HomeMy WebLinkAboutOrdinance 2010-18 Transportation Concurrency Exception Area and Transportation Mobility Strategies Amendments 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.
WHEREAS, section 163.3161 et. seq., Florida Statutes (1987) established the Local
Government Comprehensive Planning and Land Development Regulation Act; and
WHEREAS, section 163.3167, Florida Statutes, requires each municipality in the State of
Florida to prepare and adopt a Comprehensive Plan as scheduled by the Florida Department of
Community Affairs; and
WHEREAS, Chapter Law 2009 -69, signed into law on June 1, 2009, requires each City
certified as a Dense Urban Land Area (DULA) to be designated as a Transportation Concurrency
Exception Area (TCEA), which would allow the City to be exempt from state - mandated
transportation concurrency requirements by establishing mobility strategies and funding mechanisms
for various geographic areas or zones of the City in collaboration with Seminole County and adjacent
cities; and
WHEREAS, designation as a TCEA allows the City to be exempt from state - mandated
transportation concurrency requirements by establishing mobility strategies and funding mechanisms
for various geographic areas or zones of the City in collaboration with Seminole County and adjacent
cities; and
WHEREAS, the City of Winter Springs was designated a DULA on July 8, 2009 and
therefore must be designated a TCEA; and
WHEREAS, the application of a TCEA designation requires a comprehensive plan
amendment; and
WHEREAS, the Local Planning Agency of the City of Winter Springs held a duly noticed
public hearing on July 14, 2010, in accordance with the procedures in Chapter 163, Part II, Florida
City of Winter Springs
Ordinance 2010 -18
Page 1 of 4
Statutes, on the proposed comprehensive plan amendment and considered findings and advice of
staff, citizens, and all interested parties submitting written and oral comments; and
WHEREAS, the Local Planning Agency recommended the City Commission adopt the large
scale comprehensive plan text amendment; and
WHEREAS, the City Commission hereby finds that this Ordinance is in the best interests
of the public health, safety, and welfare of the citizens of Winter Springs, Florida; and
NOW, THEREFORE, THE CITY COMMISSION OF THE CITY OF WINTER
SPRINGS HEREBY ORDAINS AS FOLLOWS:
Section 1. Recitals. The foregoing recitals are true and correct and are fully incorporated herein
by this reference.
Section 2. Authority. This Ordinance is adopted in compliance with, and pursuant to, the Local
Government Comprehensive Planning and Land Development Regulation Act, Sections 163.3167
and 163.3187, Florida Statutes.
Section 3. Purpose and Intent. The purpose and intent of this ordinance is to adopt the large
scale comprehensive plan text amendment set forth herein to designate the City of Winter Springs
a Transportation Concurrency Exception Area (TCEA), and to make conforming amendments to the
Plan consistent therewith.
Section 4. Adoption of Large Scale Comprehensive Plan Text Amendment. The City
Commission of the City of Winter Springs hereby amends the Comprehensive Plan as follows:
A. Future Land Use Element. The Future Land Use Element is hereby amended as set
forth in Exhibit "A," attached herein and fully incorporated herein by this reference
(underlined type indicates additions and strikeout type indicates deletions, while asterisks
(* * *) indicate a deletion from the Ordinance of text existing in the Future Land Use Element.
It is intended that the text in the Future Land Use Element denoted by the asterisks and set
forth in this Ordinance shall remain unchanged from the language existing prior to adoption
of this Ordinance).
B. Transportation Element. The Transportation Element is hereby amended as set forth
in Exhibit "B," attached herein and fully incorporated herein by this reference (underlined
type indicates additions and strikeout type indicates deletions, while asterisks ( * * *) indicate
a deletion from the Ordinance of text existing in the Transportation Element. It is intended
that the text in the Transportation Element denoted by the asterisks and set forth in this
Ordinance shall remain unchanged from the language existing prior to adoption of this
Ordinance).
City of Winter Springs
Ordinance 2010 -18
Page 2 of 4
C. Intergovernmental Coordination Element. The Intergovernmental Coordination
Element is hereby amended as set forth in Exhibit "C," attached herein and fully
incorporated herein by this reference (underlined type indicates additions and strikeout type
indicates deletions, while asterisks (* * *) indicate a deletion from the Ordinance of text
existing in the Intergovernmental Coordination Element. It is intended that the text in the
Intergovernmental Coordination Element denoted by the asterisks and set forth in this
Ordinance shall remain unchanged from the language existing prior to adoption of this
Ordinance).
D. Capital Improvements Element. The Capital Improvements Element is hereby
amended as set forth in Exhibit "D," attached herein and fully incorporated herein by this
reference (underlined type indicates additions and strikcout type indicates deletions, while
asterisks ( * * *) indicate a deletion from the Ordinance of text existing in the Capital
Improvements Element. It is intended that the text in the Capital Improvements Element
denoted by the asterisks and set forth in this Ordinance shall remain unchanged from the
language existing prior to adoption of this Ordinance).
Section 5. Transmittal to the Department of Community Affairs. The City Manager or his
designee is hereby designated to sign a letter transmitting the adopted comprehensive plan
amendment to the Florida Department of Community Affairs, in accordance with section
163.3187(4), Florida Statutes, and Section 9J -11, Florida Administrative Code.
Section 6. Repeal of Prior Inconsistent Ordinances and Resolutions. All prior inconsistent
ordinances and resolutions adopted by the City of Winter Springs City Commission, or parts of
ordinances and resolutions in conflict herewith, are hereby repealed to the extent of the conflict.
Section 7. Severability. If any section, subsection, sentence, clause, phrase, word or provision
of this Ordinance is for any reason held invalid or unconstitutional by any court of competent
jurisdiction, whether for substantive, procedural, or any other reason, such portion shall be deemed
a separate, distinct and independent provision, and such holding shall not affect the validity of the
remaining portions of this Ordinance.
Section 8. Effective Date and Legal Status of the Plan Amendment. The effective date of
the comprehensive plan amendment adopted by this Ordinance shall be the date a final order is
issued by the Florida Department of Community Affairs, or the date of the Administration
Commission finding the Amendment in compliance with section 163.3184, Florida Statutes. No
development orders, development permits, or land use dependent on this amendment may be issued
or commenced before it has become effective. If a final order of noncompliance is issued by the
Administration Commission, the amendment may nevertheless be made effective by adoption of a
resolution affirming its effective status. After and from the effective date of this amendment, the
comprehensive plan amendment set forth herein shall amend the City of Winter Springs
Comprehensive Plan and become a part of that plan and the amendment shall have the legal status
City of Winter Springs
Ordinance 2010 -18
Page 3 of 4
of the City of Winter Springs Comprehensive Plan, as amended.
ADOPTED by the City Commission of the City of Winter Springs, Florida, in a regular
meeting assembled on the 25th day of October, 2010.
JOH . BUSH, Mayor
ATT D T:
A r LUACES
City lerk
APPROVED AS TO LEGAL FORM AND SUFFICIENCY
FO E CITY OF WINTER SPRINGS ONLY.
/A
ANTHONY A. GARGANESE
City Attorney
Transmittal Hearing: July 26, 2010
Adoption Hearing: October 25, 2010
Effective Date:
City of Winter Springs
Ordinance 2010 -18
Page 4 of 4
EXHIBIT "A" TO ORDINANCE 2010 -18
Future Land Use Element -
GOAL 1: Quality of Life. To ensure that the character, magnitude, and location of all
land uses provides a system for orderly growth and development (as defined in sections
163.3221 and 380.04, Florida Statutes) that achieves a balanced, natural, energy efficient,
and economic environment, and enhances the quality of life of all residents throughout
and beyond the 2030 planning horizon.
