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HomeMy WebLinkAbout2010 07 14 Other Revised Exhibit To Ordinance 2010-18 Planning & Zoning Board /Local Planning Agency Regular Meeting July 14, 2010 (Rescheduled from July 7, 2010) The attached document was provided to the Planning and Zoning Board Members from Ms. Eloise Sahlstrom, Senior Planner, Community Development Department related to Public Hearings Agenda Item 500. ORDINANCE NO. 2010 -18 AN ORDINANCE OF THE CITY COMMISSION OF THE CITY OF WINTER SPRINGS, SEMINOLE COUNTY, FLORIDA, SETTING FORTH AMENDMENTS TO THE CITY OF WINTER SPRINGS COMPREHENSIVE PLAN REGARDING TRANSPORTATION CONCURRENCY EXCEPTION AREA AND TRANSPORTATION MOBILITY STRATEGIES; PROVIDING FOR THE REPEAL OF PRIOR INCONSISTENT ORDINANCES AND RESOLUTIONS; INCORPORATION INTO THE COMPREHENSIVE PLAN; LEGAL STATUS OF THE COMPREHENSIVE PLAN AMENDMENTS; SEVERABILITY; AND AN EFFECTIVE DATE. Future Land Use Element - Objective 1.3 Concurrency. The City shall ensure that future development is provided essential services and facilities at acceptable standards by incorporating the following policies into the site plan review process and the City's concurrency management system and mobility strategies. Policy 1.3.1: Level of Service (LOS) and Mobility StrategiesReview. Review all development and redevelopment proposals to determine their specific impacts on current LOS standards and mobility strategies. Policy 1.3.2: Determination. Deny a development order if a proposed development will result in a Transportation Concurrency Exception Area (TCEA). Consider the City in its entirety as being effectively established as a TCEA on July 8, 2009 by Senate Bill 360. This designation provides an exemption to transportation level of service requirements in an effort to support urban infill, development, redevelopment and the achievement of the City's redevelopment goals by addressing mobility, urban design, land use mix, and network connections. Transportation concurrency requirements are modified within the citywide TCEA to include integration and coordination among the various modes of transportation. LOS shall be used for monitoring purposes, in order to identify where multi -modal improvements are needed, and not for development approvals based on capacity. (Cross Reference: See Transportation Element, Policy 1.1 1.6) Policy 1.3.3: Improvements. Continue to seek fiscal resources to make improvements necessary to accommodate growth and inf ill development while maintaining services and facilities according to et adopted standards and mobility strategies. Objective 1.6 Transportation /Land Use Compatibility. The City will ensure that population densities, housing types, employment patterns, and land uses are consistent with the City's transportation network mobility strategies. Policy 1.6.2: Multimodal Transportation Improvements. Provide pPropose t multimodal transportation improvements consistent with the land use patterns on the Future Land Use Map - 2030. Policy 1.6.3: Mobility Strategies. Require' = = : ::: -a : : • - : - - - - - :: : e - Require development to contributes to the City's multimodal system endthrough the implementation of or financial contributions toward identified mobility strategies. — - - - - - - - - - -: • - : : - - - approved by the City Commission. Development approvals will be based on the applicant's compliance with a certain number of mobility strategies as an offset to the impact of new vehicle trip generation. If the multimodal improvements needed require roadway improvements, emphasis shall be upon intersection improvements to improve safety and reduce conflicts between modes; signalization /Transportation Demand Management improvements (especially those providing transit and pedestrian priority signalization); bicycle facility improvements, and pedestrian crosswalk /median improvements. Policy 1.8.5: Procedures for Inclusion of Annexed Properties into the City's TCEA. Place properties that involve a large -scale land use amendment into a City TCEA Zone as part of the large -scale amendment process and amend simultaneously the appropriate TCEA map(s). Place properties that involve a small - scale land use amendment into a City TCEA Zone as part of the next large -scale amendment cycle, and amend simultaneously the appropriate TCEA map(s). During the interim period, after obtaining a City land use category, but prior to placement in a City TCEA Zone, development on property may proceed by the development providing and funding mobility standards and requirements of the most physically proximate Zone. If the property is adjacent to two Zones, the property shall meet the standards and requirements of the Zone lettered closest to the beginning of the alphabet. Policy 2.1.4: Future Roads and Traffic Mobility Patterns. Adopt appropriate transportation maps to identify future roads and traf-fiemobility patterns related to the Town Center that assure multimodalbcst routes through land while attempting to maximize development potential and opportunities consistent with the Town Center Goal. Determine the