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HomeMy WebLinkAbout2010 11 17 Other - Comprehensive Plan - Goals, Objectives & Policies Bicycle And Pedestrian Advisory Committee Meeting November 17, 2010 The attached document "Comprehensive Plan — Goals, Objectives & Policies" was presented and discussed by Ms. Eloise Sahlstrom, Senior Planner, Community Development Department Comprehensive Plan - Goats i 1,04t PO O.* - y » . FUTURE LAND USE ELEMENT 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 Transportation Element, Policy 1.5.17 and 1.6.7) Policy 1.6.3: Trenportetien- LOSDevelopment Reauirements. ' - • - • - - - - - - - • - - - • - - • • - - - _ - - _, • Require development Qcontributes to the City's multimodal system andthrough the implementation of identified mobility standards = _ _ _ _ • _ _ _ _' . • _ •• • _ '_ • '_ _ - . If the multimodal im•ro -m -n n- - • - • r- • ir- r• • •w• im•rov- nt -m•h• i h•Il • - • •n int-r - i•n im•r•v -m -n t• im•r•v- •f- an• r- • - onfli s 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) 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. P•lic 1.6.•: •n - tivi . E1 o r• • - tr• - I • tw- - n - •n • • t• tr•n it with• t r- • irin• th- - of • ri•I r• • • • -n in• that xi tin• 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 1.6.41 Policy 1.11.8: Collector /Arterial Road Access. Require new school sites to have frontage on or direct access to a collector or arterial road and to have suitable ingress and egress for pedestrians, bicycles, cars, buses, service vehicles, and emergency vehicles. 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. Policy 2.2.1: Neo- Traditional Characteristics. Encourage a mixed use higher density /intensity neo- traditional Town Center, utilizing, to the extent practical, the fundamentals and urban design concepts in the Town Center Master Plan: • Urban and high density • Walkable community • Predictability in design /flexibility in land uses. • Visibly different section of S.R. 434 • Important sites for special public places • "Green network" of parks and preserved open spaces • Connected network of streets and blocks • Special public spaces of defined character • Special sites for civic buildings • Pedestrian sized blocks • Nongated developments Policy 2.2.3 (Town Center): Network of Public Green Spaces. Promote and develop a network of public green spaces such as parks, squares, preserves, and open spaces that form the framework for the Town Center, and in doing so, promote and develop connectivity of natural features for habitat, continuity and sustainability, scenic vistas, and trail systems. [Open space is defined as "undeveloped lands suitable for passive recreation or conservation ". (Cross Reference: See Recreation and Open Space Element, Policy 1.1.1)] Designate lands for both passive and active parks. Policy 3.1.3: [Greenway Interchange District] 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 lockers and facilities. and covered shelters. (Cross Reference: See Intergovernmental Coordination Element. Policy 1.3.7) Policy :3Policy 3.1.5: [Greenway Interchange District] Connectivity. Require pedestrian, bicycle and vehicular connectivity both internally and externally to adjoining developable properties (including public trail linkages). (Cross Reference: See Recreation and Open Space Element, Policy 1.6.4) Policy 3.2.3(Greeneway Interchange District): Sensitive Lands. Require preservation of ecologically sensitive open spaces in the GID and promote connectivity of these natural features for habitat continuity and sustainability. Require a network of public plazas with interconnected sidewalks to promote an urban pedestrian environment. Calculate FAR based on total gross acreage, including both ecologically sensitive areas and developable acreage. (Cross Reference: See Recreation and Open Space Element, Policy 1.1.9) Polley 3 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 publie- multimodal access as included in the adopted Master Plan. Policy 3.3.4: Town Center Linkages. Support public /private investment in transportation linkages between the GID and the Town Center (includinasueh -erg -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 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 1.1 1.3) (1) Transportation demand management program: (2) Transportation system management program: (3) 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 4.2.6 (Mixed Usel: Connectivity. Ensure that existina. new. and future development is