6. Intermodal Facilities ......................................................................................................29 D. TRANSPORTATION ANALYSIS ...........................................................................................30 1. Growth Trends ...............................................................................................................30 2. Roadway Current Performance .....................................................................................31 3. Future Roadway Performance .......................................................................................37 4. Model Development and Validation .............................................................................42 a. OUATS Model Set .......................................................................................................................42 b. Trip Generation ...........................................................................................................................42 c. Trip Distribution ............................................................................................................................42 II-1 d. Modal Split/Auto Occupancy ...................................................................................................42 e. Traffic Assignment .......................................................................................................................43 f. Trip Generation Modifications ..................................................................................................43 g. Use of OUATS 1 1 Trip Purpose Models .................................................................................43 5. Public Transit Performance ............................................................................................43 6. Other Transportation Systems .......................................................................................44 7. Future Transportation Planning .....................................................................................44 a. Future Transportation Map ........................................................................................................45 b. Transportation Concurrency Alternatives ................................................................................48 c. Future Public Transit Plan ...........................................................................................................48 d. Pedestrian Planning ....................................................................................................................48 e. Bicycle Planning ...........................................................................................................................49 f. TSM/TDM Strategies ..................................................................................................................49 II-2 LIST OF TABLES -TABLE NAMES, ORDER AND PAGE NUMBERS WILL BE UPDATED Table II - 1: Historic Daily Volumes and Year 2008 Roadway Link Levels of Service (LOS)........... Error! Bookmark not defined.Z19 Table II - 2: Historic Daily Volumes and Roadway Link Levels of Service with Existing Network (City Streets). Error! Bookmark noY defined.320 Table II - 3: Crash Locations with Greater than 5 Crashes, 2007 ..............................................................................................24724 Table II - 4: Public Transit Characteristics .................................................................................................................................25825 Table 11- 5: TAZ Projected Development ................................................................................................................................... . 50 Table II - 6: Statewide Minimum Level of Service (LOS) Standards for the State Highway System as Determined by ADT (total volume) ................................................................................................................................................................................. 34 Table II - 7: Generalized Annual Average Daily Volumes for Florida's Urbanized Areas .............................................................. 35 Table II - 8: 2012 Projected Traffic Conditions ............................................................................................................................... 38 Table II - 9: Programmed and Planned Highway System Improvements ...................................................................................... 41 Table II - 10: Programmed City of Winter Springs Improvements .................................................................................................. 41 Table II - 11: Year 2010 Road Needs/Projects (City Funding) ....................................................................................................455-5 Table II - 12: State and County Road Projects Adjacent to or Within Winter Springs ..................................................................5756 Table II - 13: Year 2010 Road Needs (County and State Funding) ................................................... Error! Bookmark not detined.~+7 LIST OF MAPS -CURRENTLY BEING UPDATED Map II- 1: Existing Roadway Classification, Jurisdiction, and Number of Lanes ........................................................................... 18 Map II- 2: Signalized Intersections and Crash Locations, 2007 ..................................................................................................... 23 Map II- 3: Public Transit System and Major Traffic Generators/Aitractors ..................................................................................... 26 ~Aap II- 4: City of Winter Springs TAZs .......................................................................................................................................... 36 ap II- 5: Year 2008 DeFiciencies and LOS ................................................................................................................................... Map II- 6: Future Transportation Map (Year 2010 Transportation Plan) ........................................................................................ 46 Map II- 7: Transportation Improvements ....................................................................................................................................... 47 II-3 CHAPTER II TRANSPORTATION ELEMENT A. GOALS, OBJECTIVES AND POLICIES GOAL 1: To develop a safe, convenient, efficient and coordinated system of motorized and non-motorized transportation facilities which ensures adequate movement of people and goods through and within the City and which incorporates transportation strategies to address reduction in greenhouse gas emissions from the transportation sector. Objective 1.1: Level of Service. Throughout the planning period, the City shall enforce the Level of Service (LOS) standard on all arterial and collector roads. (Cross Reference: See Capital Improvement Element, Policy 1.2.1.a.) Policy 1.1.1: Adopt the minimum daily LOS standard for transportation facilities based on annual average daily trips (AADT) as follows: • Limited Access Roads ~ Arterials • Collectors as prescribed by FDOT D D Policy 1.1.2: Coordinate with METROPLAN ORLANDO##~e-~AAP$ and LYNX to assist the County in maintaining the County's adopted LOS standard for mass transit - 1.03 revenue miles per capita per year based on the estimated functional population within the transit service area. , Policy 1.1.3: Monitor the functioning of the arterial and collector road system by use of the Florida Standard Urban Transportation Model Structure (FSUTMS) used by FDOT for travel demand forecasting so that collector road improvements may be scheduled according to valid priorities. Policy 1.1.4: Require a traffic study for all new development generating more than 300 13daily Ttrips. Such study shall be conducted in accordance with written procedures provided by the City. Policy 1.1.5: Evaluate proposed development for transportation concurrency using established criteria. Policy 1.1.6: Annually monitor the LOS status of arterials, collectors, and all state roadways within the City by obtaining from the State and County their most recent traffic counts at points along all roadways that would be affected by development in the City. Policy 1.1.7: Continue to use standards and guidelines for permitting the payment of proportionate fair-share contributions to mitigate locally and regionally significant transportation impacts consistent with Subsection 163.3180(16), F.S. Such standards and II-4 guidelines shall provide that the City shall not rely on transportation facilities in place or under actual construction more than three years after the issuance of a building permit, except as provided in Subsection 163.3180(16), F.S. {e~~:-~ggg-~ ~ ~_ Policy 1.1.8: Coordinate with the Florida Department of Transportation FDOT regarding methods by which the pedestrian orientation of the Town Center can be achieved. This coordination may include the possible reclassification of S.R. 434 through the Town Center as a Class II or Class III arterial, the potential designation of the facility west of Vistawilla Drive as one where it would be appropriate to apply a policy constraint prohibiting future widening of the roadway, and~or examining the appropriateness of lowering the speed limit along a portion of the roadway. Objective 1.2: Roadway Network. To provide an attractive, safe, convenient, and efficient arterial, collector and local roadway system that serves travel demands and reduces greenhouse gas emissions, through establishment of criteria to be enforced during site plan review, concurrency management and access management. Policy 1.2.1: Design the arterial roadway system, through cooperation with the FDOT and Seminole County to provide high-volume, multi-lane facilities with access controls, where appropriate, to preserve the through traffic carrying capacity of the facility. {9r~:-~8A-3-a-t-; Policy 1.2.2: Require joint use access and cross access easements, except where they would be infeasible, to encourage interconnectivity between developments and to reduce congestion on arterials and collector roads. Policy 1.2.3: Encourage the interconnection of collector roads on the street network to provide residents with alternative routes and the potential for a reduction in vehicle miles traveled. Policy 1.2.4: Fund the collector road system by transportation impact fees. , Policy 1.2.5: Develop the collector road system according to the Future Transportation Map (Map II-6) 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. Policy 1.2.6: Continue to address through the Future Transportation Map and periodic review, these factors: • Current and projected deficiencies of arterial roads under other jurisdictions; and • Existing deficiencies of City collector streets. Policy 1.2.7: Utilize appropriate access management alternative techniques to control arterial road access, reduce congestion, and preserve LOS. These techniques include but are not limited to the following: II-5 • Limit access to roads by controlling the number and location of site access driveways; , • Cross access easements to adjacent properties where feasible; and • Use of frontage or back-lot parallel access roads where feasible. Policy 1.2.8: Design eli-major roadways as complete transportation corridors to the extent appropriate, incorporating bicycle lanes, pedestrian and transit features to achieve a true multimodal system with the intent of reducing greenhouse gas emissions. As funding becomes available, retrofit existing corridors to accommodate multimodal options. Policy 1.2.9: Maintain LOS and projected traffic circulation system demand through the year 2030 by undertaking the projects listed in this element and future transportation studies conducted for the City as well as by encouraging the State, County, and METROPLAN ORLANDOf~ to implement projects on the ~state~cEounty highway system. Policy 1.2.10: Cooperate and extensively coordinate with the State, the County and METROPLAN ORLANDOt~-~A-R9~ to ensure that their improvements are implemented by the dates indicated, and as the need develops. Monitor proposed developments within the City to determine if roadway infrastructure will be adequate to service projected demand, and development approvals will be dependent upon these criteria. Policy 1.2.11: Create intersections of the new City collector roads with arterials where they will coordinate with the functioning of arterials. Policy 1.2.12: Design and engineer the collector road system to minimize traffic impact on arterial roads. Policy 1.2.13: Limit individual driveway cuts to local roads or alleys. Prohibit new residential driveway cuts onto arterial or collector roadways, unless absolutely warranted. Prohibit existing lots that have access to local roads from creating new driveway cuts onto arterial and collector roads. Policy 1.2.14: Coordinate with FDOT to appropriately re-classify S.R. 434 within the Winter Springs Town Center Corridor as a Class II or Class III arterial based on the increased density of traffic signals along S.R. 434. (Cross Reference: See Transportation Element Policy 1.1.