final location of future Town Center roads and mobility patterns during the development process. Policy 3.1.2: Future Roads and TraffieMobility Patterns. Adopt appropriate transportation maps to identify future roads and mobilitytraffie patterns related to the GID that p-revidefacilitate multimodal transportationbcst routes through and safe and convenient access to land while attempting to maximize development potential and opportunities consistent with GID Goal. Determine the final location of future roads and mobility patterns within the GID and adjacent area during the development process in accordance with the Transportation Element. Policy 3.1.3: Multimodal Access. Plan for transit and multimodal service on transportation thoroughfares accessing the GID, including a future SeminoleWAY intermodal transit facility for light rail or bus rapid transit (BRT) service along SR 417. Coordinate the location of transit - related facilities with Seminole County, LYNX, and the Florida Turnpike Enterprise. Ensure pedestrian and bicycle connection to the future intermodal facility. Supportive facilities and amenities should include clustered and compact mix of uses with intensities that support transit, park and ride parking garage with bicycle lockers and facilities, and covered shelters. (Cross Reference: See Intergovernmental Coordination Element, Policy 1.3.7) Policy 3.1.4: Multimodal Transportation. Plan for and facilitate the seamless integration of future multimodal transportation within the GID, including BRT or similar transit circulator service by the inclusion of supportive facilities and amenities in the master plan, including deeded BRT corridor. (Cross Reference: See Future Land Use Element, Policy 3.3.4) Policy 3.1.3Policy 3.1.5: Connectivity. Require pedestrian, bicycle and vehicular connectivity both internally and externally to adjoining developable properties (including public trail linkages). (Cross Reference: See Recreation and Open Space Element, Policy 1.6.4) Policy 3.2.5: Urban Form. Define the urban form through clustering of uses with intensities that support multimodal transportation and provide efficient land use, thereby reducing vehicle miles traveled and greenhouse gas emissions. Policy 3.2.5Policy 3.2.6: Development Bonuses. Development bonuses which allow a higher FAR (up to a maximum FAR of 2.0), may be granted for projects within the Greeneway Interchange District which demonstrate environmental stewardship through one or more of the following: • Environmentally - sensitive site planning (Cross Reference: See Conservation Element, Policy 1.8.2); • Green building design and energy efficient buildings as determined by USGBC LEED Certification or equivalent; • Incorporation of Low Impact Development (LID) practices, such as green roofs capture and use of stormwater for irrigation and /or other grey water type uses, and rain gardens (Cross Reference: See Conservation Element, Policy 1.3.4); • Energy efficient land use which minimizes impervious surfaces, such as inclusion of one or more parking garages (Cross Reference: See Conservation Element, Policy 1.8.1); • Restoration or enhancement of degraded wetlands, native ecosystems, or preservation of extra upland buffers around critical habitat (Cross Reference: See Conservation Element, Policy 1.7.2); and • Waterwise practices including sustainable site design through natural landscaping with Florida native plants (Cross Reference: See Conservation Element, Policy 1.2.6). Policy 3r2 6Policy 3.2.7: Trail Linkages. Require public trail linkages through the GID and require bicycle facilities (such as bike racks and lockers) to support public access via alternative means. Polley-3 2.7Policy 3.2.8: Diversity in Detailing and Style. Require development to include diversity in detailing and style while maintaining aesthetic harmony. Policy 3.3.4: Town Center Linkages. Support public /private investment in transportation linkages between the GID and the Town Center (includinqsuch as a local transit circulator, water taxi, trail connection, and, or other innovative transportation solutions.) (Cross Reference: See Future Land Use Element, Policy 3.1.4) Policy 4.2.1: Percentage of Various Uses. Require as part of the master planning process, an appropriate set of uses and distribution of uses to be established unique to each development that will allow no more than seventy -five percent (75 %) perccnt of any one type of land use to dominate the Mixed Use category. Policy 4.2.6: Connectivity. Ensure that existing, new, and future development is connected by roadways, bikeways, and /or pedestrianways that encourage travel between uses and access to transit without requiring the use of the arterial road. Policy 5.1.1: Purpose of Urban Central Business District. Establish the UCBD to: • Plan appropriate and balanced land uses on a scale and at an intensity, consistent with the availability of public facilities and services; • Facilitate mixed use development; • Encourage mass transit; • Reduce dependency on the need -for automobile travel; and vehicle miles traveled; • Encourage