* **
Policy 1.1.4: Innovative Design. Encourage energy - efficient and innovative land use
patterns (such as, multimodal horizontally and vertically integrated mixed use
development, cluster development, low impact development, LEED, Green Globes,
Florida Green Building Coalition standards, and other such environmentally - friendly
development practices).
* **
Objective 13: 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.
Policy 13.1: Level of Service (LOS) and Mobility Standards#evicw. Review all
development and redevelopment proposals to determine their specific impacts on current
LOS and mobility standards.
Policy 1.3.2: Determination. Deny a development order if a proposed development will
result in a degradation of the adopted LOS, unless it can be demonstrated that sufficient
improvements will be in place concurrent with the impacts of such development to
maintain the adopted minimum LOS standard. Transportation QLOS, however, as a result
of the citywide Transportation Concurrency Exception Area (TCEA) designation 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, Goal 6 et seq. and Multimodal Transportation Element, Policy
1.11.1)
Policy 1.3.3: Improvements. Continue to seek fiscal resources to make improvements
necessary to accommodate growth and infill development while maintaining services and
facilities according to at adopted standards and mobility strategies.
* **
Objective 1.4: Discourage Urban Sprawl and Encourage Redevelopment. The City
will limit the proliferation of urban sprawl and encourage redevelopment and
revitalization of blighted areas.
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Policy 1.4.1: Redevelopment Plans. Create redevelopment or small area plans to identify
and establish redevelopment opportunities. (Cross Reference: See Housing Element,
Policy 2.4.4)
Policy 1.4.2: Higher Density Infill. Encourage the efficient use of land with compatible
infill and higher density and intensity development within the Town Center and the U.S.
17 -92 CRA Corridor. Higher density development shall be directed to the CRA to
promote revitalization of underutilized property through redevelopment and reinvestment
with access to the existing fixed transit route, which provides critical connection with
SunRail. Minimize adverse impacts to adjacent established residential neighborhoods
through site layout, orientation of buildings, and a transition of densities. (Cross
Reference: See Housing Element, Policy 1.1.8)
Policy 1.4.3: Public Services and Facilities. Work to ensure the availability of public
services and facilities to accommodate development in the Town Center and Greeneway
Interchange District.
Policy 1.4.4: Redevelopment Visioning Workshop(s). Hold visioning workshop(s) to
discuss specific issues that may impede infill and redevelopment activities consistent
with the land uses and densities indicated in this plan, in situations that will not
jeopardize public health, safety or welfare.
Policy 1.4.5: S.R. 434 Overlay. Implement the S.R. 434 overlay corridor design
standards to encourage infill development that is appropriate for the character of the
neighborhoods adjacent to this corridor. Allow a vertical mix of uses to promote a live-
work environment.
Policy 1.4.6: S.R. 434 Crosstown Bus Route. Implement as feasible, bicycle and
pedestrian connections to the new S.R. 434 Crosstown bus route. (Cross Reference: See
Multimodal Transportation Element, Policy 1.5.17 and 1.6.7)
* *,�
Policy 1.4.8: Deteriorated Areas. Target areas of blight or otherwise deteriorated areas
for special consideration through a redevelopment plan and pursue available federal,
state, county and local funds for redevelopment. (Cross Reference: See Housing Element,
Policy 2.4.1)
* **
Policy 1.4.10: U.S 17 -92 CRA. Continue to support the efforts of the Community
Redevelopment Agency and the implementation of the US 17 -92 Corridor
Redevelopment Master Plan recommendations, as amended from time to time.
Objective 1.5: Land Use Compatibility. Future development must be consistent with
the adopted Future Land Use Map - 2030. Encourage the elimination of nonconforming
structures and uses through the adoption of appropriate land development regulations.
* **
Policy 1.5.3: Redevelopment /Infill Development. Identify acceptable locations, priorities
and implementation strategies for potential and compatible infill development and
redevelopment. Address residential, commercial and live -work or mixed use
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opportunities. Follow -up these efforts with any needed amendments to the
Comprehensive Plan, Future Land Use Map - 2030, and/or Code of Ordinances as well as
enhancements to the vacant parcel map and database illustrating infill development and
redevelopment opportunities. Consider providing incentives for infill development and
redevelopment that support the City's targeted program priorities.
Policy 1.5.4: Conversions. Support the transition or conversion of older residential
homes fronting onto arterial roadways, to a live –work or commercial use, by reducing the
required development standards when appropriate, while maintaining compatibility and
• protecting adjacent neighborhood uses. (Cross Reference: See Housing Element, Policy
2.4.9)
* **
Policy 1.5.7: Compatibility. Maintain site design requirements and subdivision
regulations in the Code of Ordinances which adequately address the impacts of new
development on adjacent properties in all land use categories and zoning districts and
which encourage property owners to make property upgrades which enhance and increase
property values. (Cross Reference: See Housing Element, Policy 2.2.11)
* **
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 transportation modes and services proposed to serve these areasCityls
. In support of the establishment of a citywide Transportation
Concurrency Exception Area (TCEA), the City adopts mobility strategies to enhance
transportation options and to enable a reduction of vehicle miles traveled. (Cross
Reference: See Future Land Use Element, Goal 6 et seq.)
Policy 1.6.1: Cross Access Easements. Require shared driveways and cross access
easements between adjacent properties where feasible to support efficiency in travel and
to reduce demand on arterial and collector streets. evelopment projects
over ten (10) acres shall have more than one point of access unless determined
infeasible. (Cross Reference: See Multimodal Transportation Element, Policy 1.2.2)
Policy 1.6.2: Transportation—Improvements. Provide pProposed multimodal
transportation improvements consistent with the land use patterns on the Future Land Use
Map - 2030.
Policy 1.6.3: Development Reauirements.
Require development to contributes to the City's multimodal
system athrough the implementation of identified mobility standardsadsses -e
- _ - _ - ,. .. . ... . . . ... . .. • . . 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). (Cross Reference: See Future
Land Use Element, Goal 6 et seq. and Multimodal Transportation Element, Policy 1.11.1)
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Policy 1.6.4: High Traffic Count Uses. Encourage land uses that generate high traffic
counts to locate adjacent to arterial roads and mass transit systems.
Policy 1.6.5: On Site Traffic Flow. Require development to provide safe and convenient
on site motorized and nonmotorized traffic flow, adequate pedestrian facilities and
connections, and sufficient parking for both motorized and nonmotorized vehicles.
Policy 1.6.6: Connectivity. Encourage travel between uses and access to transit without
requiring the use of arterial roads by ensuring that existing, new, and future development
is connected by roadways, bikeways, and sidewalks, (Cross Reference: See Multimodal
Transportation Element, Policy 1.3.3 and Recreation and Open Space Element, Policy
1.6.4)
* **
Objective 1.7: Adjacent Jurisdictions. The City shall promote compatibility of adjacent
land uses with Seminole County and the neighboring cities of Casselberry, Longwood
and Oviedo.
* **
Policy 1.7.2: Intergovernmental Coordination. Continue intergovernmental coordination
through associated technical committees with neighboring jurisdictions, such as
METROPLAN ORLANDO, the Council of Local Governments (CALNO),
SeminoleWAY Way initiative and the Planning Technical Advisory Committee (PTAC).
* **
GOAL 2: Town Center. The City seeks to create a Town Center based upon traditional
design standards for development that will become the identifying focus of the City's
downtown and contribute to an increased and diversified tax base for the City. The
primary purpose of the Town Center shall be to create an economically successful,
vibrant, aesthetic, compact, multimodal, diverse, mixed use (including horizontal and
vertical integration of uses) neo- traditional urban environment, designed on a pedestrian
scale and with a pedestrian orientation. The Town Center is to be a place where people
can reside in a mix of single and multiple family dwellings, work, gather to shop, relax,
recreate, be entertained, attend community events, and enjoy the natural beauty of lands
located in the Town Center. The Town Center should be created through public and
private investment and development.