$x) Policy 1.2.15: Support the widening of S.R. 434 to 4-lanes from S.R. 417 to S.R. 426 in the City of Oviedo. (Cross Reference: See Intergovernmental Coordination element. Polio 1.3.1 1 Objective 1.3: Roadway Connectivity. The City shall, through configuration of the City-wide collector road system, create the interaction and cohesiveness that have been lacking among the residential neighborhoods of Winter Springs, but do so in a manner that does not diminish the quality of life within each neighborhood. II-6 Policy 1.3.1: Utilize design cross-sections for collector and local roads that accommodate narrower rights-of-way and roadway widths within developments that meet the definition of traditional neighborhood development. , Policy 1.3.2: Require that roadways be dedicated to the public when there is a compelling public interest for the roadways to connect with existing public roadways. Polity 1.3.3: Require new development and substantial redevelopment to connect to existing adjacent roadways, bicycle facilities, and sidewalks or otherwise "stub-out" to future development sites, except when such connections would be patently inappropriate. Policy 1.3.4: Utilize access management standards to ensure appropriate access to the City's transportation system. Standards may include the requirement of joint-use driveways and/or cross access easements to access sites. Policy 1.3.5: Preserve the movement function of the major thoroughfare system by requiring development of parallel roads or cross access easements to connect developments as they are permitted along major roads. Policy 1.3.6: Review through the development review process, all proposed development for consistency with future transportation projects listed in this element, and for the implementation of the planned bicycle and trail system. Policy 1.3.7: When designing extensions of existing collector roads to their logical arterial connection, choose road designs that naturally slow traffic, so that improved circulation and opportunities for a reduction in vehicle miles traveled is not at the expense of peaceful habitation. , Policy 1.3.8: Prohibit the creation of landlocked parcels. Non-residential parcels shall be required to have right-of-way frontage or an adequate access easement (such as in out-parcels in shopping centers). Policy 1.3.9: Require new development and redevelopment to provide adequate emergency access on- site and as necessary to adjacent properties. I Objective 1.4: Righh-of--way. The City shall coordinate with the County and the State to protect existing rights-of-way, and to prioritize and acquire future rights-of-way in accordance with the Future Transportation Map. Policy 1.4.1: Update the Future Transportation Map when appropriate to ensure the protection of future rights-of-way. Policy 1.4.2: Do not vacate rights-of-way that are needed to maintain an efficient and adequate transportation system. Policy 1.4.3: Require the provision of adequate setbacks and dedications necessary to implement the Future Transportation Map. II-7 Policy 1.4.4: Continue requiring the dedication of needed rights-of-way from new development where applicable. Policy 1.4.5: Amend setback requirements, zoning restrictions and right-of-way protection requirements, if necessary, to make the City's land development regulations consistent with all elements of the Comprehensive Plan. Policy 1.4.6: Require adequate right-of-way protection for intersections, interchanges and future park- and-ride sites in order to retain flexibility for future growth and expansion. Policy 1.4.7: Require development in the Town Center to provide the necessary right-of-way dedications for the proposed public street network. Policy 1.4.8: Maintain minimum right-of-way requirements for new roadways. Policy 1.4.9: Pursue grant opportunities for median landscaping and road beautification. Policy 1.4.10: Require the dedication of all needed rights-of-way and necessary roadway improvements for all new development, and adopt provisions to protect dedication of roads to the City. Policy 1.4.11: Acquire rights-of-way for future transportation needs as funds become available. {9rd: Policy 1.4.12: Designate U.S. #igf-w~y-17_92 as a mass transit corridor. Objective 1.5: Multimodal System. The City shall promote alternative modes of transportation to provide a safe and efficient multimoda) system. Policy 1.5.1: Support safe and convenient on-site motorized and non-motorized traffic flow, adequate pedestrian facilities and connections, and sufficient parking for both motorized and non- motorized vehicles. Policy 1.5.2: Develop standards for access to public transit. Such standards shall apply to new development, substantial improvements of existing development, and to road improvements. Policy 1.5.3: Require both new development and substantial redevelopment to provide adequate safe pedestrian facilities on-site, to adjacent sites as practical, and in adjacent right-of-way. Such facilities shall include lighted sidewalks along both sides of all internal roadways and, as appropriate, on the development side of adjacent roadways. Additionally, mitigation or elimination of existing pedestrian hazards (e.g. upgrading an intersection) may be required, as needed and dependent upon the magnitude of the development or redevelopment project. In lieu of providing these systems, the developer may contribute funds quid pro quo for use by the City for funding expansion of similar systems. (Cross Rreference: See Capital Improvements Element P, olicy 1.4.5) I II-8 Policy 1.5.4: Require both new development and substantial redevelopment to provide adequate safe bicycle facilities on-site, to adjacent sites as practical, and in adjacent right-of-way. Such facilities shall include the provision of bicycle parking, as appropriate. Additionally, mitigation or elimination of existing bicycle hazards (e.g. installing bicycle detectors at signalized intersections) may be required, as needed and dependent upon the magnitude of the development or redevelopment project. In lieu of providing these systems, the developer may contribute funds quid pro quo for use by the City for funding expansion of similar Systems. (Cross Rfeference: See Capital Improvements Element P, olicv 1.4.5) Policy 1.5.5: Promote context-sensitive parking design to encourage walking, bicycling, ridesharing, and transit use. Shared parking is encouraged where feasible. Policy 1.5.6: Require new development and redevelopment to provide adequate on-site handicap accessible facilities, bicycle and pedestrian facilities, and, as appropriate, transit facilities to promote safe and efficient intermodal movement options. Policy 1.5.7: Require new development and redevelopment to provide safe, well lit, and efficient on- site motorized and non-motorized traffic movements, parking, and, as applicable, connections to adjacent sites and rights-of-way. Policy 1.5.8: Encourage increased land use densities and mixed uses, consistent with the Future Land Use Element to enhance the feasibility of transit and promote alternative transportation modes. Policy 1.5.9: Require that new development be compatible with and further the achievement of the Transportation Element. Requirements for compatibility may include, but are not limited to providing clearly delineated routes through parking lots to safely accommodate pedestrian and bicycle circulation. Policy 1.5.10: Include landscaping and streetscaping (including lighting) as roadway design components, where appropriate, -in order to enhance the function of the road for all users. Policy 1.5.11: Prepare, adopt and implement a pedestrian circulation plan. Priority will be given to those walkways for which heavy recreational usage is projected, as well as those along roadways between residential areas and schools, which can be implemented concurrently with other roadway improvements. , Policy 1.5.12: Require an effective and safe pedestrian circulation system as a part of any new public or private roadway design and construction. Such a system shall be given major consideration in any substantial road improvement project. Policy 1.5.13: Require that interconnected, unencumbered sidewalks be constructed concurrently with new development, by the developer (including sidewalks required to connect the development to schools, parks, bus stops, or other activity areas functioning as pedestrian generators). Policy 1.5.14: Implement bicycle lanes on both sides of er~eryr--arterial and collector streets where feasible, except in the Town Center where travel lanes are also utilized as bicycle lanes. Coordinate with METROPLAN ORLAND08, the County and the State to expand II-9 the current bicycle lane system. Implement sidewalks on both sides of all arterial and collector streets. Policy 1.5.15: Make intersections pedestrian-friendly whenever possible, by limiting the crossing width to the shortest possible distance given the characteristics of the roadway~4$-feet; use of adequate lighting; adequate timing for traffic signals; and the provision of facilities for the handicapped. Coordinate with FDOT and the County to implement this policy. Policy 1.5.16: Continue to work with other jurisdictions to convert the former railroad right-of-way into a corridor for alternative modes of travel within the City -walking trails, bicycle paths, equestrian and recreation. °° ~ ~ Y `~ ~ - ~ ~ ~ °._ ~ ~° 4 ~. __ Adopt a Greenway Interchange District (GID) Mmaster Ecirculation gglan prior to the issuance of any development approval in the portion of the GID west of S.R. 417. ~ a ~ ~ ~~- , . ~- x, r ~~_ _ Encourage the implementation of the S.R. 434 Crosstown bus route and linkage to the planned Central Florida Commuter Rail (SunRail). ~ ~ ~ ~ ~ n ' ~ -~,.