quality development; and • Give definition to the urban form through a vertical and horizontal mix of uses rather than strip - Policy 5.1.2: Characteristics of Urban Central Business District. Establish the UCBD as a multi -use area appropriate for intensive growth and having the following characteristics: • Compact mix of usesin design which are pedestrian friendly and are accessible without the use of the automobile; • Flexible, versatile building design that will outlast initial uses and create long -term value; • ensities and intensities which support transit; • Proximate and accessible to major arterial roadways; and • Adequate public facilities including roads, water, wastewater, solid waste disposal, stormwater drainage, and recreation. Transportation Element Objective 1.1. Quality /Level of Service. In urban centers transportation cannot be effectively managed and mobility cannot be improved solely through the expansion of roadway capacity. The expansion of Y p Y 9 p Y p roadway capacity is not always physically or financially possible, and a range of transportation alternatives is essential to satisfy mobility needs, reduce congestion, and achieve healthy, vibrant centers. For these reasons, the City shall use Quality /Level of Service (Q /LOS) for monitoring purposes in order to identify where multimodal improvements are needed, for guiding capital improvements facility /operations planning to achieve and maintain mobility, to reduce greenhouse gases, and to assist in determining a fair share that a development should contribute to the achievement of these mobility strategies. Q /LOS shall not be used for development approvals based on capacity. However, Florida Statutes require the inclusion of local roadway Level of Service standards within local comprehensive plans, even within a Transportation Concurrency Exception Area (TCEA), when roadway level of service is not the measure by which development is approved. Mobility within the TCEA shall be maintained by the implementation of the strategies and programs identified in this element and through complimentary policies within the comprehensive plan. If the development requires roadway improvements, emphasis shall be upon intersection improvements to improve safety and reduce conflicts between modes; signalization /Transportation Demand Management improvements (especially those providing transit and pedestrian priority signalization); bicycle facility improvements, and pedestrian crosswalk /median improvements. - _ - _ - _ - - - _ - - _ _ - _ : - - _ _ _ _ ■ _ _ _ - _ _ _ _ . (Cross Reference: See Capital Improvement Element, Policy 1.2.1.a.) Policy 1.1.1: Roadway Q /LOS. Establish minimum Roadway Q /LOS standard applicable to all TCEA Zones, for monitoring intersection capacity based on annual average daily trips (AADTLas follows: • Limited Access Roads as prescribed by FDOT • Arterials (4 -Lane & 6 -Lane) DE + 1 0% • Arterials (2-Lane) E + 30% • Collectors D • Local Roads Policy 1.1.2: Transit Q /LOS. Coordinate with METROPLAN ORLANDO and LYNX to assist the County in maintaining the County's minimumadepted Q /LOS standard for transit, applicable to the citywide TCEA, to link urban centers and neighborhoods to nearby LYNX stops and subsequently to commuter rail. Work toward a long range vision of implementing higher capacity transit modes, such as bus rapid transit along SeminoleWAY (SR 417) and between Zones A & B: (Cross Reference: See Transportation Element, Objective • 1 . 6 and Policies 1.6.1 through 1.6.71 .e - - - - - • - _ - _ _ • _ _ - - _ . . . . . . . . . . . .- F i x e d Route Public Transit Initial Future (as triggered by need) • Link 103 Altamonte Station 15- minute headway (2013) No Change • Link 434 Crosstown 60- minute headway (2010) 30- minute headway • SeminoleWAY RBT N/A 15- minute headway PickUpLine (PUL) Transit Initial Future (as triggered by need) • Tuskawilla /Red Bug Lake Rds N/A 60- minute headway (2 hr adv) Policy 1.1.3: Pedestrian Q /LOS. Presence of pedestrian path /sidewalk within 1 /4 mile of fixed route transit and Zones A and B. Gaps shall be identified as part of Capital Improvements programming evaluation and during development review for new and redeveloping projects. Policy 1.1.4: Bicycle Q /LOS. Percentage of arterial and collector road corridors identified with bike lane or shared lane pavement markings and signage. When the percentage exceeds (25 %) it shall be an indicator of the need to shift to the next quality level. Policy 1.1.5: Continue to coordinate the City's efforts with FDOT to ensure the optimal operation of both the City's mobility strategy and the State's Strategic Intermodal System (SIS) facilities. Policy 1.1.4Policy 1.1.6: Require a traffic — studyTransportation Impact Analysis for all new development generating more than 300 annual average daily trips (AADT). Such study shall be conducted in accordance with written procedures provided by the City. (Cross Reference: See Transportation Element. Policy 1.1 1.2). Policy h6Policy 1.1.7: Annually monitor the Q /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. 