* **
Objective 2.1: Location. The Town Center should be generally centered around the
intersection of S.R. 434 and Tuskawilla Road, as depicted on the City's Future Land Use
Map - 2030. Existing public facilities such as the City Hall, Winter Springs High School,
Central Winds Community Park, and the U. S. Post Office are included within the Town
Center designation.
* **
Policy 2.1.4: Future Roads and Traffic Mobility Patterns. Periodically updateAdopt
apprepriat-e—transportation maps to identify future roads and traffiemobility patterns
related to the Town Center that ... . - .. - ... • ; •• . - - •• •
Page 4ofl0
tefacilitate multimodal transportation routes through the Town Center, and safe and
convenient access to the Town Center, 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 in accordance with the Multimodal Transportation Element.
* **
Objective 2.2: Neo-traditionaL Promote and enhance the development of the Town
Center by allowing a mixed use higher density /intensity neo- traditional urban pattern.
* **
Policy 2.2.10: Require an interconnected network of sidewalks in new residential
developments to support walking and neighborhood friendliness.
* **
GOAL 3: Greeneway Interchange District The City hereby creates a Greeneway
Interchange District (GID) land use category to target industries with high quality, higher
income jobs and an increased tax base for the City.
Objective 3.1: Location. The GID shall be located in proximity to S.R. 417 and the
interchange area on S.R. 434, as depicted on the City's Future Land Use Map - 2030.
The GID is located within the "target area" identified by Seminole County in 2007 as
"Seminole A Way ", which runs north from S.R. 426 in the City of Oviedo to
Interstate 4 in the City of Sanford, following the S.R. 417 corridor.
* **
Policy 3.1.2: Future Roads and TraffieMobility Patterns. Periodically updateAdept
appr -ems transportation maps to identify future roads and mobilitytraffie patterns
related to the GID that previdefacilitate multimodal transportationbest routes through and
safe and convenient access to the GID, to land while attempting to maximize
development potential and opportunities consistent with GID Goal. Determine the fmal
location of future roads and mobility patterns within the GID and adjacent area during the
development process in accordance with the Multimodal Transportation Element.
Policy 3.1.3: Multimodal Access. Plan for transit and multimodal service on
transportation thoroughfares accessing the GID, including a future SeminoleWAY Way
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 Iockers 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 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. (Cross
Reference: See Future Land Use Element, Policy 3.3.4)
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Po I Policy 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)
* **
Objective 3.2: Land Uses. The intent and purpose of the GID is to attract target
industries which provide higher paying jobs, which complement and do not compete with
the Town Center, and which will increase the City's tax base.
* **
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 3.2.5Policv 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).
P .6 Policy 3.2.7: Trail Linkages. Require public trail linkages through the GID
and require bicycle facilities (such as bike racks and lockers) to support his
multimodal access included in the adopted Master Plan.
Policy 3.2.7Policv 3.2.8: Diversity in Detailing and Style. Require development to
include diversity in detailing and style while maintaining aesthetic harmony.
Objective 3.3: Private/Public Investment: The City shall encourage and promote target
industries to invest and locate on land designated GID.
Page 6 of 10
* * *
Policy 3.3.2: Seminole -WAY Way Collaboration. Pursue opportunities to collaborate on
the regional SeminoleWAY Way initiative between Seminole County, the cities of
Oviedo, Sanford, and Winter Springs, the Florida Turnpike Enterprise, and the Orlando
Sanford International Airport, for purposes of economic development and job growth
initiative. (Cross Reference: See Intergovernmental Coordination Element, Policy 1.2.4)
* **
Policy 33.4: Town Center Linkages. Support public /private investment in transportation
linkages between the GID and the Town Center (includingsuch 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 3.5.5: High Quality Development. Ensure high- quality building and development
that enhances the image and economic well -being of the City, GID, and SeminoleWAY
Way.
* **
GOAL 4: Mixed Use The City seeks to promote a Mixed Use category, which provides
for a variety of land uses and intensities within a development site to preserve
conservation areas, reduce public investment in service provision, encourage flexible and
creative site design, and provide public amenities with area -wide benefits.
Objective 4.1: Location. The Mixed Use category shall be located proximate to major
transportation corridors as depicted on the City's Future Land Use Map -2030.
* **
Objective 4.2: General Uses and Intensities. Through the enactment of creative and
flexible land development regulations and master planning design standards, permit a
variety of mixed uses consistent, compatible and in harmony with the Mixed Use Goal,
including low, medium and high density residential; commercial (retail and office); light
industrial; educational facilities; recreational facilities; and compatible public facilities.
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 %) percent 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.
GOAL 5: Urban Central Business District. The City shall create an Urban Central
Business District (UCBD) in order to promote high intensity, high density development
in its urban core.
Policy 5.1.1: Purpose of Urban Central Business District. Establish the UCBD to:
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• 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 travol; 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 -type development.
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;
• High- dDensities 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.
* **
Policy 5.2.4: Coordination with Transit. Incorporate transit- friendly features pursuant to
the City's Comprehensive Plan Multimodal Transportation Element, Policy 1.6.2.
* * *
GOAL 6: Transportation Concurrencv Exception Area (TCEA). Pursuant to subsection
163.3164 (34) of the Florida Statutes (FS) the City of Winter Springs qualifies as a dense
urban land area as determined by the Office of Economic and Demographic Research. As
such, pursuant to subsection 163.3180 (5)(b)1 .a., FS the City is designated a
Transportation Concurrency Exception Area. The City shall utilize this designation to
responsibly encourage growth in specific areas within the City.
Objective 6.1: TCEA Creation. The TCEA 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, network connectivity and reduction in
the reliance of the single occupant automobile and reduction in vehicle miles traveled.
Transportation concurrency requirements are modified within the citywide TCEA to
include integration and coordination among the various modes of transportation as
outlined in policies for mobility found in the Multimodal Transportation Element and
through complementary policies in other elements. LOS shall be used for monitoring
purposes, in order to identify where multi -modal improvements are needed, and not for
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development approvals based on capacity. (Cross Reference: See Future Land Use
Element, Objective 1.6; Multimodal Transportation Element, Policy 1.11.1)
Policy 6.1.1: TCEA Mobility Strategies. Maintain mobility within the City by the
implementation of the following strategies and programs in the Multimodal
Transportation Element and through complementary policies in other elements of the
comprehensive plan. TCEA mobility strategies may include, but are not limited to:
(Cross Reference: Multimodal Transportation Element, Policy 1.11.3)
(1) Transportation demand management program;
(2) Transportation system management program;
S3) Revised parking standards and regulations;
(4) Local and regional transit service;
(5) Enhanced pedestrian and bicycle facilities;
(6) Transit facility improvements;
•
(7) Complete streets policy implementation;
(8) Neighborhood traffic management programs; and
(9) Transit and pedestrian oriented site design standards;
Policy 6.1.2: 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 and as further described in Multimodal Transportation Element, Policy 1.11.2.
Policy 6.1.3: Interim Standards. Further define and establish mobility standards, projects
and funding mechanisms by July 2011. consistent with Section 163.3180(5)(b)4., F.S.
Policy 6.1.4: 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 City shall assign the Zone after making a determination as to which is most
appropriate.
Policy 6.1.5: TCEA Monitorine. Monitor development activity and the implementation
of mobility standards within the TCEA to ensure that the exception area is achieving
increased mobility. Review mobility achievement against baseline condition inventory
and respective targets each fiscal year, in conjunction with the annual identification of
capital projects and update to the Five -Year Schedule of Capital Improvements, included
within the Capital Improvements Element. The monitoring will include analysis, data
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collection and information as outlined in the Multimodal Transportation Element. (Cross
Reference: See Multimodal Transportation Element, Policy 1.11.9)
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EXHIBIT `B" TO ORDINANCE 2010 -18
Multimodal Transportation Element
GOAL 1: To develop a safe, convenient, efficient and coordinated system of motorized and
nonmotorized 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. 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 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.