~_`~, ~ ~~,~„ _Establish a Trails Advisory Committee made upe~~e~ of residents who will work together to pursue the planning and implementation of an interconnected trail and bicycle system and make appropriate recommendations to the City Commission. _... s.r _., _____Consider the feasibility of a transportation route along S.R. 434 connecting the Town Center and the Greenway Interchange District, with the proposed facility to be limited to transit, bicycle, and/or pedestrian access. Environmental feasibility and traffic circulation would be the primary effort of the initial consideration. If permitting issues are not found to be insurmountable, astudy may be performed to address issues such as potential routes and potential funding sources for capital and operating costs, and additional factors for a transit component such as operating agency, headways, hours of operation, projected ridership, and pricing. Objective 1.6: Public Transit. The City shall adopt policies to encourage the implementation and usage of public transit facilities including LYNX and the planned Central Florida Commuter Rail (SunRail) Public transit provides many benefits including improved mobility, safety, security, and environmental quality Public transit also enhances economic opportunity bx expanding the labor pool improving job accessibility and reducing traffic congestion The environmental benefits of public transit include items such as improved air quality reduced greenhouse gas emissions, and reduced stormwater runoff from paved surfaces. II-10 ~~ ,e. ~ `~-fir ~ ~,~_ ~_ ~. ~_~ Encourage land uses and site development that promotes public transit within designated public transit corridors, with priority given to those projects that will bring the greatest increase in transit ridership and reduction to greenhouse gas emissions, traffic congestions and air pollution. §~~, ~ '~~ ~~ ,~fii''~3~ ~ ~ _ ~ ~; Require residential development with greater than 200 units or commercial developments over 50,000 square feet to incorporate a transit shelter, benches, and bicycle parking into their site plan, if located along a transit route, or if not located along a transit route, to contribute fees in lieu of these facilities to be used by the City specifically for transit related facilities. Transit ridership to and from such developments shall be encouraged and further improved by including elements, such as: Clearly delineated, well lit walkways from the building to the transit stop; and Commercial buildings placed closer to the street with access and windows directed to the street. (Cross Rfeference_ See Future Land Use Element Policy 5.2.4) ' Y- . .Polacy,,,_. T~a_ Ensure that all roads serviced by public transit routes function at a LOS sufficient to support the bus service. ~~ ~ _ ; Notify LYNX of any proposed traffic generators~attractors submitted to the City for review. e _, r ~ _~_ .5: Work with LYNX to improve existing bus stops, and to design new ones to include benches, bicycle parking, signage, lights, and protection from the elements. Bus stops shall also be accessible for the handicapped and elderly passenger. ~a1~-y--l :br9:!?ol~cy_..13,:_ Coordinate with LYNX to accommodate riders with#He special needs-e#-##te ~'~> ~~-~° ,;_gx ~~~~i` L~ ~ Inventory sidewalks within one-quarter to one-half mile of the new LYNX Crosstown bus route to identify missing links in the pedestrian system. Implement new sidewalks where sidewalks do not exist or where sidewalks are in disr=>~epair and are hazardous, as funding becomes available to provide access to transit and promote ridership. Objective 1.7: Land Use Coordination. Throughout the planning period, the City shall coordinate the transportation system needs with land use designations, and ensure that existing and proposed population densities, housing and employment patterns, and land uses are consistent with the transportation modes and services proposed for these areas. Policy 1.7.1: Establish standards that promote the location of affordable housing in c-Ease-proximity to employment opportunities and transit services. II-11 Polity 1.7.2: Continue to adopt and enforce regulations and standards that require that the design and function of the roadway be adequate for the type, size, and location of the land uses they serve. Polity 1.7.3: Encourage land uses that generate high traffic counts to locate adjacent to arterial roads and mass transit corridors. 1-~-93I Polity 1.7.4: Update the traffic study portion of this Transportation Element periodically to reflect the most current population projections. , Policy 1.7.5: Develop standards to ensure that development in the Town Center consists of pedestrian- sized blocks. (Cross Rreference: See Future Land Use Element. Policy x.xx) Objective 1.8: Environment. The City should conserve the natural environment and augment open space as functions of road development. Policy 1.8.1: Choose rights-of-way for the City's collector road system, where valid options are available, distant enough from natural drainage features and upland habitats to allow coexistence with these natural areas. Policy 1.8.2: Allow the incursion of a roadway through natural drainage features and upland habitats only when its public benefit outweighs other concerns. Policy 1.8.3: Include in all new road and trail plans, adequate right-of-way for potential landscaping, where feasible, and provid ,adequate funds for maintenance in the annual budctet of the Citx. Policy 1.8.4: Maintain trees on City-controlled property according to published American National Standards Institute (ANSI) A-300 standards and Florida Institute of Food and Agricultural Sciences (IFAS) guidelines to preserve existing vegetation and canopy, as much as possible. (Cross Reference: See Conservation ElementR Policy 1.1.5) Objective 1.9: Intergovernmental Coordination. Traffic circulation planning will be coordinated with METROPLAN ORLANDO#kte--AA-PB, FDOT, Seminole County, neighboring jurisdictions and other transportation related agencies. Policy 1.9.1: Monitor the schedules for improvements and ongoing policies of all jurisdictions whose transportation responsibilities within the City limits affect the quality of life and the LOS on which Winter Springs citizens depend. Policy 1.9.2: Review subsequent versions of the FDOT Five-Year Transportation Plan, in order to update or modify this element, as necessary. Policy 1.9.3: Keep abreast and review updates to the Transportation Element of the Seminole County Comprehensive Plan, in order to update or modify the City' element, as necessary. II-12 Policy 1.9.4: Promote a comprehensive transportation planning process that coordinates state, regional, and local transportation plans. Policy 1.9.5: Support the State and the County on the establishment of alternative transportation systems, including high speed, commuter, and~or light rail line systems connecting Seminole County with other areas in Florida. Policy 1.9.6: Work with FDOT and Seminole County to make low speed urban street design the normal, default practice for street construction, reconstruction, or modification within the Town Center. These urban street design features shall include, but not be limited to, wide sidewalks, narrow motor-vehicle lanes, street trees, prominent crosswalks, tight turning radii, and very limited use of turn lanes. The City shall encourage the same policy be adopted and implemented by these entities for their roadway segments within the Town Center. Policy 1.9.7: 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. Policy 1.9.8: Coordinate with the Florida Department of Transportation regarding a reduction in the speed limit on S.R. 434 in the Town Center, when warranted, to better reflect the pedestrian-friendly environment being created in the Town Center. (Cross Rreference: See Transportation Element Policy 1.1.8) Policy 1.9.9: Discourage the widening of S.R. 434 west of Vistawilla Drive. (Cross Rreference: See Transportation Element, Policy 1.1.8) Objective 1.10: Transportationf~ Management Systems. The City shall evaluate the need and feasibility of implementing transportation##ie management systems. , Policy 1.10.1: Consider adopting and~or promoting Transportation System Management (TSM) or Transportation Demand Management (TDM) strategies to enhance traffic capacity, movement and safety, if needed. Consider additional TSM/TDM strategies, such as staggered work hours, transit, trail, ridesharing~carpooling incentives, guaranteed ride home and other TSM~TDM measures. Objective 1.11: Concurrency Management System. The City shall maintain a Concurrency Management System to ensure that transportation facilities and services needed to support development and redevelopment are available concurrent with the impacts of such development. Policy 1.11.1: Continue requiring that adequate transportation facilities to maintain the City's LOS standards be available to meet the traffic demands of all new development prior to the issuance of a final development order, in accordance with the Concurrency Management Provisions set forth in the Capital Improvements Element of this Plan. Policy 1.11.2: Require that all new developments anticipated to generate 300 or more daily trips be required to submit a Transportation Impact Study. {9r~: ~}-{Cross Rfeference: See Transportation Element, -Policy 1.1.43) II-13 Policy 1.11.3: Require new development, regardless of size, to provide operational improvements to the City' transportation system to mitigate their impacts on the system, to ensure smooth traffic flow, and to aid in the elimination of hazards. Improvements may include, but are not limited to: providing added connectivity, the addition of turn lanes, deceleration lanes, signage, signals and pavement markings, and contributions to the City~s multimodal system. ~ , Policy 1.11.4: Require that transportation facilities needed to serve new development are in place, or under actual construction, within 3 years after the approval of a building permit, or its functional equivalent that results in traffic generation. The only exceptions to this policy are those described in Subsection 163.3180, F.S. Polity 1.11.5: Maintain records to determine whether any 1 10% de minimus transportation impact threshold is reached, pursuant to Subsection 163.3180(6), F.S. rued: A summary of these records shall be submitted with the annual Capital Improvements Element update. Policy 1.11.6: Consider conducting a study to determine the feasibility of implementing a Transportation concurrency Exception Area (TCEA), Multimodal Transportation District (MMTD), or similar concurrency management alternative(s) for the Town Center, Greenway Interchange District, and the developable land between the two areas, to encourage urban infill development. Such a study, following coordination with FDOT regarding the methodology, may include: Establishing whether concurrency management alternatives are appropriate to help achieve the goals and objectives of the Comprehensive PIan4 Investigating the implementation of similar systems in jurisdictions with similar characteristics and issuesL Establishing guidelines for granting exceptions to transportation concurrency for urban infill development, urban redevelopment, downtown revitalization, or similar purpose allowed by Florida StatutesL Evaluating possible mobility strategies that promote the purposes for which an exception may be proposed and Determining specific steps that would need to be undertaken by the City. II-14 ~B. INTRODUCTION The City is located within an urbanized portion of a Metropolitan Planning Organization ~4R~--jMETROPLAN ORLANDO. Therefore, the City is required by the State to adopt a Transportation Element, as opposed to a Traffic Circulation Element, and to coordinate the element with the long-range transportation plan of the ~4R~METROPLAN ORLANDO. The purpose of the Transportation Element is to plan for a multimodal transportation system that emphasizes accessibility by placing emphasis on public transportation systems; encourages the development of compact, pedestrian-oriented urban areas; promotes energy efficient development patterns; and protects air quality. An essential base for planning a transportation system is the Future Land Use Element. The Future Land Use Map will determine where new or improved transportation facilities may be needed. The Transportation Element will assess the condition and capacity of the existing transportation facilities, project future needs, set Levels of Service (LOS) standards for roads and determine future system improvements. Roadway LOS standards will be established to ensure that adequate facility capacity for future development is concurrently sufficient with the issuance of development orders and ~e~relepmerrt--permits. These standards will be established for each roadway link consistent with the facility type, and current Florida Department of Transportation (FDOT) LOS guidelines. The transportation planning process in Seminole County is a joint effort among various federal, state, regional, county and municipal agencies working together with METROPLAN ORLANDO#~ie-AA-RA. This agency ensures that highways, public transit, bicycle, pedestrian, and other transportation facilities are coordinated and planned consistent with planned development in the urbanized area. September 2004, METROPLAN ORLANDO adopted the 2025 Long Range Transportation Plan for the Orlando Urban Area, a 20-year multimodal plan for guiding transportation improvements in the Orlando urban I area (Orange, Osceola, and Seminole Ecounties). The plan is based on regional needs identified through the process of forecasting future travel demand, evaluating system alternatives, and selecting those options which best meet the mobility needs of the region. The plan recommends road, highway, beltway, rail, and transit system improvements to be implemented by 2025. The plan represents the best combination of financial resources and improvements to meet the goals and objectives of the study. C. INVENTORY An efficient transportation system should provide access to various land uses through alternative transportation modes. The overview of the existing multimodal transportation system within the City rovides the basis for analyzing existing transportation deficiencies and needs within the City. This section will identify existing roadway and transit facilities, availability of public parking facilities, airport and rail line systems, availability of bicycle and pedestrian facilities and other ancillary services and programs. 