3Policy 1.1.8: 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 1.1.5Policy 1.1.9: Evaluate proposed development for compliance with mobility strategies using established criteria. Policy 1.1.7Policy 1.1.10: 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 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. Policy 1.1.8Policy 1.1.11: 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 between U.S. 17 -92 to 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. (Cross Reference: See Transportation Element, Policy 1.9.9 and Intergovernmental Coordination Element, Policy 1.3.1) Policy 1.2.1: Require the dDesign and construction of the- arterial roadways-system, through cooperation with the FDOT and Seminole County, to support and reflect adjacent land uses and development patterns, while = - : - •: • - -, • • ■ - : • • • - • - - - - - , - - •-• • : -, : preservinge the through traffic carrying capacity of the facility. Policy 1.2.4: Fund the collector road system by transportation impact fees. 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: • 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 major roadways as complete streets to enable safe, attractive, and comfortable access and travel fo all users, to the extent appropriate. ilncorporateing bicycle lanes, and pedestrian facilities and transit features to achieve a true multimodal system while• ith the intent of reducing greenhouse gas emissions. As funding becomes available, retrofit existing corridors to accommodate multimodal options. Policy 1.2.9: Implement mobility strategies to maintain and achieve mobility within the citywide TCEA : • - ="- e : : : • - - : : - - - - = - - = = • = - e e 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 ORLANDO to implement projects on the state /county highway system that support the City's mobilitytransper#iatien objectives. Policy 1.3.10: Limit greenhouse gas emissions through the implementation of strategies to reduce the number of Vehicle Miles Traveled (VMT). Policy 1.5.1: Strive to implement a livable transportation system within the City that includes multiple travel choices and the ability to move from one mode of travel to another with Policy 1.5.7: Require new development and redevelopment to provide safe, well lit, and efficient on -site motorized and nonmotorized traffic movements, sufficient parking, pedestrian facilities, and, as applicable, connections to adjacent sites and rights -of -way. 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 1.5.15: Continue to work with Seminole County and other organizations involved in the acquisition and development of trail systems within Seminole County to complete the missing link at Layer Elementary School at S.R. 419 and to add connecting linkages between established neighborhoods (such as the Highlands) and the Cross Seminole Trail... ' _ • - •_ _ _ - - - -- - : • : :: : recreation.. Policy 1.5.16: Plan for and facilitate the seamless integration of future multimodal transportation in Zone B, including BRT or similar transit circulator service, by requiring the inclusion of supportive facilities and amenities in the Greeneway Interchange District master plan, including deeded BRT corridor. (Cross Reference: See Future Land Use Element. Policy 3.1.4) • : _ : : - the CID west of S.R. Policy 1.5.17: Encourage the implementation of the S.R. 434 Crosstown bus route and linkage to the planned Central Florida Commuter Rail (SunRail). (Cross Reference: See Future Land Use Element, Policy 1.4.6 and Transportation Element, Policy 1.6.7) Policy 1.5.18: Establish a Traii Bicycle and Pedestrian Advisory Committee made up of residents who will work together to pursue the planning and implementation of an interconnected trail, pedestrian and bicycle circulation system, encourage increased use of non - motorized transporation in the City and make appropriate recommendations to the City Commission. Policy 1.7.5: Ensure that development in the Town Center consists of pedestrian - sized blocks, as travel distance which is influenced by street connectivity has a big impact on whether a person decides to walk or not. (Cross Reference: See Future Land Use Element, Policy 2.2.1) Policy 1.9.10: Coordinate with the FDOT and the City of Oviedo to establish a long term concurrency management system to address potential roadway deficiencies along S.R. 434 (east of S.R. 417), and prioritize roadway improvements for this corridor within a time fram of uop to ten years. The long term concurrency management system will be coordinated with the Capital Improvements Element and will include periodic monitoring of LOS conditions and funding status. P, 'licy 1.11.6tPolicy 1.11.1: Transportation Concurrency Exception Area (TCEA). Consider the City in its entirety as being effectively established as a TCEA on July 8, 2009 by Senate Bill 360. This designation provides an exemption to transportation level of service requirements in an effort to support urban infill, development, redevelopment and the achievement of the City's redevelopment goals by addressing mobility, urban design, land use mix, and