In recognition that the City is in the process of transitioning from a largely single occupant
vehicle mode to a multimodal system _P4mobility within the TCEA will be achieved by the
implementation of the strategies and programs identified in this element and through
complementary policies throughout 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.
roads (Cross Reference: See Future Land Use Element, Goal 6 et seq. and Capital
Improvement Element, Policy 1.2.1 .a.)
•
Policy 1.1.1: Roadway Q/LOS. Establish minimum Roadway /LOS
standards, applicable to all TCEA Zones, for monitoring intersection capacity transportation
facilities -based on annual average daily trips (AADT) and peak hour maximum service volumes,
based on the latest edition of the FDOT Generalized LOS Tables, as follows:
• Limited Access ReadsHighways D
• Arterials 1 E
• Collectors D
• Local Roads D
Policy 1.1.2: Transit QJLOS. Coordinate with METROPLAN ORLANDO and LYNX to assist
the County in maintaining the County's minimumadepted QILOS standard for mass transit,
Page 1 of 21
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 (BRT) along SeminoleWAY Way (SR 417)
and between Zones A & B: (Cross Reference: See Multimodal Transportation Element,
Objective 1.6 and Policies 1.6.1 throu _ h 1.6. - . - -- •
-.. _ - - - - -
Fixed Route Public Transit Initial 2030
• Link 103 Altamonte Station 15- minute headway (2013) No Change
• Link 434 Crosstown 60- minute headway (2010) 30- minute headway
• Seminole Way BRT N/A I 5-minute headway
PickUpLine (PUL) Transit Initial 2030
Tuskawilla /Red Bug Lake Road N/A 60- minute headway (2 hr adv)
Policy 1.1.3: Pedestrian QJLOS. The pedestrian Q/LOS shall be thepresence of pedestrian
paths /sidewalks on both sides of roadways in areas of new development or within 'A mile of
existing schools, parks, or transit fixed service routes and shall be considered a OLOS standard
of "B ". The QLOS is not a standard that is intended to be achieved on an annual basis, but
rather as an objective to be achieved by 2030. Many of the older areas of the City, including
those within '/4 mile of schools, parks and the new LYNX 434 route, are lacking in sidewalks. A
comprehensive inventory of these facilities will be completed as a baseline by July 201 1 for use in
monitoring improvement. Specific project identification and service gaps shall be utilized for
consideration as part of Capital Improvements programming evaluation and for consideration
during development review for new and redeveloping projects.
Policy 1.1.4: Bicycle QJLOS. The bicycle Q/LOS shall be the presence of designated bike lanes,
bike routes, and /or multi -use paths or trails, which run the length of the City in an east -west,
north -south grid pattern at 1 -1/2 mile intervals. The provision of this citywide network shall be
considered a QLOS standard of "B ". The ()LOS is not a standard that is intended to be
achieved on an annual basis, but rather as an objective to be achieved by 2030. Except for the
Cross Seminole Trail, bicycle facilities within Winter Springs are primarily undesignated. A
comprehensive inventory of existing roadway facilities will be completed as a baseline by July
201 1 for use in monitoring improvement.
Policy 1.1.5: Connectivity Q/LOS. Explore the implications of adopting a connectivity Q/LOS
by July 201 I for each of the TCEA Zones.
Policy 1.1.6: SIS and FIHS Facilities. Monitor the S.R. 417 roadway and entrance /exit ramp and
make all efforts to minimize any potential negative impacts to this facility as the only SIS /FINS
facility within the City.
P oliey-1,1-s4Policy 1.1.7: Require a thicte-sttyTransportation Impact Analysis for all new
development generating more than 300 total annual average daily trips (AADT). Such study shall
be conducted in accordance with written procedures provided by the City and shall consider the
comprehensive transportation impact on all modes of transportation. (Cross Reference: See
Multimodal Transportation Element, Policy 1.1 1.2).
Page 2 of 21
Poliiey- .1 1.1.8: 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.
- 61.3Policy 1.1.9: 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.
Po f- 4Policy 1.1.10: Evaluate proposed development for compliance with mobility
strategies = _ ... • _ - . - - . - _ - ..: - - : • - • described in Multimodal
Transportation Element, Policy 1.11.3.
. Palicy 1.1.1 1: 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 1.1.12: 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 11 or Class 111 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 Multimodal Transportation Element,
Policy 1.9.9 and Intergovernmental Coordination Element, Policy 1.3.1)
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: Require the d9esign and construction of the - arterial roadways -system, through
cooperation with the FDOT and Seminole County, to support and reflect adjacent land uses and
d evelopment patterns, while = = _ - - : - - - - -, -- . ., - • • -- - - - - _ =
preservinge -the through traffic carrying capacity of the facility.
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. (Cross Reference: See Future Land Use Element, Policy 1.6.1)
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 1.2.34: Develop the collector road system according to the Future Transportation Map -
2030 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.
Page 3 of 21
Policy 1.2.85: Continue to address through the Future Transportation Map - 2030 and periodic
review, these factors:
• Current and projected deficiencies of arterial roads under other jurisdictions; and
• Existing deficiencies of City collector streets.
Policy 1.24: Utilize appropriate access management alternative techniques to control arterial
road access; and reduce congestion, and prescrvc 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 1.2.87: Design major roadways as complete streets to enable
safe, attractive, and comfortable access and travel for all users, to the extent appropriate„
ilncorporateing bicycle lanes and pedestrian facilities and transit features to achieve a true
multimodal system whilcwi`h th intent of reducing greenhouse gas emissions. As funding
becomes available, retrofit existing corridors to accommodate multimodal options.
- - • - - : - - -:. - : - . Encourage the State, County, and METROPLAN
ORLANDO to implement projects = _ - - - .• - _ - : - - - -- that support the
City's rnoltranspeptatieft objectives.
Policy 1.2.409:: Cooperate and extensively coordinate with the State, the County and the
METROPLAN ORLANDO 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 1.2.4410: Create intersections of the new City collector roads with arterials where they
will coordinate with the functioning of arterials.
Policy 1.2.4-211: Design and engineer the collector road system to minimize traffic impact on
arterial roads.
Policy 1.2. -6312: Limit individual residential driveway cuts to local roads or alleys. Prohibit new
residential driveway cuts onto arterial or collector roadways, unless no other access is available.
Prohibit existing lots that have access to local roads from creating new driveway cuts onto
arterial and collector roads. However, existing driveway cuts previously permitted on arterial or
collector roadways may be redesigned and relocated upon issue of a permit by the City.
Policy 1.2.4-413: Coordinate with FDOT to appropriately re- classify S.R. 434 within the Winter
Springs Town Center Corridor as a Class 11 or Class 111 arterial based on the increased density of
traffic signals along S.R. 434. (Cross Reference: See Multimodal Transportation Element, Policy
•
1.1.8)
Page 4 of 21
Policy 1.2.+414: Support the widening of S.R. 434 to 4 -lanes from S.R. 417 to S.R. 426 in the
City of Oviedo. Request that adequate right -of -way is purchased to accommodate bike lanes and
sidewalks. (Cross Reference: See Intergovernmental Coordination Element, Policy 1.3.1)
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.
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.
Policy 1.3.3: Require new development and substantial redevelopment to connect to existing
adjacent roadways, bicycle facilities, and sidewalks. In addition, require "stub -out" of
transportation systems to adjacent, future development sites, except when such connections
would be inappropriate as determined by the City Commission.
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. Nonresidential 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.