connected by roadways. bikeways. and /or pedestrianways that encourage travel between uses and access to transit without requiring the use of the arterial road. Policy 5.1.2(UCBD): 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 5.2.5(UCBD): Block Size and Interconnectivity. Require developments to have an interconnected network of walkable streets and pedestrian - sized blocks. Policy 5.2.6(UCBD): Pedestrian- Friendly Site Design. Promote pedestrian gathering and circulation by requiring all of the following: • Safe and convenient pedestrian connection to commercial shop fronts from rear parking areas. Connection might be by public sidewalk or through plazas, courtyards, vias, or corridors; • Transit stops which are well connected to pedestrian circulation systems and include shelter from the elements and sitting areas; • Sidewalks that are a minimum of 12' wide along in front of commercial shop fronts and are a minimum of 6' wide in all other areas; • Provisions for immediate shade along streets by inclusion of larger caliper shade trees, expanded awnings or colonnades for commercial shop fronts, and /or other means; • Pedestrian lighting and subdued night lighting of display windows and building interiors along street frontages; • Room -sized areas of occupiable space (as defined in Florida Building Code, Chapter 2) along street frontages in commercial shop fronts with entrances at the same grade as the sidewalk; and • Streetscape design as set forth in the Town Center District Code. Policy 5.2.9(UCBD): Signage. Require commercial shop front signage to include a variety of creative signage types (including projecting signage and fin signs) and encourage the use of exposed neon for building facade signage as set forth in the Town Center District Code. Utilize directional (way finding) signage to direct pedestrians to businesses and streets. Policy 6.1.1: TCEA Mobility Strategies. Maintain mobility within the City by the implementation of the following strategies and programs in the Itim• • •1 Tr•n • •rt•ti•n El -m -nt •n• thr• •h •m•lem- t•r •oli i- in •th -r - I -m -nt • th- om•r -h -n iv- •1•n. EA m• •ili tr• - •i- m• include, but are not limited to: (Cross Reference: Multimodal Transportation Element. Policy 1.11.31 11) Transportation demand management program: 12) Transportation system management programi (3) Revised parking standards and regulations: (4) Local and regional transit service: (5) Enhanced pedestrian and bicycle facilities: 16) Transit facility improvements; (7) Complete streets policy implementation: 18) Neighborhood traffic management programs: and (9) Transit and pedestrian oriented site design standards: MULTIMODAL TRANSPORTATION ELEMENT Objective 1.1. Quality /Level of Service. In urban centers transportation cannot be effectively managed and mobility cannot be improved solely thro .h th- -x•an ion of r• • • • • • • it . Th- ex. •n ion of ro• •w• •. • it i n•t alw• .h i •II or finan i• II • • ibl- •n• • ran. - of tr•n •ort•ti•n •It- rn•tiv- i e -ntial to s•ti f mo•ili n -e•s r- • e on. - ti•n •n• • hi - h- •Ith vi•r•nt -nt-r . For th- - r- • ons th- it h• II us- 0 •lit Lev -1 of ervi e 0 L•S for monitorin. • r•o - in or• -r to i. -ntif h -r- multimo• •1 im.r•v -m -nt •r- n- - • - • for •ui•in. • •it•I im•ro -m -nt fa ili o. - ration .l.nnin• to • hi- - •n• maintain mobili to r- • - .r- -nho - • • e •n• to a i t in .et- rminin. • 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 r- o•nition that th- it i in th- •ro -ss of tr.n itionin. fr.m • I.r. -I in.l- o • •nt -hi - mo• - to • m Itim• • •I t -m Mmo•ilit within th- T EA will • - •chi -v d_• th im.I- m- nt•ti•n of th- tr•t -.i- •n. •ro•r•m i• - ntifi- • in thi - I-m-nt .n• thr• .h om.I- m -nt•r •oli i- thro •ho t th- •m•r-h-nsiv- .Ian. If th • - v-lo.m-nt r -. ir- ro• •w• im.r•v -m-nt -m.h• i 11.11 • - • •n int -r - i•n im.rov -m -nt to im•ro - •f -t •n• r- • •nfli b-twe-n m• • - • i.n•Iiz•ti•n Tr.n •ort•tion D-m•n• M•n• • -m -nt im•r•v -m -nt - • - id! th• - •ro i•in. transit and pedestrian priority signalizationl: bicycle facility improvements. and pedestrian crosswalk /median improvements. •- • - - - _ - - • e. _ - _ - - - - - _ _ - - - - - - • . (Cross Reference: See Future Land Use Element. Goal 6 et seq. and Capital Improvement Element. Policy 1.2.1.a.) Policy 1.1.3: Pedestrian w L • Th- • - • tri • n L • • I I • - th - .r- - n - of • - • - - tri • • . i • - . • Ik on • • th i• - •fro•• • in areas of new development or within t/a mile of existina schools. parks. or transit fixed service routes and shall be considered a QLOS 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 • hi -v- • • 2. 