network connections. Transportation concurrency requirements are modified within the citywide TCEA to include integration and coordination among the various modes of transportation. Q /LOS shall be used for monitoring purposes, in order to identify where multi -modal improvements are needed, and not for development approvals based on capacity. (Cross Reference: See Future Land Use Element, Policy 1.3.2) _ _ - • - : • - _ - -. - - - Exception Area (TCEA), Multimodal Transportation District • • goals and objectives of the Comprehensive Plan, issues; • Establishing guidelines for granting exceptions to transportation concurrcncy for urban infill Florida Statutes; PrePd Policy 1.11.2: TCEA Zones. Implement the Winter Springs' TCEA as five (5) distinct Zones, designated as A, B, C, D & E, based on geographic location in relation to the City's existing transportation network, land use, transit readiness, and future mobility needs. ZONE A Zone A is identified as the Central Mobility Hub and is generally located at the heart of the City at the intersection of State Road 434 and Tuskawilla Rd. and coincides generally with the Town Center /Urban Central Business District, which is roughly bounded by Tuscawilla Office Park to the south, Central Winds Park to the west, by Lake Jesup to the north, and by the Cross Seminole Trail pedestrian bridge to the East as shown on the TCEA Zone Map. Zone A includes major public facilities such as City Hall, Winter Springs High School, U.S. Post Office, Veteran's Memorial, Magnolia Park, and Central Winds Park. Zone A has an interconnected network of streets which connect into State Road 434 and Tuskawilla Rd, and it is also directly accessed by the Cross - Seminole Trail and by a LYNX fixed route (SR 434 Crosstown route). The goals of Zone A are fully described in the Future Land Use Element under Goal 2 (Town Center) and Goal 5 (Urban Central Business District) and the associated objectives and policies of each. This area supports a density of 36 dua (the highest in the City), and vertical integration of uses, along with integration of multi- modal transportation options. Zone A contains both built -up properties and vacant land suitable for new development. Public facilities and services are available, such as sanitary sewer, potable water, roads, and recreation areas. ZONE B Zone B is identified as the SeminoleWAY Hub and coincides generally with the Greeneway Interchange District roughly bounded by Zone C (Corridor Zone) to the south, Zone A (Central Mobility Hub) to the west, Lake St. to the north, and just beyond SR 417 to the East as shown on the TCEA Zone Map and also includes the Oviedo Market Place area. The area is centered around the SeminoleWAY Interchange at SR 434 and also includes the Oviedo MarketPlace area located in the vicinity of the SeminoleWAY interchange at Red Bug Lake Rd. The Zone is distinguished by its proximity to SR 417 (a Strategic Intermodal System or SIS), also known as SeminoleWAY and is expected to be heavily served by transit. The area contains primarily vacant land. The goals of Zone B are fully described in the Future Land Use Element under Goal 3 (Greeneway Interchange District) and Goal 4 (Mixed Use) and the associated objectives and policies of each. The Zone is highly market- driven, oriented to certain target industries for the purpose of creating primarily an employment- oriented mixed use development. This area supports high intensity, and vertical integration of uses, along with integration of multi -modal transportation options. Both Zone A & Zone B contain important job- generating economic features with a need for a supportive future land use pattern and mobility facilities in proximity to those economic assests. ZONE C Zone C is identified as the Corridor Zone. The corridor includes properties within 1 /2 mile (2640 feet) of the centerline of State Road 434, extending from the western City boundary to the eastern City boundary, exclusive of those parcels included within Zone A or B and properties within 1 /2 mile (2640 feet) of the centerline of U.S. 17 -92, extending from the northern most City boundary to the southernmost City boundary. Zone C contains both built -up properties, properties suitable for redevelopment and some vacant parcels. Public facilities and services are available, such as sanitary sewer, potable water, roads, and recreation areas. ZONE D Zone D is identified as the State Road 419 Corridor. The corridor includes properties within 600 feet of the centerline of U.S. 17 -92, extending from the northern most City boundary, exclusive of those parcels included within Zone C. Zone D contains both primarily built -up properties and parcels suitable for redevelopment. Public facilities and services are available, such as sanitary sewer, potable water, roads, and recreation areas. ZONE E Zone E is identified as the Suburban Development District and includes the remaining area of the City, not previously included within any other zone. The area is mostly built -out and primarily includes established single family neighborhoods. The area is not expected to undergo any redevelopment or transition to higher density within the foreseeable future. TCEA Zone Map Policy 1.11.3: Table of Appropriate Mobility Strategies and Mitigation Opportunities Policy 1.11.1:Policy 1.11.4: Revise the land development code by July 9, 2011, related to concurrency administration and proportionate fair share contributions to include funding of mobility strategies within the DULA /TCEA in concert with the long term strategies for achieving and funding mobility adopted by Seminole County and the determination of proportionate fair share contribution based on projected VMTs = .