1. Road System Historically, the City has been an automobile dependent, suburban community served by one major north-south County road, Tuskawilla Road, and one major east-west route, S.R. 434, which is primarily a 4-lane arterial highway. Other major roads in the City and vicinity are S.R. 417 (Seminole Expressway), S.R. 419, U.S. 17-92, Red Bug Lake Road, and East Lake Drive. The City's roadway network is displayed on Map II-1. II-15 • S.R. 417 (Seminole Expressway): A north-south four-lane divided expressway located along the eastern boundary of the City, which provides access to Sanford to the north and Orange County to the south. U.S. 17-92: A nPlorth-south principal arterial located along the west boundary of the City. It connects with Sanford to the north and Orange County to the south. The route passes through Orlando, Winter Park, Maitland, Casselberry, Longwood, Winter Springs, Lake Mary and Sanford. It is currently asix-lane undivided facility where adjacent to the City-e#~A~i~-te~S, and four lanes north of Shepard Road. S.R. 434: A principals arterial that runs from south of Altamonte Springs north to Longwood, then east through the center of Winter Springs to Oviedo, then south past the University of Central Florida to S.R. 50 east of Orlando. S.R. 434 within the City-e#~A~i+~ter-Sir-ipgs is primarily afour- lane facility, with a portion of the road east of S.R. 417 consisting of a two-lane segment. S.R. 434 passes through the Town Center, the City 's concentrated mixed-use downtown urban center. Because the Town Center is apedestrian-oriented environment, the posted speed of 45 miles per hour on S.R. 434 poses safety and other issues for pedestrian crossings. • S.R. 419: A minor arterial that runs from S.R. 434 in Winter Springs to U.S. 17-92 near Lake Mary. Within the City '-~s, it is a two-lane undivided facility. • Tuskawilla Road: A four-lane County minor arterial that runs from S.R. 434 in Winter Springs to S.R. 426 near the Orange County line. • Red Bug Lake Road: A four-lane County principal arterial that runs from S.R. 436 in Casselberry east to S.R. 426 in Oviedo where it turns intoe-I+g~s-wig Mitchell Hammock Road. • East Lake Drive: A realignment and widening of this facility was completed in 2008. It presently functions as a four-lane County minor arterial that runs from Tuskawilla Road west to Seminola Boulevard which provides easy access to U.S. 17-92. The recent improvements to the facility provide a convenient alternative for many trips that would otherwise utilize S.R. 434. a. Jurisdiction and Maintenance ResponsibilitX Map II-1 shows the jurisdictional responsibility of each roadway in the City-e#~A~inter~ti~f. The City's road system includes one limited access facility (S.R. 417), three state arterials (U.S. 17- 92, S.R. 434 and S.R. 419) and two County arterials, Tuskawilla Road and East Lake Drive. There is also one County collector (a portion of Shepard Road), nineteen (19) City collectors, and three local roads included in the classification. b. Functional Classification Tables II-2 and Map II-1 show the functional classification of major roads in the City-~e# Y~++~te~ Wis. The functional classification of public roads in this element is based on FDOT criteria, which consider quantitative and qualitative factors such as jurisdiction, land access, route length, and trip lengths. A road hierarchy is used to identify relative importance of roads within the system, provide guidance for LOS and design standards, aid in establishing improvement priorities, identify maintenance responsibility, and assist in determining funding and financing policies. The hierarchy used in this element includes: II-16 (1) Limited Access Facilities: Designed to provide regional mobility via uninterrupted flow at high travel speeds for regional trips. Access spacing is generally on the order of one mile or more, and average travel speeds are above 40 miles per hour. There is no direct land access, and urban freeways are multi-lane, divided facilities. Lane access is always via ramps to major arterials or frontage roads. S.R. 417 (Seminole Expressway) is part of the Florida Intrastate Highway System (FIRS) and the only limited access facility within the City-e#~A<i+~#er-Spr+ngf. (2) Arterials: Provide regional mobility via both uninterrupted flow and interrupted flow segments. Arterials provide mobility around and through urban and community cores, and accommodate relatively long trip lengths as opposed to providing access to adjacent properties. Arterials are sometimes further classified for performance as Class 1, II, and III based on the number of signals per mile, access controls, geometric cross sections, and speed limits. (3) Collectors: Provide for movement between local streets and the arterial network. Collectors serve residential, commercial and industrial areas. (4) Local Roads: Provide direct access to abutting properties. Local roads accommodate traffic originating in or traveling to properties within a neighborhood, commercial or industrial development. Local roads are not considered part of the major thoroughfare system. • II-17 • N a J d ~~ Z C a C 0 V H C ~_ V/ y a V a a 0 cc 'x W ~C G 0 U_ [Gff 2 W W ~ ~W3~~. o Q Y- O ~ ~ :J Q N ~ !K W W -! ~ F {c ~` ^ ~H~ i y ^ ~~ ~ o i illOi = i AVMLl3a N~~15\~= ~ i ~, C J ~ ~ w ~ ~ ~ ~i~i~iiiiii^ ~ ~ ~ '~' w W ~ 5 ~ z ~ ~. 3nv i a vJ r ti W O b i P ~r a r -. ~ j ~ Z a 4 ~ s~ ~ n~ ,~ i `~< { ~ a ~ ~ ~ ~ ~ ~ i 1 L i ~~ K ~~ ~ rc as ~ ~ a+ i ~'„l = ¢ 3Mb ~ z ^ i ~ ~ ~ F. ~ ~ l b ~ O r 3 ~, m`~~1~ i ` O , 1 y ~ i 1 . `~ 1~~( Q y N `\ h r /Y •~ \ .u ~ ~ O O~ ~~ ~ ~ '~ ~ z ~ • x3~ h ~ < ~~ ~ / ; i n,~ ~ ~4 ~ K ~ Q- ~ C ~ i~ ~' iL ~. ~ F1 N~' Q~ 3NOHS * 5 O O I & ~~ as saa /h ~ ~% ~ ~- 1~ t'~ ~1 i` ~ a ~ m i c+ j ~ ~~ ~ ~~ ~ ~ •S'~> s a, av ~ oa s-.ova ~ ~ y t~ i i i ! ~ ~ ~... ~~ ~V' ~.5y~903 ~ ~ , 1 ~ ~. N ,ti! ~° r; `' H m ~ ~~iiii~ii,.~~uJ h~ m -__ ~ .I ~ } 0~ O ,~t~r~~etire~u~T4c:~-~r..1 N ~ f scAir: r:oNe - ~ , ~ .,.dxw, ~ _nro-,n Dute~ ~-„_26115 ~ .t~.n, S: .. t h... 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Constrained Facilities Subsection 339.155, F.S.ier~i#H#es, makes governmental police powers available to preserve and protect property necessary for transportation corridors and recommends that needed rights-of-way be acquired as far in advance of construction as possible. FDOT requests that local governments identify constrained roadways in their comprehensive plans to ensure maintenance of the operating conditions, so that significant degradation in the LOS does not occur. A constrained roadway is one in which adding two or more through lanes to meet current or future needs is not possible due to physical, environmental or policy barriers. With the development of the Town Center and its pedestrian orientation, the conflicts and potential conflicts between vehicles and pedestrians continue to increase. To assist in maintaining the pedestrian orientation of the Town Center, the City will coordinate with the FDOT e~tiee to see if a variance to Rule 14-94, F.A.C. can be obtained. d. Crash Locations Crash analysis is critical because it provides a tool for Ecity and 5state officials to recommend appropriate safety measures. Crash frequency along with roadway performance can be used to prioritize future roadway needs. Table II-3 shows crash data for 2007, compiled by Seminole County Traffic Engineering from I reports provided by the Citv'S~4t~te~ Police Department. It shows those road segments with five3~ crashes or more during that year, and Map II-2 visually depicts those areas. The road segment with the largest number of incidents was S.R. 434 at Tuskawilla Road with 29 crashes. • II-22 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Map II- 2: Signalized Intersections and Crash Locations, 2007 II-23 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN • Table II - 3: Crash Locations with Greater than Five3 Crashes, 2007 Number of Crashes Intersection Fatalities Injuries 29 S.R. 434 @Tuskawilla Rd. 0 5 19 S.R. 434 @ Fountain Tree Dr. 0 2 18 S.R. 434 @ Timberlane Tr. 0 5 17 S.R. 434 @ Parkstone Blvd. `- 0 x' 8 17 S.R. 434 @ Doran Dr. 0 5 15 S.R. 434 @ Moss Rd. _ , 0 2 r, 13 S.R. 419 @ Wade St. 0 5 10 S.R. 434 @ Vistawilla Dr. 0 7 j 10 Tuskawilla Rd. @ Trotwood Blvd. 0 5 10 -; S.R. 434 @Edgemon Ave. 0 3 ~ 10 S.R. 434 @ S.R. 419 0 3 9 ?~~ Tuskawilla Rd. @ Winter Springs Blvd. , , 0 0 8 S.R. 434 @ Hayes Rd. 0 4 8 7 S.R. 419 @Edgemon Ave. S.R. 434 @ Central Winds Dr. 0 0 3 1 b S.R. 434 @ Cortez Ave. ~ 0 3 5 S.R. 434 @ Consolidated Service 0 4 5 .~~' S.R. 434 @ Belle Ave. 0 3 5 S.R. 434 @ Sheoah Blvd. 0 0 5 Winter Springs Blvd. @ Northern Way 0 0 Note: The crashes listed above were crashes that the City's Police Department responded to in 2007. Source: Seminole County Traffic Engineering, Sievers & Associates LLC e. Signalized Intersections The location of signalized intersections is shown on Map II-2. Most of the intersections in the City use stop signs rather than traffic signals. Traffic lights are located mainly along S.R. 434, S.R. 419, and Tuskawilla Road. f. Evacuation Routes The City adopted the Peace Time Emergency Plan in 1997. The plan outlines responsibilities for all departments in the City in the case of a man- made or natural disaster of local scale. For large-scale disasters, the City follows II-24 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN the County's Comprehensive Emergency Plan. This plan does not identify I evacuation routes, as Seminole County is a "receiving area"; but lists the shelters available. All schools in the CitvaA~inte~~~ can serve as shelter sites. 2. Public Transit System • • The fixed route bus transit system in Seminole County is operated by LYNX, which focuses its service on Orange, Seminole, and Osceola counties, with some service to Polk, Volusia and Lake Counties (see Map II-3). Table II-4 shows the public transit characteristics and ridership figures for 2003 through the first three quarters of 2008. Table II - 4: Public Transit Characteristics Route Service Area Days Frequency Hours U.S. 17-92 Mon. to Sat. 30 min. 5:02 AM to 1 1:05 PM 103 Casselberr to Sanford ( y ) Sunday 60 min. 6:24 AM to 8:05 PM 4343 5:3A0 AM to 9:0734 ~ S.R. 434 Mon. to Sat. 60 min. PM 47 Oviedo - UCF Mon. to Sat. 60 min. 5:00 AM to 9:54 PM Source: LYNX Website, October 2008 and LYNX personnel. Ridership* Year Route 39 Route 103 Route 47 2003 652,765 52,081 2004 698,917 45,786 2005 739,886 46,946 2006 736,273 52,618 2007 765,245 50,049 2008 (Jan -Sep) ** 488,623 48,178 38,534 * Does not include S.R.434 Crosstown route #4343-2-3~, which did not become operational until April 2009. ** In mid-August 2008, Route 39 was split into two. The northern portion of the old Route 39 is now Route 103 which follows the same path from Casselberry to Sanford. Source: LYNX II-25 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Map II- 3: Public Transit System and Major Traffic Generators/Attractors • • II-26 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Presently, LYNX buses serve two routes adjacent to the City. Route 103 generally follows the U.S. 17-92 corridor from Sanford to Casselberry. Route 47 primarily serves Oviedo from the University of Central Florida to Oviedo Marketplace. Neither link provides any service on S.R. 434 in the vicinity of the Town Center. A new east-west route (Link 43430, also known as the S.R. 434 Crosstown, connects Routes 103 and 47. The Crosstown service begins at Oviedo Marketplace, and runs along S.R. 417 to S.R. 434, then follows the S.R. 434 corridor through Longwood and Altamonte Springs terminating at the Rosemont Superstop in northwest Orlando. This service, funded by FDOT and Seminole County, is to be a 2-year demonstration project beginning in April 2009. It will provide the City with a much needed bus route to the City's major traffic generators. The route will be a feeder route, providing connecting service to the planned Longwood Commuter Rail (SunRail) Station. SunRail is scheduled to begin service in 201 1. As public transit service is implemented~e-~ei~-, ;~-C-its"~mer~,g?, the City will coordinate with METROPLAN ORLANDO and LYNX to assist in maintaining the County's adopted LOS of 1.03 revenue miles per capita per year. 3. Parking System I At this time, the City does not have any significant public parking facilities. Major events which demand additional public parking are accommodated by a coordinated and cooperative effort between the City and private landowners. 