0. M•n of th- •I• -r •r- • of the it inclu•in• tho e within' . mil- of h• •Is • •rk •n• th- n- . LYNX 4 4 ro t- are lacking in sidewalks. A comprehensive inventory of these facilities will be completed as a baseline by July 2011 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 durina development review for new and redeveloping projects. Policy 1.1.4: Bicycle Q /LOS. The bicycle Q /LOS shall be the presence of designated bike lanes. bike routes. and /or multi -use paths or tr • it , hi h r nth - l - n. th of th- it in • n - • t- - t north o th • ri • • • tt - rn • t 1 - 1 2 mil- int - r • I . Th- • ro i ion of thi it i • - network shall be considered a QLOS standard of "B ". The QLOS is not a standard that is intended to be achieved on an annual basis, • t r•th -r • •n o••- tiv- to • - • hi -v- • • 2t I. Ex - •t for th- ro - minol- Trail •i I- f• iliti -s within Wint -r Sarin. •r- primarily undesignated. A comprehensive inventory of existing roadway facilities will be completed as a baseline by July 2011 for use in monitoring improvement. Policy 1.1=8Policy 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 II or Class III arterial, the potential designation of the facility between U.S. 17 -92 to Vistawilla Drive as one where it would be appropriate to apply a policy constraint prohibiting future widening of the roadway, and /or examining the appropriateness of lowering the speed limit along a portion of the roadway. (Cross Reference: See Multimodal Transportation Element Policy 1.9.9 and Intergovernmental Coordination Element, Policy 1.3.1) 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 llncor bicycle lanes; and pedestrian facilities and transit features to achieve a true multimodal system whit reducing greenhouse gas emissions. As funding becomes available, retrofit existing corridors to accommodate multimodal options. Policy 1.2.1 - 314: 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) 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 1.3.6: 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. 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 1.4.8: - • • _ - :: : .Ensure that right -of -way acquisition includes the necessary width to accommodate nonmotorized facilities such as sidewalks, multi -use paths, and bicycle lanes. _. Policy 1.5.1: 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 ease. • _ _ _ = - - - - . _ • . _ : . 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)Policy 1.5.6: Require new development and redevelopment to provide adequate on -site handicap accessible facilities, bicycle and pedestrian facilities, and, as appropriate, transit facilities to promote safe and efficient intermodal movement options. Policy 1.5.4: 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 1.5.6: Require new development = - . - - - - _ - _ _ _ - ... - - . - . -: _ - _ _ . : : • _ _ - _ _ - - - - - _ • • _ - _ - - _ _ - _ _ _ - _ - to maximize the use of existing transportation facilities by implementing transportation demand management (TDM) oroarams as a means to address mobility and transportation im• • for - m•lo - - -int -n ive • - v - lo•m - nt •ro'- - • to h•v - mor- than I - m•lo - -s. D- elo•m -n •ro' -ct - • to h• - I- th • n I - m•lo -es 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 1.5.10: 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) 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 1.5.18: Establish a TrailsBicycle 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. Policy 1.6.2: Require residential development with greater than 200 units or commercial developments_aenerating over 1500 averaae daily trips 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 a transit 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 1.6.5: 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 1.6.7: 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 Transportation Element, Policy 1.5.17) 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 bia impact on whether a person will choose to walk. (Cross Reference: See Future Land Use Element, Policy 2.2.1) Policy 1.8.3: Include in all new road and trail plans, adequate right -of -way for potential landscaping, where feasible, and provide adequate funds for maintenance in the annual budget of the City. Policy 1.9.6: Work with FDOT and Seminole County to make low speed urban street design the normal, default practice