- : : : _ - 4 . : - :: : • : - : - - - -- • e :: : Policy 1.11.2:Policy 1.11.5: Require that all new- developments anticipated to generate 300 or more annual average daily trips fAADT) be required to submit a Transportation Impact Analysisy. (Cross Reference: See Transportation Element, Policy 1.1.46) 3 Policy 1.11.6: 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 1.1 :4:Policy 1.11.7: 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. Policy .TPolicy 1.11.8: Maintain records to determine whether any 110% de minimis transportation impact threshold is reached, pursuant to Subsection 163.3180(6), F.S. A summary of these records shall be submitted with the annual Capital Improvements Element update. Policy 1.11.9: Annually determine the City's percentage of achievement of mobility strategies and multimodal Q /LOS. Intergovernmental Coordination Element Policy 1.2.3: Review the actions of other local governments as to the impact of such action on City LOS standards and mobility strategies. Objective 1.3: Transportation Coordination. The City shall continue to coordinate its transportation planning and mobility strategies with affected governmental agencies and jurisdictions., Policy 1.3.6: Continue to coordinate in the ongoing development, monitoring and implementation of mobility strategies with Seminole County and the cities within Seminole County, to ensure the availability of multiple modes of transportation within the City. = . - = : : _ = - - • ■ ■ _ _ _ - -- • - . . . . . . . . . . . . . . . Florida Dcpartmcnt of Transportation Road Systcm Classification list, but which appcar in the County's • Initiating conflict resolution procedures to resolve inconsistencics bctwccn the City's LOS standards for roadways and the County's adopted LOS standards. Providing a mcthod of prioritization of needed • Dctcrmining jurisdictional authority for roadways and othcr rights of way which arc 'half in, half Policy 1.3.7: Promote the development of a bus rapid transit (BRT) line or light rail along S.R. 417 (SeminoleWAY) through interagency coordination with METROPLAN ORLANDO, Seminole County, LYNX, and the Florida Turnpike Enterprise to provide convenient, regional access to the City's Greenway Interchange District. (Cross Reference: See Future Land Use Element, Policy 3.1.3) Policy 1.3.7Policy 1.3.8: Work with the School Board to maximize efficient use of existing and planned roads to avoid sprawl development, during participation in future school site selection as identified in the 2007 Interlocal Agreement for Public School Facility Planning and School Concurrency As Amended January 2008. (Cross Reference: See Public School Facilities Element, Policy 1.7.1) Policy 1.4.7: Review the actions of other local governments as applicable, for their impact on City LOS standards and mobility strategies. Capital Improvements Element GOAL 1: Provide public facilities and services which protect and promote the public health, safety and general welfare of Winter Springs' residents in a sustainable manner and which support mobility strategies, while accommodating desired future growth and redevelopment at acceptable Levels of Service. Objective 1.1: Annual Review. The City shall annually review and modify its Capital Improvements Element to ensure the financial feasibility and timely provision of capital facilities needed to maintain Level of Service (LOS) standards and to guide the City's capital and operating expenditures on mobility toward achieving the stated goal of mobility and reduction of the City's level of greenhouse gases emissions. Policy 1.1.3: Define capital projects as those projects identified within the other elements of the Comprehensive Plan that are necessary to meet established LOS and to support mobility strategies, increase the capacity or efficiency of existing infrastructure, replace failing infrastructure or enhance facilities and infrastructure that generally have a cost exceeding $50,000. Policy 1.1.4: Include and fund capital projects for the following facilities and infrastructure in the SCI: • Transportation (Mobility Strategies) • Stormwater Management (Drainage) • Sanitary Sewer • Solid Waste • Potable Water • Parks and Recreation Policy 1.1.9: Consider capital projects for school capacity improvements included in the Seminole County School Board's Five -Year Capital Improvement Plan adopted September 9, 20092008 for the fiscal year 2009 - 20102008 200', through 2013- 20142012 2013 as included herein by