Objective 1.4: Rights-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 needed for
imminent roadway, transit, bikeway and pedestrian improvements, realignments and /or
modifications in accordance with the Future Transportation Map - 2030.
Policy 1.4.1: Update the Future Transportation Map - 2030 when appropriate to ensure the
protection of future rights -of -way.
Page 5 of 21
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 - 2030.
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: •, -- • - - - _ = - = - • - - -- - - - _ - - _ • _ .Ensure that right -
of -way acquisition includes the necessary width to accommodate nonmotorized facilities such as
sidewalks, multi -use paths, and bicycle lanes.
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 1.4.1 1: Acquire rights -of -way for future transportation needs as funds become available.
Policy 1.4.12: Designate U.S. Highway 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 multimodal system.
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
nonmotorized . _h
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 a direct link between the public sidewalk network and building
entrance, 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. (Cross Reference: See
Capital Improvements Element, Policy 1.4.5)
Page 6 of 21
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. (Cross Reference: See Capital Improvements Element,
Policy 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 .. _ - - - - _ _ - - - - _ _ - ••- - _ - - _ - -
_ - - ..: - _ - :::. _ - - - - :: : - to maximize the use of existing
transportation facilities by implementing transportation demand management (TDM) programs
as a means to address mobility and transportation impacts for employee - intensive developments
projected to have more than 50 employees. Developments projected to have less than 50
employees will be encouraged to implement TDM programs. In addition, the City will
coordinate with LYNX to disseminate information regarding the commuter services and benefits
to the City residents and local businesses.
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 1.5.8: Require that new development be compatible with and further the achievement of
the Multimodal 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 1.5.9: 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 1.5.10: 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 1.5.11: 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 1.5.12: Require that interconnected, unencumbered sidewalks be constructed
concurrently with new development, by the developer. Sidewalks connecting to nearby
schools, parks, bus stops, or other activity areas which function as pedestrian generators are to
be provided to the extent required by the City's land development code. (Cross Reference: See
Capital improvements Element, Policy 1.4.5)
Page 7of21
Policy 1.5.13: Implement bicycle lanes on both sides of arterial and collector streets where
feasible, except in the Town Center where travel lanes are also utilized as bicycle lanes.
Coordinate with METROPLAN ORLANDO, the County and the State to expand the current
bicycle lane system. Implement sidewalks on both sides of all arterial and collector streets.
Policy 1.5.14: Make intersections pedestrian- friendly whenever possible, by limiting the
crossing width to the shortest possible distance given the characteristics of the roadway; 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 1.5.15: 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.'
Policy 1.5.16: Facilitate the integration of BRT or similar transit circulator service into Zone B,
by requiring the inclusion of supportive infrastructure, facilities and amenities into the
Greeneway Interchange District planning process. (Cross Reference: See Future Land Use
Element, Policy 3.1.4) --_ - - - - - _ - - -•• .- - • - _ e _ - • .:::-
- _ - - .:- - - :- -- - -- -- - •- -- - -- : _ e _ . " .
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 Multimodal Transportation Element, Policy 1.6.7)
Policy 1.5.18: Establish a 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
nonmotorized transporation in the City and make appropriate recommendations to the City
Commission.
Policy 1.5.19: Consider the feasibility of a route along S.R. 434 connecting the Town Center
• and the Greeneway 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, a study 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 by
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.
Page 8 of 21
Policy 1.6.1: Encourage land uses and site development that promotes public transit within
designated public transportation corridors, with priority given to those projects that will bring
the greatest increase in transit ridership and reduction to greenhouse gas emissions, traffic
congestion and air pollution.
Policy 1.6.2: Require residential development with greater than 200 units or commercial
developments Qen over 1500 average daily t 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 construct a transit shelter or equivalent multimodal facility
at a location to be determined by the City. Transit ridership to and from such developments
along atransit route 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 Reference: See Future Land Use Element, Policy
5.2.4)
Policy 1.6.3: Work to ensure that all roads serviced by public transit routes function at a LOS
sufficient to support the bus service.
Policy 1.6.4: Notify LYNX of any proposed traffic generators /attractors submitted to the City
for review.
Policy 1.6.5: 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 passengers.
Policy 1.6.6: Coordinate with LYNX to accommodate riders with special needs.
Policy 1.6.7: 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 disrepair and are hazardous,
as funding becomes available to provide access to transit and promote ridership. (Cross
Reference: See Future Land Use Element, Policy 1.4.6 and Multimodal Transportation Element,
Policy 1.5.17)
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 proximity to
employment opportunities and transit services.
Policy 1.7.2: Work with the Department of Environmental Protection and the Department of
Transportation and other trail - related advocacy and support agencies for assistance in
developing a local trail network with connectivity to the regional trail system.
Policy 1.7.3: Encourage land uses that generate high traffic counts to locate adjacent to arterial
roads and mass transit corridors.
Page 9 of 21
Policy 1.7.4: Update the traffic study portion of this Multimodal Transportation Element
periodically to reflect the most current population projections.
Policy 1.7.5: Ensure that development in the Town Center consists of
pedestrian -sized blocks with preferred block lengths of 300 -500 feet. Travel distance is
influenced by street connectivity, which has a big impact on whether a person will choose to
walk. (Cross Reference: See Future Land Use Element, Policy 2.2.1)
Objective 1.9: intergovernmental Coordination. Traffic circulation planning will be
coordinated with METROPLAN ORLANDO, FDOT, Seminole County, neighboring jurisdictions
and other transportation related agencies.
Policy 1.9.4: Promote a comprehensive transportation planning process that coordinates state,
regional, and local transportation plans.
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 frame of up 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.
Objective 1.10: Transportation Management Systems. The City shall evaluate the need and
feasibility of implementing transportation 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 st.r ategies, 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.
Peiicy- .1- 1-.6:Policy 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
Page 10 of 21
to include integration and coordination among the various modes of transportation. 0/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, Goal 6 et seq.) _ •= - - _ - _ - - : • - - _ _ _ - -- - - - - - -- _ • • _
implcmcnting a Transportation Concurrcncy Exccption Arco (TCEA), Multimodal
• :.: - -- :- :
•
mar be
Policy I.I I.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 Tuskawilla 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). A future local
circulator or BRT route is planned to connect Zone A and B. 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
Page 11 of 21
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 Seminole Way 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 Seminole Way 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 Seminole Way and is expected to be heavily served by transit. A future local circulator
or BRT route is planned to connect Zone B and A. 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, alongwith 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 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. In
2009, a LYNX route began servicing the City and now provides direct access to the University
of Central Florida. Ridership has exceeded expectations. This route is at the heart of the City's
mobility strategies, as it is the "mobility artery" that pedestrian and bicycle feeders will link into
and whichwill in turn will provide the City with connectivity to SunRail. However, older areas of
Zone C have no sidewalks. The provision of sidewalks within a 1/4 mile of the LYNX fixed
route has been identified as one of the major components of the City's pedestrian Q/LOS.
ZONED
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. Much of this area has an
Page 12 of 21
industrial component. The Cross Seminole Trail extends through a portion of Zone D.
Industrial businesses within this area might be receptive to TDM.
ZONEE
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. Theprovision
of a bicycle network spaced at intervals of 1-1/2 miles apart east -west and north -south across
the City will have the greatest impact on Zone E, particularly if an east -west multiuse path or
trail "midtown" can be established within the FP &L easement. This easement runs mostly
parallel to SR 434 and approximately 1-1/2 miles to the south of it. Additionally, a trail
connector should be established at the north western part of the City and Southeastern part of
the City which together with the "midtown' trail could provide regional connectivity citywide.