for street construction, reconstruction, or modification within the Town Center. These urban street design features shall include, but not be limited to, wide, unencumbered sidewalks, narrow motor - vehicle lanes, street trees, prominent crosswalks, tight turning radii, and very limited use of turn lanes. The City shall encourage the same policy be adopted and implemented by these entities for their roadway segments within the Town Center. Policy 1.9.8: Coordinate with the Florida Department of Transportation regarding a reduction in the speed limit on S.R. 434 in the Town Center, when warranted, to better reflect the pedestrian - friendly environment being created in the Town Center. (Cross Reference: See Multimodal Transportation Element, Policy 1.1.8 and Intergovernmental Coordination Element, Policy 1.3.1) Policy 1.10.1: Consider adopting and /or promoting Transportation System Management (TSM) or Transportation Demand Management (TDM) strategies to enhance traffic capacity, movement and safety, if needed. Consider additional TSM /TDM strategies, such as staggered work hours, transit, trail, ridesharing /carpooling incentives, guaranteed ride home and other TSM /TDM measures. Polic 1.11.2: T EA Z•n- . Im•I -m -nt th- Wint-r •rin• ' T EA • fiv- •i tin Zon • - i•n•t- • • A B D E • • - • on •eo•r• •hi location in relation to the City's existing transportation network. land use. transit readiness, and future mobility needs. ZONE A Zone A is identified as the Central Mobility Hub and is generally located at the heart of the City at the intersection of State Road 434 and Tuskawilla Rd. and coincides generally with the Town Center /Urban Central Business District, which is roughly bounded by Tuscawilla Office Park to the south. Central Winds Park to the west. by Lake Jesup to the north. and by the Cross Seminole Trail pedestrian bridge to the East as shown on the T EA Zon- M... Zon- A in I • - m•'or • •li f• iliti- h • i H.II Wint -r •rin• Hi • h hool . . Pot •ffi - V - t -r•n' M - m•ri•I 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 aoals 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 obiectives and policies of each. This area supports a density of 36 duct (the highest in the City), and vertical integration of uses. alona with intearation of multimodal transportation options. Zone A contains both built -up properties and vacant land suitable for new development. Public facilities and services are available, such as sanitary sewer. potable water, roads, and recreation areas. ZONE B Zone B is identified as the Seminole Way Hub and coincides generally with the Greeneway Interchange District roughly bounded by Zone C orridor Zon - to th - o th Zone A C- ntr • I o • ilit H • to th - we t L • k - t. to th - north • n • ' t • - on • R 41 to th - E • st • hown on th - 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 Intennodal 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 hiahly market - driven, oriented to certain target industries for the purpose of creating primarily an employment- oriented mixed use development. This area supports high intensity, and vertical integration of uses. along with integration of multimodal transportation options. Both Zone A & Zone B contain important job - generatina 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 Y 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. extendina 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 beaan servicina 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. ZONE D Zone D is identified as the State Road 419 Corridor. The corridor includes properties within 600 feet of the centerline of U.S. 17 -92. extending from the northern most City boundary. exclusive of those parcels included within Zone C. Zone D contains both primarily built -up properties and parcels suitable for redevelopment. Public facilities and services are available, such as sanitary sewer. potable water, roads. and recreation areas. Much of this area has an industrial component. The Cross Seminole Trail extends through a portion of Zone D. Industrial businesses within this area might be receptive to TDM. ZONE E Zone E is identified as the Suburban Development District and includes the remainina area of the City. not previously included within any other zone. The area is mostly built -out and primarily includes established single family neiahborhoods. The area is not expected to undergo any redevelopment or transition to higher density within the foreseeable future. The provision of a bicycle network spaced at intervals of 1-1/2 miles •. art - • t -w- t •n• north- • th • ro th- it will h•v- th- •r- •t- t im• • on Z•n- E • •rti I•rl if •n - • t -w- t m Iti - • •th or trail "mi•to n" 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. 