4. Bicycle System The FDEP 's Office of Greenways and Trails owns, and has sub-leased to Seminole County, the Cross Seminole Trail, a portion of which is located in the City~A~ir~#er-Spy. The Seminole County Parks and Recreation Department is in charge of maintaining the trail. An Interlocal Agreement exists between the City and Seminole County regarding use and maintenance of the Cross Seminole Trail. The City-ef~A~i+~te~ ms's Parks and Recreation Department assisted with the design of the restroom facility located at the Black Hammock trailhead, located within the jurisdictional limits of the City, and is responsible for the maintenance and cleaning of the restroom facility. A 1.8-mile section of the trail corridor along S.R. 426 (south of Red Bug Lake Road) is owned by FDOT. The trail currently runs from Layer Elementary School in Winter Springs to the intersection of S.R. 434 and S.R. 426 in downtown Oviedo. Other built sections of the trail include from CR 46A south to Greenway Boulevard in Lake Mary and from Mikler Road to the Orange County Line. The Cross Seminole Trail connects with the Seminole Wekiva Trail via the I-4 Pedestrian Bridge in Lake Mary. Upon completion, the Cross Seminole Trail will be a 34.5 mile long continuous trail linking Altamonte Springs, Longwood, Lake Mary, Winter Springs, and Oviedo and connecting to the Cady Way Trail and the Orange County Trail System. The trail will run from Spring Hammock Preserve in Winter Springs to Howell Branch Road at the Orange County Line and will connect several parks including: Central Winds Park, Soldier's Creek Park, Big Tree Park, Greenwood Lakes Park, Sweetwater Creek Park, Torcaso Park, Lawton House Park, and Spring Hammock. The trail will also connect seven schools: Layer Elementary, Winter Springs High School, Indian Trails Middle School, Keeth Elementary, Trinity Preparatory School, Oviedo High School, and Lawton Elementary. II-27 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN The Cross Seminole Trail is currently under construction from the Oviedo Mall to S.R. 434. Design is complete on the segment from Mikler to Red Bug Lake Road and construction is scheduled to begin in late 2008. A pedestrian overpass is programmed to be constructed over Red Bug Lake Road beginning in the fall 2008, with a connection to S.R. 426 near the Oviedo Mall. The trail will also be realigned by the FDOT S.R. 426 widening project. The trail will cross at the signalized intersection of Marketplace Blvd 8~ S.R. 426 and connect with the trail corridor along Aulin Avenue. Existing and future portions of the Cross Seminole Trail are depicted in the Recreation and Open Space Element. The Conceptual City Trails Network Map, located in the Recreation and Open Space Element, identifies opportunities for increased bicycle and pedestrian connectivity in the City. The City has had recent success in securing funding for bicycle and pedestrian amenities through FDOT grants and the "Safe Routes to School" program. The City should continue to explore opportunities for implementing additional interconnecting bike routes and trails. As the Town Center and GID develop, there may be an opportunity to provide shorter and easier bicycle and pedestrian connectivity between these activity centers. The configuration of the Cross Seminole Trail will take the trail from the Town Center south across S.R. 434 via an overpass, then east to the Black Hammock Trailhead where a second S.R. 434 crossing would be necessary to provide access to the GID to the north. Options for a more direct bicycle pedestrian route north of S.R. 434 linking the two centers could be considered by the City, but is should be noted that a wetland crossing would be required and undeveloped property might need to be purchased. The City could explore provision of pedestrian and~or bicycle accommodations along S.R. 434 that would provide a less direct route, but would likely minimize additional right-of-way needs. As noted above, the corridor could be shared with local transit service linking the Town Center and the GID. 5. Pedestrian System • The analysis of existing pedestrian conditions found that the City was well served by sidewalks, but encouraged identification of missing links and prioritization of improvements to enhance pedestrian connectivity. The Cross Seminole Trail discussed in the Recreation and Open Space Element offers alternate pedestrian and bicycle paths into the heart of the Town Center and equestrian ~ hiking trails around the periphery. The City has coordinated with the FDOT regarding various issues concerning S.R. 434 and general agreement has been reached on resolving many of the issues such as access involving the pedestrian-oriented Town Center area. However, the issue of posted roadway speed limits on S.R. 434 through the Town Center has not yet been resolved. FDOT will require a detailed engineering study to justify the City's request for a lower speed limit, in accordance with the applicable Florida Statutes. A speed study for S.R. 434 was conducted by FDOT in 2008 which resulted in reducing the posted speed limit from 50 mph to 45 mph from Central Winds Parkway to Tuskawilla Road. Further reductions may be achievable in conjunction with development of the Town Center. Approximately 1.5 miles of S.R. 434 passes through the area designated on the Future Land Use Map as Town Center. Presently, this portion of the highway is part of a segment considered a Class I arterial with less than two signalized intersections per mile. At least one additional traffic II-28 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN signal within the Town Center area is planned at Michael Blake Blvd., which would result in more than two intersections per mile. As the Town Center continues to develop, it will be appropriate to readdress how the Town Center area is viewed in terms of roadway class and to work with FDOT to determine if the Town Center segment's characteristics should result in the segment being designated a Class II arterial with 2 to 4.5 signals per mile. The designation of the segment as a Class II arterial would allow for a change in the speed limit (currently 45 mph) to as low as 35 mph according to FDOT's generalized characteristics of arterial classes. A reduction of vehicle speeds on S.R. 434 through the Town Center would result in an environment much more conducive to the high levels of pedestrian activity anticipated for the Town Center at buildout. Such a reduction in vehicle speeds would be supported by FDOT's mission, the four key components of which are safety, mobility, economic prosperity, and the quality of the environment and communities. Although the Class II arterial designation would be based on an approximately 1.5 mile segment (FDOT guidelines for arterial facility analysis have a general recommended length of at least one mile), it might be appropriate to have a reduced speed limit only in the core of the downtown area. The City has identified the key corridor as being a 0.6 mile segment from Doran Drive to the Cross Seminole Trail Bridge. It should be noted that a 35 mph speed limit is currently in effect on S.R. 434 for an approximately 0.3 mile distance in downtown Longwood. To create a central core downtown pedestrian friendly district in the Town Center, retrofits to S.R. 434 will be essential to the existing streetscape. Coordination will be necessary with the Florida Department of Transportation to address proposed hardscape and landscaping alternatives including the narrowing of vehicular travel lanes, the demarcation of bicycle lanes, the addition of landscaped medians, on-street parking, and pedestrian crosswalks. Coordination with FDOT will also be required to determine if a policy constraint to prohibit the widening of S.R. 434 in the Town Center area is appropriate. 6. Intermodal Facilities Intermodal facilities are those transportation elements that accommodate and interconnect different modes of transportation and serve interstate, intrastate and international movement of people and goods. Some facilities considered intermodal include ports, airports, bus stations and train terminals. The Intermodal Surface Efficiency Act (ISTEA) legislation encourages the provision of efficient access to these intermodal facilities. There are no public airports within the City limits. The closest public airport is Orlando Sanford International Airport in Sanford. (n late 2008, the facility was served by five airlines with regularly scheduled service along with several charter airlines. Direct flights are available to 31 destinations in the United States as well as four European cities. The City has only one active rail line within the City limits. It is operated by CSX and runs along S.R. 419 and terminates just east of Wade Street, within the Citv'saA~ir-te~ cgs Industrial areal~~. It is currently used for freight trains only. The FDOT in cooperation with the federal and local governments, is planning to implement a commuter rail project (SunRail) that will follow a generally north-south route along bl miles of existing track. The first phase, to consist of a 32.5- mile segment, will run from Orlando to DeBary and is anticipated to be operational in 201 1. II-29 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Twelve stations are planned for the first phase, with the nearest one to the CityWi+~#e~-Ss to be located in Longwood. LYNX's planned 434 Crosstown route will be a feeder route, connecting the City '+~gs with the SunRail system. Until very recently, Seminole County was serviced by Greyhound Transportation Services with a bus terminal in Sanford. That facility is no longer included on the list of stations shown on the company's website. The City is located along the south shore of Lake Jesup. The lake is currently used for recreational boating and fishing. Although it was used for steamboat transport services in the late 1800's, the lake is no longer used for transportation purposes. D. TRANSPORTATION ANALYSIS Transportation can have a major role shaping the spatial and functional organization of a community. It can determine the size, scale, status and identity of a community. However, there are other contributing factors that need to be considered, such as the personal, social, physical, environmental, economic and cultural attributes of the community. This section will analyze existing conditions of the transportation system to provide a comprehensive assessment of the various transportation facilities and services, and their relationship with existing land uses. This section will also address growth trends, travel patterns, and interactions between land use and transportation, including the compatibility between future land uses and transportation systems. The CityaA~i-~#~~3p~i+~gs is an integral part of the Orlando Urban Area. Additionally, the City is one of the larger municipalities within Seminole County and is located primarily 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 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 (OUATS) and the Seminole County Transportation Management Program (TMP) were used in the development of the City's~Afi~-ter s Transportation Plan. Existing deficiencies on City, County and State systems were defined and Capital Improvement Programs identified to resolve these transportation deficiencies. 