J
---',/ j C C ity o WinterSprin Comprehensive Flan � q�""
- ° 0, ' Transportation Concurrencv Exception Area •KTCEA) Zones
July. 2010 i � I I —. I
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, i .,„,....,.._ 1 „ 11 f 1 . 'ice , M 13 t ': m ' � L :. `_—� .. ,. ,,,,,.e. , : fzrItt ,,'' ' ± t.r a �k rt r -'',-,=, ' � ,/7 r+ 41r r"'&►=c2 i iiirl : . n e ,,,
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Page 13 of 21
•
•
•
• Policy 1.11.3a: On -site Mobility Strategies for Al! Development. The City shall require
development to implement mobility strategies to mitigate the respective transportation
impacts and to improve mobility within the City. All new development or redevelopment shall
provide onsite or access improvements as indicated below, based upon the Zone in which the
project is located, as indicated in the column on the right.
Ziorrc4 Zone ti Zane£ Zone0 ,'fwraE
TCEA Zones .& Appropriate On -site MobilltY ceatrel Saaborban
Seminole traitor 91419
Strategies for All Development - Wee stab Zone torrielm 11114118L
Dub District
Developer shall build Pubficsidevealks in accordance with Citv standards
alorn developed properti frontage and convey{ dm laud or provide
•
easements for these sidewalks. Connect develoceneuttoexisti or X X X X X
Planned Sidewalks widen 1/6 of a mile;
Provide went and build cross-access connections between afferent
z urotrerdes along arterials and atdlim shared driveways. except when X X X X
•
infeasible
• Closingut existitg_ excessive duplicative.. or unsafe curb cuts or
narrowing of overly wide curb cuts a the development site; - - X - X
Deeding of Wed or conveyance of required easements within the
4 grope ty. as needed. for the addttion or extension of a non - motorized - X
multiaue trail. in accordance with tlw Ciets adopted Master Pan;
Safe and convenient on -sae Pedestrian circulation such. msidewalks and
5 ADA crosswalks connecting bokline.s and ,arid area at the, X X X X X
development s€te:
Streetscapingnendscaping nzn the development frontage side of public X X X X X
5 fetus-of-way adiacert to the property and written the prefectttide~ — — — —
•
7 culewafl: Wingert the develop€nentfrontage side ()rouble rights -0f-
X X X X X
war adiatent to the property and within the oroieer site; — — —
Deedang of land or conveyance 01 rewired easements within the
is property as needed. for future bus rapid transit or outer local X X - - -
circulator. in accordance whit the City's adapted tviasternlan.,
cv mtpact mix of uses which are pedestrian fondly and are accessible
9 X X X
without dirk rice of the automobile ; - -
Roadways, bikeways. and pedestrian systems shall encourage travel!
to between nesghborhoods and . access to transit Without requiring the X X X X X
of arterial roadways;
Deeding of Wad or anwevance of reaub+ec€ easements alt n the
developed property frontage to the City. as recmired. and the
ii construction of on-street parting. Mot recsuaed"if *would renderhe X - - - -
• property unusable for development;
r
Through streets in new development areas spaced no than :1/2
32 X X X
mite apart, — —
• Provision of bus shelter and associated amenities provided fist
13 developments with greater than MO residential WU or cornmersial X X X X X
deweloarrients prviected to generate more than IMO ADT. — — — — —
Page 14 of 21
•
Policy 1.11.3b: Net, New Average Daily Trit Generation Mitigation Requirements. In addition to
those items specified in Policy 1.11.3a, ensure continued mobility within the City, by requiring
proposed development or redevelopment to also provide mobility mitigation credits (for all
project phases ), based upon the net, new average daily trip generation projected by the
project:
Criteria Net New Average Daily Trip Required Number of Mitigation
Level Generation Credits
Level 0 Less than 300 No requirement
Level 1 300 to 999 1 MobWity Credit
Level 2 1.00D to 1,999 2 Mobility Credits
Level 3 2,000 to 2,999 3 Mobility Credits
Level 3,000 to 4,999 S Mobility Credits
Levels Over 5.000 12 Mabiliity Credits
The developer may sign a development agreement or contract with the City for the provision of
the required standards. The mitigation projects listed below and proposed by the developer to
satisfy the required mitigation credits shall be subject to final approval by the City. The City
may authorize mitigation projects to satisfy the requirements for transportation facilities that
are not directly impacted by the proposed development but are deemed priorities of the City's
transportation system and which contribute to the City's overall mobility strategy.
a In recognition that the mitigation project costs will vary substantially, the City shall adopt a
methodology into the land development code that establishes a proportionate and equitable
relationship between the cost of the mitigation projects and the number of credits required for
mitigation.
Page 15 of 21
Policy I.1 I.3c: Mobility Mitigation Project Opportunities.
2owen Zee B Zane C Zone 0 Z1041C E
A T Mitigation t portunities Central eraiente eerrider SR 419 Seri hen
H Zane tramidsk AsrlunaL
Pi bhc sidewalks in priority areas as ide idfied by the city. where no
sidewalk east. particularly 'within 112 cede of ant indudiinkfored
14
transit titres or Widening of existing tubScsidewalks in priority areas to 3t X if 7i X
brcrease pedestrian mabihtr area safety:
Additional bu:v k facilities ower the minimum reouired by the and
83 deimfoomentcode. Additional bicycle parkine may be used to substitute for X x x x X
renicired motorized vehicle parking if lockers f sidowers provided;
oemfros of land or conveyance or required easements. fir new multi -use
` p3th{ttaii or added connector to existing. cross-seminole Trails - - - - -
17 . Deeding of and w comminute of required eas�ne» is €or the addition of
X
bicycle lanes - - — -
Land acquisition for expansion or better connectivity of the traN system; - - - - X
seedirm of land or conveyance of retruired easements for dedicated Bus
*9 X X
Rapid Transit or !Aral Csaculator corridor, - - -
Canstructinn of Seminole Way interrriod;#1 - Pamir Facility in coo rdination
with LYNX an ex
d the presswav Autisor - X - - -
Deeding of bout or land acquisition. for the use of a park and ride lot in
L priority areas as identifeed by the VtvV - K X - -
Construction of park and ride facility with a minimum of inn! mates
12 b dudine trisnsie stag and restrooms rrrfn center: - X - -
Payments for the capital and operating casts associated with a Bus Rapid
23 Transit ur s 'snnsilartransit circulator s rice for Winter Sockets orincreased X x X. x !G
sericite frequency for existing fixed route;
2d. Funding of roadway ca pacity or safety* projects in Purity areas; x x x x x
25 intersection aadfor 1. 901alized modifications_ - - Y X -
Funding of additional streetscaseirtFtiarsdsca3iing in priority areas. on public
26
rights- of-wav or medians, as identified by the City: -
i e G . =, - strian scale lief ' _ in 3 ,eyitatsh de el , e. F.Ana' - reds
identified ftv the c tty: - - X X —
zs Business operations With Fanited or no peak hour roatfer4y Woad; X X X X X
Page 16 of 21
Zone A Zone ti Zone a Zone D Zane
AADT 1MIti�ation Opportunities cG11e ssmirode Corridor SR S ban
i
finknr
= w Iin ~ of destyn or canon stird'aes /plans for proiecti such as planned
at roundabouts. road cgnnecdpns. S dewakks s, andf lr bike trails: X R X -
PtuvittOn of matrhire: funds for transit or other transportation mobifity X X X X X
related grants: — — —
31 Bike fairies (such as lookers and showers) at tail entry points or X
con ectine transit fines: -- — — — —
3-2 Trail amonttesor safety systems; X
39
Transportation Demand Management =grant participation for 5ai
employees {such as bus PASS program or ride sharinevan smolinc irrugrain c x X 7i X
br putative transportation - related mndi&atioa or standard acceptable and
— approved by the OM — — — —
Deeding of land or conveyance of rewired easement along the property
frontage to the city. as needed, for the construction of taus turn -tut facilities
and/or bus shelters. k. transit facility license agreement fu eccrtedlty tine
35 property owner and the city) for the placement t fa bus shelter and related X X X x X
fadI tieronprivate property may be used in lieu of deeding or conveyance — — — — of easements. if agreeable to the City- The hoense term shall be for a
minimum often years
• i Develop proiect at or near maximum dent incursion of
30 X transitstrpptsrtive builder and site d�ear>< g X -
•
Policy -1 :Policy 1.11.4: Revise the land development code related to concurrency
administration and proportionate fair share contributions to include funding of mobility strategies
within the TCEA in concert with the long term strategies for achieving and funding mobility
adopted by Seminole County. = - = -' - = - • _ - - ' - _
Polic Policy 1.11.5: Require that all new- developments anticipated to generate 300 or
more annual average daily trips (AADT) be required to submit a Transportation Impact
AnalysisStudy. (Cross Reference: See Multimodal Transportation Element, Policy 1 . 1 .46)
Relic-- 1.1I.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.