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: Lai Th- •m• n of d- - lo•m-nt r- • -v -I• •m -nt • • f nction of • -n it FAR •n• • -r -nt• • - of mix- • -. •th -r it- •I•nnin• • - rform•n - criteria may be used as part of the evaluation such as buildina placement. parkins location and number of spaces. connection to adjacent •ro• -rti •roximi t. tr•n it to• h- t -r •nn- ion to • ••• -nt i•- •Ik n- . • k •n• •r• • i•n •f • - • - tri•n •i I- •n• tr•n it amenities. (b) The implementation of mobility strategies. programs. and policies as detailed below: Mobility Performance Measure Target" Strategy Frrmns nartirinatinpinrrdrsharinpnr 346 annual increase of participants warpooling p- ogrcma Transportation Number of businesses/en-Players offerirr Demand arirs�linrrracr flf earl' ieantc flexible WO* schecules Manarer rent Number of improved and /or new bus 1 improved and/or new shelter each year shelters on LYNX routes Number of intersections andfor renal I per t raiect eeneratirc areater than 5. imru enta apt nrw daihr tries Transportation Annually coordinated wth Seminole System Cptanize signal synchronization Management county Yumbe of joint crircwa /s endfarcross 1 pc- redevelopment / develop ment accesses or combined dr wars pmiecl Pedestrian Amount o= sidewalks adCeG andf or 500lirear feet of sidewalk per year SiJewslk� expanded to the network Enhancements Linear feet of streetacepine/tonnea pirte Wear feet Der year which enhances the pedestra n enriranmen. 1 birnle rackilocker'or every 20velticle Number of bicycle racks/lockers parking saaces • •video wittin the' own center and G1D Bicycle Facilities Enhancement bicycle lanes and related facilities iric Linear `eet of bicyc e lanes and related bicycle provisions at inersections as cart of facilities programmed sweet -esurfacine andlcr refiablltatbn (where feasible) * P- rform•n - me. r- •n• tar. -t m• • - b'- t• f rth -r •n i• - ration i. -. if th- - . - rf•rm•n - m -. r -s •n• t•r, -t •nnot • - su..orte• 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. I The effects of the mobility strategies. programs. and policies in accomplishing the objective of improved mobility for the multimodal transportation system with the City shall be monitored by the following performance measures, including, but not limited to: Performance Measure* Target* Change in ridership. including boardingslalightings for 1% annual increase LYNX routes Change in headways for LYNX routes 10- mminute headway decrease every 5 years Pick up Line Transit (change inridership will be reported in subsequent years after the implementation of the Achieve 1st year ridership projections with a 3% service) annual increase Proposed trio generation fromredevelopmentlnew developments (based on mobility CMS application and Achieve a 5% reduction in actual traffic counts versus TIAst versus actual traffic counts on adjacent roadways trip generation projections Change in daily and peak hour traffic volumes on SR 434 Achieve less than 1% annual increase and SR 417 Grange in traffic counts and que length at the ramps SR Achieve less than 1% annual increase in traffic counts 417 and aueue lengths * Performance measures and the associated targets will be coordinated with the respective aaencies 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). (d) 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. Polic 1.11.9: Mobilit Monitorin • . Monitor • ev - l • • m - nt • tivit • nd im. I - m- nt • tion of mo • ilit tr • to • i - . =Th - monitorin • will incl • - analysis and /or information for the following (g.} 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 adiacent sidewalk network, and provision of pedestrian. bicycle, and transit amenities. al The implementation of mobility strategies. programs. and policies as detailed below: Mobility Performance Measure* Target* Strategy Persons participating in ridesharine or 3% annual increase of participants van pooling programs Transportation Number of businesses/ernolovers offerinp Demand 5 % annual increase of participants flexible work schedules Management Number of improved andfor new bus 1 improved andfor new shelter each year shelters on LYNX routes Number of intersections and/or signal 1 oer project 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 