reference. Objective 1.2: Level of Service (LOS) and Mobility Strategies. The City shall utilize Level of Service (LOS) criteria and mobility strategies defined in the various elements of this Plan when determining the timing and funding of capital projects and to assist in determining a fair share that a development should contribute to the achievement of mobility strategies. The City must demonstrate that the LOS standards will be achieved and maintained by the end of the five -year planning period. A deficiency is a facility of service that does not meet (is operating below) the adopted Level of Service (LOS) standard. Within the citywide TCEA, mobility strategies as detailed in the Transportation Element shall apply, which include Quality /Levels of Service (Q /LOS) for monitoring purposes. The City shall annually evaluate whether conditions that trigger the need to alter Q /LOS standards (as identified in the Transportation Element) have been achieved. If so, necessary improvements shall be included in capital or operating budgets and within the Capital Improvements Element. Policy 1.2.1: Adopt LOS standards and mobility strategies for facilities and infrastructure as follows: a. Transportation (Mobility Strategies)Facilities- Within the citywide TCEA, mobility strategies (as detailed in the Transportation Element) shall apply.' - _ .' - - - - - --•-• - e = for Transportation facilities based on average daily trips: (Cross Reference: See Transportation Element, Policy 1.1.1) • Limited Access Roads. as prescribed by FDOT • At'-tcrials. LOS D • Collectors. LOS D * * * ** Policy 1.2.2: Evaluate proposed land use amendments to determine the compatibility of those amendments with the adopted LOS standards, mobility strategies, and with available funding for implementing improvements that would be necessary pursuant to such land use amendments. Policy 1.2.3: Consider the following thresholds to target initiation and budgeting of construction and /or purchase of capital facilities to meet projected future needs based on adopted LOS standards: • Roadways Volumes arc at 90 % of adopted LOS capacity: • Sewer — 75 % of available capacity is being utilized. • Water — 75 % of available capacity is being utilized. • Stormwater — Adoption of TMDL Master Plan. Mas n. e a • Recreation and Open Space — Park lands when 95 % of available land area is utilized or when 90 % of the population exists in areas in need of new park acreage. Objective 1.4: New Development to Bear a Proportionate Cost. New development shall bear a proportionate cost of public facility improvements in order to maintain adopted level of service (LOS) standards and mobility strategies. Policy 1.4.2: Guarantee the timely installation of capital improvements required to meet LOS and mobility strategies which are to be funded by a developer, in an enforceable development agreement, interlocal agreement, or other enforceable agreement. Execute such agreements under the City's constitutional home rule power as authorized in Chapter 166, Florida Statutes or as otherwise authorized by law. Policy 1.4.3: Require a development agreement and /or development to proceed in more than one phase, when appropriate, to ensure that LOS standards are maintained and mobility strategies implemented. Policy 1.4.5: Require new developments to be responsible for installing all internal potable and reclaimed water and sewer systems, vehicular, bicycle, and pedestrian circulation systems, and internal recreation /open space facilities within their development. Connecting internal systems to designated major potable and reclaimed water and sewer trunk systems and vehicular, bicycle, and pedestrian circulation network is the financial responsibility of the developer. (Cross Reference: See Transportation Element, Policies 1.5.3; 1.5.4; and 1.5.13) Policy 1.5.6: Continue to participate in METROPLAN ORLANDO to ensure funding distribution for transportation projects and mobility strategies identified in the SCI. Objective 1.7: Concurrency Management. The City shall continue to operate a Concurrency Management System for the review of all proposed developments within the City. As part of the City's Concurrency Management System, the City will help facilitate school concurrency review by the School Board and shall rely upon the School Board to determine and report to the City if school capacity is available. The concurrency evaluation system shall measure the potential impact of any proposal for a development permit or order upon mobility strategies and the established minimum acceptable levels of service (LOS) for public schools, sanitary sewer, solid waste, drainage, potable water, parks and recreation station facilities, unless the development permit or order is exempt from the review requirements of this section. No development permit or order which contains a specific plan of development, including densities and intensities of development, shall be issued unless adequate public facilities are available to serve the proposed development as determined by the concurrency evaluation set forth in this section.