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. 1. Growth Trends • The 2000 U. S. Census reported a City population of 30,860, and a total of 12,296 dwelling units. The population projections used in this Comprehensive Plan anticipate a population of 35,857 for the year 2010, 40,319 for 2020, and 44,538 for 2030. These figures are lower than corresponding figures from the Shimberg Center for Affordable Housing (36,929, 43,1 14, and 47,921, respectively). The projections reflect somewhat slower growth than anticipated earlier which will assist the City in ensuring transportation facilities can be provided concurrent II-30 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN with development. Table II-5 at the end of the Transportation Element shows the existing and projected development by traffic analysis zone prepared by the City and included in the 2008 Evaluation and Appraisal Report. 2. Roadway Current Performance The 1985 Growth Management Act established two important responsibilities for local governments. The first was to set LOS standards for public facilities within the jurisdiction as part of the comprehensive plan. The second was to ensure that the public facilities and services proposed in the Capital Improvements Element of the local comprehensive plan were available concurrent with the development. The Florida Department of Community Affairs (DCA) requires that adopted LOS standards be achievable and financially feasible. The standards set a minimum service level that the City must maintain for each of the public facilities, including roadways. I The roadway LOS concept is defined in the FDOT Quality/Level of Service Standards Handbook (2002) as a qualitative assessment of the road user's perception of the quality of flow, and is measured by a scale of driver satisfaction. The scale ranges from "A" to "F", with "A" representing the most favorable driving conditions and "F" representing the least favorable. FDOT adopted statewide minimum LOS standards for the Estate highway system. The minimum LOS standards are used for planning applications, including the review of local government plans. The generalized maximum volume tables provided by FDOT are guidelines recommended for broad planning applications. They are to be used as a general guide to determine highway LOS and through-lane requirements. For the purpose of LOS maintenance, the County has been divided into Traffic Analysis Zones (TAZs), twenty of which are in the City TAZs are small, internally homogeneous aggregations of the entire urban area. They range from a city block to areas encompassing several square miles. Demographic data, such as population, housing, employment and traffic, is maintained at the TAZ level to measure existing roadway LOS. Map II-4 shows the TAZs within the City . • II-31 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Map II- 4: Traffic Analysis Zones ~TAZsZ MAP NEEDS TO BE EDITED, MAY MOVE TO END OF ELEMENT --~ ., .~ • ~a ~4 z~ az ~~ wz Z~ ~~ w O tw- ~4 U~ ~Ft\NGS• c7 Q' z ~ 7~ ~~I~ surrr..e,~zr~~~:u ~o • II-32 ,.n« Sc®le: NONE n ";, •~~~ 2004 TRAFFIC ZONES FIGURE ,.~d~e)e A=eirln::a UaIH; 2.'I S.2pC]g .'yWe 4 ,~.i~w....;`~».n.~ ~cpµ~'" wU4t2° CITY OF WINTER SPRINGS ~.'", ~~+•+wR=~+~ iRAIVSPORTATION STUDY - REVISEp 2-2Q05 ~„ a+a+ Pace 22 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Minimum LOS standards recommended for the state system are shown in Table II-6. Tables II-1 a and II-1 b show the most recent traffic count results and projected 2012 Levels of Service are presented in Table II-2. The standardized descriptions of service levels used in transportation planning are as follows: • LOS A - A condition of road performance where traffic density is very low, with little or no restrictions in maneuverability. Drivers can maintain their desired speed with little or no delay. • LOS B - A condition of road performance where traffic density is low and vehicles travel with operating speeds somewhat restricted by other vehicles. Drivers still have reasonable freedom to select their speeds. • LOS C - A performance condition where operating speeds are determined by other vehicles, permitting a stable traffic flow. Drivers might have limitations to maneuver and to increase speeds. • LOS D - A condition of road performance where traffic density is high but tolerable. Fluctuations in traffic volumes may cause reductions in operating speeds. Drivers have little freedom to maneuver. In some instances, traffic flows approach unstable conditions. • LOS E -Represents traffic operation near the roadway capacity or maximum service volume. Vehicles flow at unstable conditions. Stop-and-go situations may happen. In freeways or limited access roads, speeds are near thirty (30) miles per hour and traffic density is high. • LOS F -This condition usually results from long lines of vehicles backing up because the traffic volume exceeds the roadway capacity. The vehicles are forced to operate at very low speeds. Stop-and-go situations are frequent and in extreme cases, vehicles stop for long periods of time. • The 2002 FDOT Generalized Tables were used in 2005 to evaluate roadway performance in the City These tables have since been updated to 2007 FDOT Generalized Tables, which were used for more recent general analysis (see Table II-7). A LOS analysis was performed to determine existing deficiencies. The capacity analysis was based on the FDOT Generalized Peak Hour Directional Maximum Service Volumes for different roadway types. U.S. 17-92 showed deficiencies in the 2012 forecast north of Shepard Road, where U.S. 17-92 is a four-lane section. Seminole County is planning to widen this segment of U.S. 17-92 to 6 lanes; however, the construction phase of the project is not funded and the schedule for construction is uncertain. Deficiencies were also identified in the 2012 forecast for S.R. 419 from U.S. 17-92 to S.R. 434, S.R. 434 from U.S. 17-92 to Moss Road, and from S.R. 419 to Tuskawilla Road. However, the forecast did not account for additional collector roads added within the Town Center. In 2005, a traffic corridor study was prepared to analyze the Town Center and it showed that S.R. 434 could accept the traffic from the Town Center at build-out for the developments. In addition to the planned widening of U.S. 17-92, METROPLAN ORLANDO's 2025 Long Range Transportation Plan (LRTP) includes widening of S.R. 426 to 4 lanes from Pine Street to S.R. 434 in 2010 and widening of Seminola Boulevard to 6 lanes from U.S. 17-92 to Lake Drive (a widening to 4 lanes was completed in 2008). The improvements within Winter Springs and the surrounding roadway network may alleviate or delay deficiencies identified in the 2012 forecast. II-33 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Additionally, while use of the 2007 FDOT generalized tables may indicate that certain facilities may not be operating at an acceptable LOS, a detailed analysis of those facilities might show that they are in fact, operating at an acceptable LOS. Map II-5 shows the most recent LOS data available for the primary links in the Ci Y'S network. Table II - 5b: Statewide Minimum Level of Service (LOS) Standards for the State Highway System as Determined by ADT (total volume) • Transitioning Roadways Inside Urbanized Urbanized Urbanized Parallel fo Transportation Constrained Areas, Urban Areas Areas Exclusive Concurrency and Areas, or Under Over Transit Management Inside TCEAa Backlogged Communities 500,000 500,000 Facilities Areas and MMTDs Roadways INTRASTATE Limited Access Highway (Freeway) C C(D) D(E) D(E) D(E) ** Maintain Controlled Access Highways C C D E E ** Maintain OTHER STATE ROADS Two-Lane C D D E * ** Maintain Multilanes C D D E * ** Maintain Means the LOS standard will be set in a transportation mobility element that meets the requirements of Rule 9J-5.0057, F.A.C. ** Means the Florida Department of Transportation must be consulted. Note: LOS standards inside of parentheses apply to general use lanes only when exclusive through lanes exists. SOURCES: FDOT 2002 Level of Service Handbook; Rule 14-94, F.A.C. An unfunded County project need identified in the 2025 LRTP is the widening of Red Bug Lake Road from S.R. 436 to Eagle Circle. The City has completed numerous capacity and safety projects on City streets including turn lanes, paving and drainage improvements and construction of the Town Center collector roads. II-34 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Table II - b~: Generalized Annual Average Daily Volumes for Florida's Urbanized Areas • IININTERRUYI'ED PLOW HIGHWAYS FREEWAYS Level of Service Intacllartge apscing> 2 mi. apart Larks Divided A B C D k Level of Semce 2 Undivided 2,200 7,6W 15,000 21,30(1 27,100 Lanes A B C D L 4 Divided 20.SW 33,UW 47,R(Nl 61,800 70,200 4 23,800 39,600 55,200 67,100 74,600 6 Uivlded 30,500 49 500 71.600 92 70(1 105,400 6 36,900 61,100 85,300 103,600 115,300 STATE TWO-WAYARTERIAIS 8 49,900 82,700 115,300 140,200 156,000 Class 1(>0.00 to 1.99 signalized intersections per mile) 10 63,000 104,200 145,500 176,9(1(1 196,400 Level of Service 12 75,900 125,800 175,500 213,5(10 237,100 Lanes Divided A B C D E 2 Ilnllvirled •• 4,200 13,800 16,400 16,900 Interchange spacing < 2 mi. apart 4 Divided 4,800 29,300 34,700 35,700 •'• Level of Stsrvice 6 Divided 7,300 44,700 52,100 53,500 ••• Lades A B C D E 8 Dividod 9,400 58,000 66,100 67,800 ••• 4 22,000 36,000 52,000 67,2W 76,500 6 34,800 56,500 81,700 105,800 120,200 Class B (2.00 to 4.50 signalized inxrsections per mile) 8 47,50(1 77,000 111,400 144,300 163,900 Level of Service 10 60,200 97,500 141,200 182,600 207,600 IalxaDivided A B C D E 12 ?2,900 118,100 17Q900 221,100 251,ZW 2 Undivided •• 1,900 11,20() 15,400 16,300 4 Dividod •• 4,100 26,000 32,700 34,500 6 Divided •• 6,500 40,300 49,200 51,800 BI(:1'CLF. NODE 8 Divided •+ 8.500 53,300 63,800 67,000 (Vole: Level of service I'or the bicycle mode in this tnbk is based on roadway geometries at 40 mph posted speed and trafl'a: oorlditiore, not number of bicyclists Class IiI (lrbrrc than 4 5 signalized intersecYiore per mile and not using the facdiry.) (Multiply motorized vehicle volumes shown below by number within primary city central Muincss district of an of directional roadway lanes to determine two-way maximum service volumes.) urbanized area ova 750,000) Paved Shoulder/ Level of Service Bicycle lane Level of Service lanes Divided A B C D E Coverage A B C U 6 2 Undivided •• •• 5.300 12,600 IS,500 0.49X •• •• 3200 13,800 >13,800 4 Divided •• •. 12,400 28.900 32,800 50.84'/. •• 2,SW 4,100 >4,IW •.• 6 Divided •• •• 19,500 44,700 49,300 85-IOOYo 3,100 7,200 >7,200 ••o ••• 8 Divided •• •• 25,800 58,700 63,800 PEDESTRIAN MOD£ Class I V (more than 4.5 sigrwlimd intersectiore per mile and within (NoOe: Level of service for the pedestrian mode in thtr table is based on roadway primary city central busiltess district of an urbanised area geometries u 40 mph posted speed and traff is wnditions, not number of pedestrians over 750,000) using the facility) (Multiply maWrized vehicle volumes sMfwTi ttdow by number of Level of Service directional roadway lerh^s to determine two-way maximtun service volume.) banes Divided A B C D E Level of Service 2 Undivided •• •' 5,200 13,700 15,000 Sidewalk Coverage A H C U E 4 Divided •• •• 12,3W 30,3W 31,7(A) 0-4944 •• •• •• 6,400 IS.S00 6 Divided •• •• 19,10(1 45,800 47,(t(10 5(>-R4% •• •• •o q,cp0 Id,400 8 Divirled •• •• 25,900 59,9(10 62,200 85-IOOY, •• 2,200 11,300 >11,300 ••• NONSTATE ROADWAYS BUS MODE (Scheduled Fixed Roux) Major CirylCoumy Roadways Level of Service (Buses per hour) Level of Service cN.a: Bar pa hoer der.*.