and/or cross 1 per redevelopment / development accesses or combined driveways proiect Amount of sidewalks added and/or Pedestrian 500 linear feet of sidewalk per year expanded to the network Sidewalk) Linear feet of streetscaping/landscaping Enhancements 500 linear feet per year which enhances the pedestrain environment 1 bicycle rack/locker for every 20 vehicle Number of bicycle racks/lockers parking spaces provided within the Town Center and G ID Bicycle Facilities Bicycle lanes and related facilities including Enhancement Linear feet of bicycle lanes and related bicycle provisions at inersections as part of facilities programmed street resurfacing and/or rehabilitation (where feasible) * P - rf•rm•n a m- • res an• t•r•ets ma b- su•• - t to f rth - r on i• - ration i. -. if thes- • - rform•n - m- • res an• t•r• -t •nnot • - s • sorted by reasonable available data or additional measures are identified that may also be appropriate). The facilities and infrastructure for several of the targets are continaent upon development /redevelopment activity and associated developer contributions. j4. The effects of the mobility strategies. programs, and policies in accomplishing the objective of improved mobility for the multimodal transportation system with the City shall be monitored by the following performance measures. including, but not limited to: Perforrnance Measure Target* Change in ridershi o. including boardings faligt tin es for LYNX routes 1% annual increase Change in headways for LYNX routes 10 headway decrease every S years Pick up Line Transit (change inridership will be reported in subseauent years after the implementation of the Achieve 1st year ridership oroiectiorp: with a 3% service) annual increase Proposed trig eerseration frornredeve)oprn+entlnew Achieve a 5% reduction in actual traffic counts versus developments (based on mobility CMS application and trip generation projections TIAs) versus actual traffic counts on adjacent roadways Carrie its daily and peak hour traffic volumes on SR 434 and 417 Achieve less than 1% annual increase Change in traffic counts and que length at the ramps SR Achieve less than 1% annual increase in traffic 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 subiect 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). j 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. jk 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. 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 1.12.3: MPO Coordination. Continue to participate in METROPLAN ORLANDO and its Transportation Technical Committee. Bicycle & P - • - tri • n A •visor ommitt - - • nd th - itiz - n A • vi or ommitte - in or. - r to in I • - it -r - I • t- • im • rov - ment in th- Metro • olit • n Orl • ndo Urban Area Transportation Policy 1.13.3: State Funds for Improvements and Services. The City shall support chanaes to state legislation that enable local and regional governments to increase the revenue base for transportation improvements and services, including transit and pedestrian programs. CONSERVATION ELEMENT Policy 1.1.7: Adopt a trails network plan linking residential areas to areas of business, recreation, educational, and cultural resources, where possible. HOUSING ELEMENT Policy 2.2.1: Identify neighborhoods that are in need of rehabilitation or are experiencing instability based on any and all of, but not limited to, the following criteria: • Proliferation of crime, • A large percentage of substandard housing units, • Fragmentation of land uses, and • Poor or deteriorating infrastructure, including water, sewer, and drainage systems and inadequate traffic and pedestrian systems. Policy 2.2.8: Continue to require the implementation of the Town Center Code so that the concept of 'eyes on the street' is maintained to ensure safe, pedestrian friendly streets. Policy 2.2.10: Require an interconnected network of sidewalks in new residential developments to support walking and neighborhood friendliness. RECREATION AND OPEN SPACE ELEMENT Policy 1.1.1: Utilize the following LOS standards: Total Overall Public Park and Recreation Land Acreage (including Open Space): Eight (8) acres per 1,000 residents. For purposes of implementing this policy, the City may utilize State and County park lands and trails that are located within the City's jurisdictional boundaries. This standard includes land with passive and active uses. City Owned Open Space: Four (4) acres per 1,000 residents. Open space is defined as "undeveloped lands