Page 17 of 21
Polity -6 - 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 Policy 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: Mobility Monitoring. Monitor development activity and implementation of
mobility strategies. =The monitoring will include analysis and /or information for the following:
The amount of development/redevelopment as a function of density, FAR, and
percentage of mixed use. Other site planning performance criteria may be used as part
of the evaluation such as building placement, parking location and number of spaces,
connection to adjacent properties, proximity to transit stops /shelters, connection to
adjacent sidewalk network, and provision of pedestrian, bicycle, and transit amenities.
The implementation of mobility strategies, programs, and policies as detailed below:
Page 18 of 21
1 obTttjy
Performance hileastire Target
Strategy
persons participating in ridesl}arira or 3% amnial. increase of participants
vanpaoliing programs
Transr►ortation Number of businesses/employers offering
Demand flexible wart schedules 5% annual increase of participants
i lanagement
Number of improved and/or new bus
1 improved and /or new shelter each year
shelters on LYNX mutes
Number of intersections and /or sierras 1 Der prolect generating greater than 5.000
improvements net new daily trips
•
•
Transportation
Annually coordinated with Seminole
System
;Optimize signal synchronization
Management County
Number of joint driveways andJor cross 1 per redevelopment / development
accesses or combin driveways row
•
Pedestrian Amciurit of sidewalks added and/or 500linear feet of sid:ewaik per year
iSidewalkl expanded to the network
Enhancements Linear feet -a streetscaoin iandscaDirle SOtl linear feet per year
which enhances the pedestrain environment
• 1 bicycle rack /locker for every 20 vehicle
Number of bicycle racks/lockers parking spa'ce5 provided within the Town
Center and G D
ajgcle Facilities
Bicycle lanes and related facilities incturlina
Enhancement Linear feet of bicycle lanes and related bicycle provisions at inersections as part of
facilities programmed .street resurfacing andlor_
rehabilitation. (where feasible)
* Performance measures and targets may be subject to further consideration (i.e. if these
performance measures and targets cannot be supported by reasonable available data or
additional measures are identified that may also be appropriate). The facilities and infrastructure
for several of the targets are contingent upon development /redevelopment activity and
associated developer contributions.
•
• u The effects of the mobility strategies, programs, and policies in accomplishing the
• objective of improved mobility for the multimodal transportation hem with the City
shall be monitored by the following performance measures, including, but not limited to:
Page 19 of 21
Performance Measure* Target*
Change in ridership, includine boardin slal Mines for
1% annual increase
LYNX routes
Change in headways for LYNX routes 10- minute: heachvav decrease every 5 years
Pick up Line Transit (change i nridership will be reported in
sul�auentyears after the imolernentation of the
Achieve 1st year ride'�hip praiections with .
annual increase
service)
Proposed trip generation fromredevelopmentlnew
developments (based on mobiity CMS application and Achieve a reduction in actual traffic counts versus
TiAs) versus actual traffic counts on adjacent roadurays trip generation prajecticurs.
Change in daily and peak hour traffic vol umes on SR. 434
Achieve less than 1% annual increase
And SR417
Mange in traffic counts and que length at the ramps SR Achieve less than 1% annual increase in tsal(ic counts
417 and queue lengths
* Performance measures and the associated targets will be coordinated with the respective
agencies such as LYNX and FDOT. The facilities and infrastructure for several of the targets are
contingent upon development /redevelopment activity and associated developer contributions.
* Performance measures and targets may also be subject to further consideration (i.e. if these
performance measures and targets cannot be supported by reasonable available data or
additional measures are identified that may also be appropriate).
The City, with consultation of FDOT, will present the evaluation and information for the
implemented mobility strategies and the effects on multimodal mobility, as referenced
above, and the extent to which the strategy has affected mobility within the City.
In addition, the City will evaluate the strategies to determine whether modifications to
the strategies are necessary. This evaluation will be conducted every seven years and the
results will be included in the Evaluation and Appraisal Report along with any
recommendations to refine the mobility strategies through the EAR-based amendments.
Policy 1.1 1.10: Detail Traffic Analysis. A detailed traffic analysis will be conducted every seven
years in conjunction with the TCEA Monitoring Report as part of the City's EAR to provide
information to the City and FDOT to evaluate the effectiveness of the City's mobility strategies.
Objective 1.12: Transportation Funding. Transportation improvements and services will be
funded from a mix of local, regional, and State agency road, pedestrian, bicycle, and transit
programs by coordinating with these various agencies.
Policy 1.12.1: FDOT Work Program and MPO Five -Year Transportation Improvement Plan (TIP).
Seek funds from the Metropolitan Planning Organization (METROPLAN ORLANDO) or any
• similar agency to finance improvements to deficient roadways by programming eligible projects
within the FDOT Work Program and MPO Five -Year TIP.
Policy 1.12.2: Seminole County Coordination. Continue to jointly fund projects with Seminole
County and where appropriate, consider advance funding or projects.
Page 20 of 21
Policy 1.12.3: MPO Coordination. Continue to participate in METROPLAN ORLANDO and its
Transportation Technical Committee, Bicycle & Pedestrian Advisory Committee, and the
Citizens Advisory Committee in order to include City - related improvements in the Metropolitan
Orlando Urban Area Transportation Plan.
Policy 1.12.4: LYNX Coordination. The City will continue to coordinate withLYNX regarding bus,
bus rapid transit, and regional transit service to the adjacent cities of Longwood and Casselberry.
Objective 1.13: Financing Strategies. User -based financing strategies are the preferred
means to fund new transportation (including transit) improvements and programs, and will
utilize new funding mechanisms, as they become available.
• Policy 1.13.1: Impact Fees. Continue to collect transportation impact fees for County and City
facilities. The City shall periodically evaluate its impact fee program to determine whether fees
appropriately represent improvement costs demanded by the impacts generated from new
development.
Policy 1.13.2: Tax Increment Financing. Use revenue from the tax increment finance district to
fund needed multimodal transportation improvements within that district.
Policy 1.13.3: State Funds for Improvements and Services. The City shall support changes to state
legislation that enable local and regional governments to increase the revenue base for
transportation improvements and services, including transit and pedestrian programs.
Policy 1.13.4: Federal and State Funds.. Coordinate with federal and state transportation and
transit agencies to identify potential federal and state funds that may be eligible for
transportation improvements and programs within Winter Springs.
Policy 1.13.5: Evaluate Alternative Funding Sources to Supplement Transit Funds. Evaluate the
feasibility of establishing special assessment districts, impact fees, or other alternative methods
•
to fund ongoing operating, management and capital costs for transit serving Winter Springs. Any
special City transit funding source is intended to augment but not supplant funds provided by
LYNX, Seminole County, and other governments served by the same sub - regional transit
systems.