~r o~ds' ra air rar r in a~r.l.ak db.rw. orar w~.:~,rtK rio. r Latxs Divldod A A C D E Lcvcl of Service 2 Undivided •• •+ 9,100 14,600 15,600 Sidewalk Coverage A B C D E 4 Divided •• •• 21,400 31,100 32,900 0.84% •• >5 ?4 >3 >2 6 Divided •• •• 33.400 46,800 49,30() 85-100% >6 >4 >3 >2 >1 ARTERIAI/NOV STATE ROADWAY ADJUSTMENTS Outer Signalittd Railways (alter t:orrcspondirtg volume by die indicated percent) (signalised inttraection analysis) Level of Semen Lanes Median LeR Tum Lanes Adjusonent Factors lalxs llivided A B C D E 2 Divided Yes +Sao 2 Undivided •• •• 4,R()0 10,000 12,60(1 2 L'ndl\'lded No -20% 4 Divided •• •• I 1100 21 700 25 200 Multi UMivided Yes -S% Source: FloridalkpnrtmentofTrarlsportation OS/17ro7 Multi l!rdivitlnd Nu -250/ Sysxms Planning Office 605 Suwannee Street, MS 19 ONE-WAY FACILITIES Tallahassee, FL 32399.0450 Multiply the corresponding two-directional volumes in this table by 0.6. httpJlwww.dotstax.fl.tu/planning/sysums/sm/lm/default h un • Vdws shown eea praenud r Mower Hood avraye ddh sdtmes fa lade dfenru end arc Por 1M raaniahtln4tck rtnga alas apanfimay Strad Altha~ ira~mnrd tl daily .dv~.. Ibn' rsuar rtprsnt pest Iaur msation conditions with applicWle K am D )colas applied. This able dos srot edsalirle a susdrd asd ehodd be wad odv for paved plsttdttd slsgicmiuro The matputa nods flan whtoh tlo ubk ~s den.ad shodd be used fa nose speo& plrauna tgplitatsosn. lfie able d dmviop twmpaa tnodeb shadd not M seed fa candor a irasectiaa dsnipL wMn titers rf and bdaiaue toot. l.ad of senttt lour grrlr duashdds re pobaHr not tostpsaNa sews nods nil, thwdae, sus eoad.l eonpsmaa should bs mile wish caiman. Ftsnhsnore, oombimttg lads of wrier of dtn'natt rinds ma as avdl nndwar lad of stsria u not remmonded C'dtddsms are brad on plwing epplicauons of the Hiphwa.- Cpeun~ Maud. B~dr LOS tkdd, -edettrisn LOS Model nil Trstsit Capedry and Qudtq~ of Semen Mood. rnyeatvdy far ate saoaoNWtntct. higck. pedatnnn end be nodes. ••Cataw a ndnesad umy table nryo vslu defads •••rwt eppltra0le fa the la d of ss.ica lava pads, fa noanmbtlahttadc roods, tdvms pore out bs'd of servwe D borosee F boraua isdmecaan capritia haca tan nadad. Fa hiayde soil padstnn ends. ilia lad orsa~ iw lass pndr (indudistp Fl is not echiadN4 because tlsae is to rnncitam vdtide vdtan deadidd units table input rdae ddauM. SOURCE: Florida Department of Transportation, 2007 Generalized Q/LOS Tables II-35 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Map II- 5: Year 2008 Deficiencies and LOS r~ • II-36 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN 3. Future Roadway Performance The Florida Standard Urban Transportation Model Structure (FSUTMS) was used for all of the City's travel demand forecasting. The traffic simulation process was accomplished as noted in Section 4 which follows. Consistency with the METROPLAN ORLANDO model (OUATS) data and traffic zone structure was maintained through the process in forecasting the city's travel demand. Table II-8 shows the 2012 traffic conditions as projected. Deficiencies are projected for U.S. 17-92 north of Shepard Road, S.R. 434 from S.R. 419 to Tuskawilla Road, S.R. 434 from U.S. 17-92 to Moss Road, and S.R. 419 from U.S. 17-92 to S.R. 434. The projection does not take into consideration the additional collector roads added within the Town Center, which will help to alleviate the projected deficiency. Improvements to U.S. 17-92, S.R. 419, S.R. 434, and S.R. 417 are the responsibility of the State. • • II-37 zX 00 a~ Q O z~ ~~ ~~ W • N vz a~ a a. 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H V ~U a p GO 0 V V V V V V V D ~ V 0 0 d O N O F Q K ~O ~ N ~ ~ N M h P 'V h V O O O O O O O O O O O J _ O p W W G~ ~? ,o O o ~O ~ O o O ,o O ,o O o O v O o tl' ,o O r. O N W J Q ~ O ~ N ~ ~ N ~ ~ ~ N `O M N h ~ ~ ~ h ; ~ O~ ~ 6 N _ O h W p ~ f ~n j O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O Q 0 p p O O O O O O O O O O O O ~ ce O J ce O oc O oe O ~ O oc O cc O cc O ~ O ~ O cc O 3~ Q V Q V V V ~ V ~ V ~ ~ V G G G Q v O w J J O J w J J w J J w J J w J J w J J w J J w J J w J J w J J w J J ,~ O V O V O V O u O u O u O u O v O u O u O u Q W O ZQ Z J N N N N N N N N N N N N ~ O Q ~ M M ~ ~ W w ~ Q ~ Q ~ o- ~ Q O ~ v ~ 0 W ~ v a v a n ~ Q o z 0 z Z = ~ ~ o N Q Z N N Z g O N ~ Z y a = a 3 W o 0 Q w = d 2 N Z d N o a w o 3 3 3 s w g w ~ m o f °C ~ w Z Z Z d C9 ° Z s ~ ~ ~ ~ ~ ~ H H H ~ m ~ 0 d N o ~ Q ce O oe O ce O ~ ~ o N _ y a' °a O 0 O ~ a O Q ~ g -' Q ~ ~ o a s z z z ~ W ~ Q W 0 0 ~ ~ ~ O = w O ~ ~ (7 C9 (7 o C Q = J N ~ H N 1 ~ ~ ~ Q w F - F- ~ w ~ w O w Q N N d' CITY OF WINTER SPRINGS COMPREHENSIVE PLAN I The City-~€-\A<i~er~r+~ has limited financial resources to address all of the potential traffic circulation system needs identified in its Transportation Element. Therefore, intergovernmental coordination is critical. METROPLAN ORLANDO~e-M~R9 provided a list of committed roadway projects and transportation studies impacting the City Table II-9 shows the applicable road projects contained in METROPLAN ORLANDO'sthe-MR8 Transportation Improvement Program (TIP), as well road improvements planned by METROPLAN ORLANDOt~ie M-RS. In addition to the improvements contained in the TIP, the City as additional improvements, including those shown in Table II-10, in its FY 08 - FY 13 Capital Improvements Program. Table II - 84: Programmed and Planned Highway System Improvements • Roadway Segment Improvement Programmed * Planned ** US 17-92 Shepard Rd. to lake Mary widen to 6 lanes 2010/2013 Blvd. S.R. 426 Mitchell Hammock Rd. to widen to 4 lanes 2008/2009 Pine Ave. S.R. 417 Orange/Seminole County widen to 6 lanes 2008/2013 line to S.R. 434 S.R. 426 Pine Ave. to S.R. 434 widen to 4 lanes 2010 *** Seminola Blvd. US 17/92 to Lake Dr. widen to 6 lanes 2010 *** * Contained in construction program of FDOT, Seminole County, or Florida's Turnpike Enterprise (METROPLAN ORLANDO Transportation Improvement Program 2008/09 - 2012/13) ** 2025 Long Range Transportation Plan *** Latest data based on need (from 2005 CPH Engineers transportation study) SOURCES: METROPLAN ORLANDO, CPH Engineers Table II - 9a-A: Programmed City e~ Improvements Roadway Segment Improvement Programmed S.R. 434 at S.R. 419 traffic signal improvements 2008/2009 Michael Blake Blvd. (Spine Rd.) S.R. 434 to Tuskawilla Blvd. new Town Center roadway 2008/2009 Orange Ave. Loop Central Winds Park to S.R. 434 new Town Center roadway 2012/2013 S.R. 434 at Hayes Rd. add deceleration lane 2008/2009 S.R. 434 at Vistawilla Dr. add deceleration lane 2008/2009 Bahama Rd. Shore Rd. to Hayes Rd. paving 201 1 /2012 * Contained in the City's~€~-~A~+r~#e~&~r~r~s FY 08 - FY 13 Capital Improvements Program II-41 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN SOURCE: City of Winter Springs, January 2009 4. Model Development and Validation To adequately forecast future traffic conditions in a rapidly urbanizing area such as the City , a set of transportation planning models must be developed and validated. In the case of the City ,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 OUATS . In order to provide the more detailed analysis required for the City ,this model set was modified. These modifications include the development of a more detailed TAZ set (microzones), a more detailed highway network, and the use of the FSUTMS 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 OUATS model set. This model set has been modified as detailed below. a. OUATS Model Set I The transportation planning models used in the OUATS 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. b. Trip Generation The existing OUATS trip generation model is across-classification person trip production model with attractions calculated using expressions derived from regression analysis. This model currently uses 11 purposes including special generator purposed for the major tourist attractions, the various universities and colleges in the region, and 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. c. 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 1 1 purposes have been developed, although the special generator purposes generally borrow friction factors from other purposes. There are not K-factors utilized in the model. d. Modal Split~Auto OccupancX The OUATS model set includes amulti-nominal logit expression for calculation of splits of trips to the transit sector. Auto occupancy is calculated with simple rates by purpose. The modal split is system-sensitive in that it requires the coded description of a transit system. II-42 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN e. Traffic Assignment The current OUATS traffic assignment procedure consists of a four-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 U:S_ Department of Transportation. f. 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 OUATS trip generation model, modifications were made to this model. The trip generation models used are based upon the OUATS 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 Winter Springs and in the greater Orlando area including Seminole County. The models were used to forecast trip generation for the Winter Springs 2005 Transportation Study and the 2007 Impact Fee Study. The models forecast vehicle trips instead of person trips so they additionally do not require a separate auto occupancy model. g. Use of OUATS 1 1 Trip Purpose Models Since trip generation expressions were available for each of the OUATS non- special generator purposes, it was decided to use the entire 1 1 purpose models available in OUATS. This required incorporating the special generator expressions available from OUATS into the Cit~saA<+r~#er-Spy Model Set. This use of the full OUATS model purposes additionally permitted use of the OUATS friction factors. 5. Public Transit Performance The new LYNX route offers the potential to significantly increase the capacity of the City's transportation network while reducing traffic congestion, pollution and greenhouse gas emissions. One average size bus at capacity can carry as many passengers (approximately 40 persons) as 10 or more private automobiles. However, any impact in LOS for S.R. 434 will not be apparent (or documented) for several years. Successful transit systems emphasize the land use and travel demand relationship necessary to address congestion problems. The most important factors in encouraging transit use are mixed land uses and an urban form, which provides street connectivity and access to the pedestrian, transit and bikeway systems. Transit facilities and multimodal terminals also are important for the success of the transit system. These facilities allow for transfers among the various modes within the transportation system. Public transit LOS criteria are based on the operational and service characteristics of the transit system. Operational characteristics include the number of vehicles operated in maximum service, the amount of service supplied, the average speed, and the number of days the service is provided. Service characteristics include geographic location and service area population. These characteristics are monitored by the local transit provider, but the City could be monitoring LOS • II-43 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN for transit performance based on headway standards. Headway is the time that separates vehicles moving in the same direction on the same route or track. The emphasis should be on reducing headways to encourage public transit ridership. The new LYNX Crosstown bus route now serves all of the City's major traffic generators/attractors identified on Map II-3. In analyzing access to transit service, national planning studies consider one-quarter to one-half mile on either side of the route the maximum distance that people would be willing to walk to use transit. 6. Other Transportation Systems The City's current transportation network is based primarily on a road network serving vehicular traffic, with very little attention given to other means of transportation. The City needs to start establishing facilities that will encourage the use of alternative transportation systems. Parking is an essential component of the overall transportation system. The decision of a commuter to drive alone or to use alternative transportation modes such as ride-sharing or public transit depends to a large extent on the cost, accessibility and availability of parking. As the City grows the need for these types of facilities will increase. Bicycling is a viable mobility alternative. Bicycle networks provide a commuting alternative as well as a recreational asset. The City has made efforts to establish a bicycle system. However, the adopted five-year plan was not achieved within that timeframe. The existing bicycle plan will need to be updated to plan for the expansion of the current system. Subsection 335.065, F.S. ,requires with only a few exceptions, that bicycle and pedestrian ways be established in conjunction with the construction, reconstruction, or other change of any state transportation facility. Pedestrian mobility is greatly influenced by the mix and proximity of land uses as well as the I availability of adequate, unencumbered sidewalks lighting, and other pedestrian facilities. Adequate land uses and appropriate urban design would encourage walking for short trips and for accessing transit facilities and services. The City Code currently requires developers to provide sidewalks in new subdivisions. 