Policy 1.13.6: Pursue Transportation Grants: Coordinate annually with the Florida
Department of Transportation (FDOT), METROPLAN ORLANDO, Seminole County,
LYNX, the Federal Highway Administration (FHA) and the Federal Transit Authority (FTA)
to identify federal and state transportation grant programs may be eligible to the City as a
means to implement and advance improvements or programs proposed in the City's Multi -
Modal Transportation Plan.
Page 21 of 21
EXHIBIT "C" TO ORDINANCE 2010 -18
Intergovernmental Coordination Element
,gee
Objective 1.2: Land Use and Housing Coordination. The City shall coordinate with affected
governmental agencies and jurisdictions, including Seminole County, to aid in meeting the Goals,
Objectives, and Policies of the Comprehensive Plan regarding land use planning and housing issues.
e e e
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.
Policy 1.2.4: Pursue opportunities to collaborate on the regional SeminolcWAY Way initiative.
e e e
Objective 1.3: Transportation Coordination. The City shall continue to coordinate its transportation
planning and mobility strategies with affected governmental agencies and jurisdictions.ding -fie
Policy 1.3.1: Continue to coordinate with Florida Department of Transportation (FDOT) regarding issues
associated with S.R. 434 including:
• A sufficient reduction in speed limit, as well as the potential for arterial reclassification, on S.R.
434 in the Town Center to better reflect the pedestrian - friendly environment being created in
the Town Center. (Cross Reference: See Multimodal Transportation Element, Policy I. I.8 and I.9.8)
• The potential for implementation of a policy constraint for S.R. 434 between U.S. 17 -92 and
Vistawilla to ensure that the highway will not be considered for widening. (Cross Reference: See
Multimodal Transportation Element, Policy 1.1.8 and I.9.9)
• Pursue widening of S.R. 434 to 4 - lanes east of S.R. 417 within the Greeneway Interchange
District. (Cross Reference: See Multimodal Transportation Element, Policy 1.2.15)
• Use of enhancement funding for streetscape and multimodal opportunities where appropriate.
Policy 1.3.2: Continue to actively participate in the METROPLAN ORLANDO Transportation
Improvement Program (TIP) by submitting major feadwar projects for their inclusion in the program on
an annual basis.
Policy 1.3.3: Remain involved in regional transportation planning through continued participation in the
METROPLAN ORLANDO Transportation Technical Committee, and through continued citizen
participation on the METROPLAN ORLANDO Citizen Advisory Council.
Policy 1.3.4: Coordinate with METROPLAN ORLANDO to implement partnerships for Transportation
Regional Incentive Program (TR1P) projects beneficial to the City.
Page 1 of 2
Policy 1.3.5: Coordinate with the Department of Environmental Protection (DEP) Office of Greenways
and Trails, METROPLAN ORLANDO, FDOT, Seminole County, and other agencies to study and
implement options for the coordinated provision of a pedestrian and bicycle trail network.
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. _ - . - _ _ _ • _ - _ - - • - - - --
.
Policy 1.3.7: Promote the development of a bus rapid transit (BRT) line or light rail along S.R. 417
(Seminole Way) 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
P ! '•'Policy 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)
Objective 1.4: Infrastructure Coordination. The City shall coordinate the planning and provision of
infrastructure and services with affected governmental agencies and jurisdictions, including the Seminole
County School Board.
e e e
Policy 1.4.7: Review the actions of other local governments as applicable, for their impact on City LOS
standards and mobility strategies.
e * a e *
Page 2 of 2
EXHIBIT "D" TO ORDINANCE 2010 -18
Capital Improvements Element
GOAL I: 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.
ee*
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 SC1:
• Transportation (Mobility Strategies)
• Stormwater Management (Drainage)
• Sanitary Sewer
• Solid Waste
• Potable Water
• Parks and Recreation
e e e
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, 20092808 for the fiscal year
2009- 20102008 -2009 through 2013. 20142012 2013 as induded herein by reference.
e • e
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 Multimodal Transportation Element shall apply,
which include Quality/Levels of Service (O /LOS) for monitoring purposes. The City shall annually
monitor evaluate whether conditions that trigger the need to alter Q/LOS standards (as identified in the
Multimodal Transportation Element) have been achieved. If so, necessary improvements shall be
induded 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:
Page 1 of 4
a. Transportation (Mobility Strategies)Faeilities- Within the citywide TCEA, mobility M., otegies and
standards (as detailed in the Multimodal Transportation Element) shall apply. irre —t-die
_ e ...- ::, : : : _ :: _ - : _ • :. :._ - . - ... . (Cross
Reference: See Multimodal Transportation Element, Policy 1.1.1)
•
• Arterials: 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:
• • : - • - •e .: e _..:: -.
• Sewer — 75 % of available capacity is being utilized.
• Water — 75 96 of available capacity is being utilized.
• Stormwater — Adoption of TMDL Master Plan.
• 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.
Policy 1.2.4: Maintain records which allow for an annual evaluation of the City's mobility strategies.
Information is to indude the acreage of development/redevelopment by land use, density, and FAR; the
percentage of mixed use; and an updated inventory of bicycle, pedestrian and transit facilities and
reduction in sidewalk gaps between facilities. In addition, the City shall monitor its connectivity index by
TCEA Zone to ascertain any increase realized. Other site planning performance criteria may also be
included as part of the TCEA evaluation such as, building placement, parking location and number of
spaces, connection to adjacent properties, and proximity to transit stops /shelters. Performance
Measures and Targets may be subject to further consideration if they cannot be supported by reasonably
available data or additional measures are identified that may also be appropriate. (Cross Reference: See
Multimodal Transportation Element, Policy 1.1 1.9)
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.
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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 Citys constitutional home rule power as authorized in Chapter 166,
Florida Statutes or as otherwise authorized by law.
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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 1.4.4: Continue to use impact fees to assess new development a pro rata share of the costs
required to expand or acquire capital facilities or equipment made necessary by the new construction
from which the fees were collected or for principal payments on debt instruments for these facilities and
services.
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)
Objective 1.5: Funding Sources. The City shall pursue adequate funding of capital projects identified in
the Schedule of Capital Improvements (SCI). The School District retains the responsibility for financing
and constructing school facilities.
Policy 1.5.3: Include projects which are relied upon to satisfy LOS standards even when funded by
sources outside the City. Include those funds as the revenue source within the SCI.
Policy 1.5.6: Continue to participate in METROPLAN ORLANDO to ensure funding distribution for
transportation projects and mobility strategies identified in the SCI.
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Policy 1.5.8: Reserve the net proceeds of the Seminole County Local Option Gasoline Tax (LGTX)
specifically for traffic related maintenance and capital improvement projects, after payment of existing
bond obligations.
Policy 1.5.9: Reserve total proceeds from the Seminole County Local Option Sales Tax (1 CTX) for
transportation related capital projects.
Policy 1.5.10: Reserve funds collected from Impact Fees for growth related capital outlays.
Reserve proceeds from the Stormwater Utility Fund (SUF) for stormwater management operating needs
and capital projects.
Maintain a reserve account restricted for sanitary sewer related capital projects.
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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 the City's multimodal transportation network and the established minimum
acceptable levels of service (LOS) for public schools, sanitary sewer, solid waste, drainage, potable water,
and parks and recreation, anelanspeFtation facilities, unless the development permit or order is exempt
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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.
Policy 1.7.1: Facilities Inventory and Reporting. 1 2 . - - - . - • - • _ - - - ' - _ - - _ -- Maintain;
an inventory of the bicycle and pedestrian facility network and the capacity of roads, potable
water, and sanitary sewer facilities for purposes of concurrency
management and obility evaluation. The City shall coordinate
with LYNX to determine the operating LOS for transit within the City as a part of its LOS monitoring.
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