7. Future Transportation Planning This section provides recommendations for creating a safe, convenient, and energy efficient multimodal transportation system, coordinated with future land uses, plans and programs of the Seminole County, METROPLAN ORLANDO#f-e-l~4R9~, and FDOT. Since World War II, roadways have been designed primarily for automobiles. Very little attention has been given to accommodating other modes of transportation such as bicycles, pedestrians, and transit. The goal of this Transportation Element is to look at roads as multimodal interconnected transportation corridors, and design them accordingly. Intergovernmental coordination is essential for the most cost-effective provision of transportation system improvements. Clearly, the City-s~W+r-te~-Sp~i+~gs does not possess the resources nor is it fiscally responsible for the entire transportation system within the City. Seminole County and I FDOT have financial responsibility for E~ounty roads and Sstate highway system roads, respectively. Therefore, it is necessary for the City to review the transportation improvement plans and programs prepared by the County and FDOT. In this way, the effort and dollars II-44 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN • expended by the City to improve its traffic circulation system may be complemented and perhaps enhanced by the activities of the County and FDOT. One area of coordination should include the preservation and protection of rights-of-way for identified future roadway improvements and construction. With the escalating value of land and costs entailed in right-of-way acquisition, it is essential that the City protect roadway corridors in advance of development. Increased right-of-way costs reduce the funds available for actual construction. The City needs to utilize such techniques as setback requirements, zoning restrictions, right-of-way protection regulations and official transportation maps to preserve and protect existing and future rights-of-way. Other measures are discussed in the policy section. a. Future Transportation Map The purpose of a Transportation Map is to graphically depict the location of all proposed collector and arterial roadways and any limited access facilities, airports, rail lines, and other related facilities. Map II-b presents the proposed Future Transportation Map for the City-e~~ir~te~ Wis. This map shows the proposed roadway functional classification and number of lanes for each roadway segment. Roadway capacity is based on the functional classification and number of lanes. The LOS standard selected for each roadway was based either on its present or forecasted performance. The map shows the network as it is planned for the year 2010, with several roads at a LOS D, which is an acceptable standard. Map II-7 shows the needed improvements. Tables II-1 1, II-12, and II-13 at the end of the Transportation Element show the roadway improvement needs by State, County, City or developer funding. • II-45 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN • • Map II- 6: Future Transportation Map (Year 2010 Transportation Plan) II-46 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN • Map II- 7: Transportation Improvements II-47 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN • Future roadway design will need to incorporate bicycle, pedestrian, and transit features to achieve a true multimodal system. In addition to incorporating roadway design standards in the City Code, the City will start requiring that new developments be interconnected to enhance the transportation network. Development design must provide connectivity and access between adjacent residential developments and nearby land uses. Traffic calming techniques can be used to protect neighborhoods, although street design that utilizes curving streets and on-street parking will naturally reduce speed and the need for other traffic calming methods. b. Transportation Concurrency Alternatives Several alternatives are available to the City to assist in meeting Florida's concurrency management requirements in the Urban Central Business District (Town Center) and elsewhere in the community. These alternatives are provided for in I Chapter 163, F.S. sand Rule 91-5, F.A.C. The statute recognizes that planning and public policy goals may conflict with the requirement that transportation facilities and services be available concurrent with the impacts of development, and it provides for exceptions from the concurrency requirement for transportation facilities if certain criteria are met. Available alternatives include a Transportation Concurrency Exception Area (TCEA), a Transportation Concurrency Management Area (TCMA), a Long-term Transportation Concurrency Management System (LTTCMS), a Multimodal Transportation District (MMTD), a Transportation Concurrency Backlog Area (TCBA), and an Urban Infill and Redevelopment Area. An extensive discussion of each alternative and some of the requirements that must be met appears in the City's 2008 Evaluation and Appraisal Report. c. Future Public Transit Plan A transportation system that offers multimodal opportunities has the potential to absorb a significantly higher number of person trips than a system that focuses solely on accommodating vehicle trips. Improved transit service frequencies and new routes offer a viable transportation alternative and promote transit use. With the new LYNX Crosstown route, the City will need to work closely with METROPLAN ORLANDO~e-AA-R9, LYNX, and Seminole County to coordinate its support and participation in the transit system. The City will help achieve increased ridership by improving pedestrian access, encouraging compact development, and requiring the provision of transit facilities and amenities where warranted. d. Pedestrian Planning In order to develop a pedestrian improvement construction program to address City streets lacking sidewalks, a Ecity-wide inventory of sidewalks, crosswalks and other pedestrian facilities must be completed. By identifying missing links in the pedestrian system, the inventory will allow prioritization of improvements. Implementation of these improvements will provide pedestrian connectivity to the II-48 CITY OF WINTER SPRINGS COMPREHENSIVE PLAN overall transportation system. Particularly important will be an inventory of sidewalks within one-quarter to one-half mile of the new LYNX Crosstown bus route. e. Bicycle Plannina An important action needed by the City in the immediate future is the planning of a City trail system to interconnect with the LYNX Crosstown bus route and the Cross Seminole Trail. Such a system could result in reducing vehicle miles traveled and increasing bus ridership by providing alternative transportation options. The City currently owns a substantial portion of FPB~L easement which could be the beginnings of this network. In order to accomplish this, several policies relating to trails have been added to the Recreation and Open Space Element. Bicycle lanes should be implemented on existing roadways, where right-of-way allows. f. TSMfTDM Strategies Transportation System Management (TSM) and Transportation Demand Management (TDM) are options for communities trying to add roadway capacity without having to construct costly new facilities. The ultimate goal of the TDM program is to influence people to shift to more efficient modes of transportation and to travel during off-peak hours. TSM strategies, on the other hand, aim to affect the actual supply of transportation services. The most effective policies integrate supply and demand strategies to create a transportation network that promotes efficient choices. The City ~t `-~-r:',,,~~~+n~s does not currently offer any of these programs. However, they are options to consider in the future. • II-49 zX 00 a~ ~~ oQ ~~ z~ ~~ t-- .~ w C O N V a ~- d Q. _~ m d1 d d .o d C N a V ~ zz as N 0. 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U d a 0 0 a v i N N W a V 0 H CITY OF WINTER SPRINGS TRANSPORTATION COMPREHENSIVE PLAN ELEMENT APPENDIX Table II - 11: Year 2010 Road Needs/Projects (City Funding) Phase i 1. improve Panama Road from Moss Road to Edgemon Avenue. (Completed) 2. improve Hayes Road north of Bahama Road to existing paving on Hayes. (Completed) 3. Improve Moss Road from Panama Road north to existing paving on Moss Road. (Completed} 4. Replace Hayes Road bridge. (Completed) . 5. Replace Mass Road bridge. (Completed} Phase II 1. Paving and drainage improvements to Bahama Road from Shore Road to Hayes Road. 2. Paving and drainage improvements to Panama Road from Shore Road to Moss Road. (Completed) 3. Paving and drainage improvements to Fisher Road from Panama Road to City Limits. i Completed) 4. Add stacking lanes to Hayes Road at the S.R. 434 intersection. (Completed} Phase Ip 1. Upgrade Moss Road from SR 434 to SR 419 from two lanes to four lanes.% (Not Requiredl©eieted) 2. improve Tuskawilla Road north of SR 434 (formerly Brantley Avenue). (Completed} 3. Construct Town Center collector road to accommodate new development. Roads will connect SR 434 and Tuskawilla Road for collection of traffic from this area. (Completed. Roads include Tuskawilla Rvad, Doran Drive and Blumberg Blvd.) II-55 CITY OF WINTER SPRINGS TRANSPORTATION COMPREHENSIVE PLAN ELEMENT APPENDIX • • Table II - 12: State and County Road Projects Adjacent to or Within Winter Springs State -District Five Funded Projects 1. SR 434 from US 17-92 to 5R 419 -Improve the traffic control deviceslsystem. (City and State Joint Project} 2. SR 426 -Four-lane from Mitchell Hammock Road to Pine Street. (Design) State -Metroplan Orlando 2025 Long Range Transportation Plan (Source: Table 5-2; Summary Report, Technical Report No, 5) 1. SR 426 from Pine Street to S.R. 434 -Widen to 4 lanes. 2. US 17-92 from Shepard Road to Lake Mary Boulevard -Widen to 6 lanes. 3. Aestheticitraffic improvement project on SR 434 from U.S. 17-92 to SR 419. (Under Construction) 4. Resurface V.S. 17-92 from Shepard Road to Airport Blvd. (Bids 2006/2007) (Does not add capacity.) 5. Skid hazard overlay of SR 419 trom SR 434 to U.S. 17-92. (Bids 2005!2006) (Does not add capacity. ) 6. Grant ($100,000) to Winter Springs to pay for westbound left turn lane at Moss Road. (Under construction} tMay add only minor capacity.) Coun - FY 2004/2005 1. Lake Drive from Seminoia Boulevard to Tuskawilla Road -Reconstruct to 4 lanes. Co_ untY -Metroplan Orlando 2025 Long Range Transportation Plan (Source: Table 5-2; Summary Report, Technical Report No. 5) i . Seminola Boulevard from US 17-92 to Lake Drive -Widen to 6 lanes. County -Metroplan Orlando 2025 Long Range Transportation Plan Unfunded Critical Needs (Source: Table 5-2; Summary Report, Technical Report No. 5) 1. Red Bug Lake Road from SR 436 to Eagle Circle -Widen to 6 lanes. Source: CPH Engineers, Inc., February 2005. II-56 • • • CITY OF WINTER SPRINGS COMPREHENSIVE PLAN Table II - 133: Year 2010 Road Needs (County and State Funding) County. TRANSPORTATION ELEMENT APPENDIX 1. improve Lake Drive from two (2) lanes to four (4) lanes from Tuskawilla to Seminola. (Under design} (Bids 2005} State' i . Improve U.S. 17-92 from Shepard to Lake Drtary Boulevard from four (4} lanes to six (6} lanes. (Under environmental reviee~r) 2. Improve 5R 419 from SR 434 to U.S. 17-92 from two (2} lanes to four (4} lanes. Note: This project is not funded or planned by the State. NOTE: It appears that the City should start lobbying for improvements to SR 419 as current counts aqua[ andlor exceed the existing roadway capacity. °See also Table 15A for additional information. Source: CPH Engineers, Inc., January 2005 II-57