suitable for passive recreation or conservation ". Policy 1.1.6: Rely upon private development to provide and maintain neighborhood parks in areas of new development. A neighborhood park is a facility that serves an entire neighborhood and which is located no more than one -half (1 /2) mile from the residents served. In cases where a greater distance cannot be avoided, a paved parking area shall also be provided. The size of a neighborhood park shall be dependent on the number of units served as described in the land development code, but shall not be less than one -half acre. Infill development of 20 units or less shall be exempt from this provision. Typical facilities provided in a neighborhood park often include a swimming pool, cabana or clubhouse with restrooms, playground area, paved multi - purpose court, picnic area., fitness trail, and /or open free play area. Open space may also be one component of the dedicated area. (See ROSE Policy 1.6.1) Policy 1.1.8: Require preservation of ecologically sensitive open spaces in the Greeneway Interchange District and promote connectivity of these natural features for habitat continuity and sustainability. Additionally, require a network of public plazas with interconnected sidewalks to promote an urban pedestrian environment. Policy 1.1.14: Prior to the vacation of any right -of -way, evaluate the potential of the right -of -way for use as part of a future trail corridor or other alternative transportation linkage. Objective 1.2: Trails. The City should work to expand the existing Cross Seminole Trail system to include a network of City trails, thereby improving access for pedestrians and cyclists to schools, parks, open spaces, and businesses and for the additional public outdoor recreation opportunities trails provide. Policy 1.2.1: Encourage public participation in planning and development of all phases of City's trail expansion program. Policy 1.2.2: Partner with appropriate agencies to study and implement options for future coordinated provisions of a bike /trail network. Policy 1.2.3: Develop standards and guidelines for trail planning, development and maintenance Policy 1.2.4: Work with Florida Power & Light (FP &L) to co- locate trail easements in utility corridors. Policy 1.2.5: Encourage homeowner associations whenever possible, to incorporate existing trails into the public trail system. Policy 1.2.6: Acquire property or easements that can be integrated into the City's existing recreation and proposed trail network system as illustrated on Map VI -6: Conceptual Trails Network System. Policy 1.2.7: Make providing trails a priority in the new planning horizon for the connectivity they provide to schools, parks, natural lands, and businesses. Policy 1.5.1: Continue to provide adequate and appropriate automobile, bicycle and pedestrian access to all public parks and facilities. Policy 1.5.3: Continue to provide adequate parking space, including handicapped parking, and bicycle racks at recreation sites. Policy 1.6.4: Encourage new developments falling within the planned trail network to provide public trail linkages either through or adjacent to their development. 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. PUBLIC SCHOOL FACILITIES ELEMENT Policy 1.3.1: Coordination of Comprehensive Plan Amendments and Facility Planning. Consider the availability and future provision of school facility capacity, the provision of school sites and facilities within neighborhoods, the compatibility of land uses adjacent to existing schools and reserved school sites, the co- location of parks, recreation and neighborhood facilities with school sites and the linkage of schools, parks, libraries and other public facilities with bikeways, trails, and sidewalks for safe access during the review of proposed comprehensive plan land use map amendments. 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 1.6.1: Allowable Locations of School Sites and Compatibility Standards. Allow school sites within any land use designation in the City except Conservation and Industrial. (Cross Reference Future Land Use Element, Policy 1.1 1.1). Ensure compatibility with adjacent land uses will be ensured through the following measures: • New school sites within the City must not be adjacent to any noxious industrial uses or other property from which noise, vibration, odors, dust, toxic materials, traffic conditions or other disturbances would have a negative impact on the health and safety of students. • Public school sites shall be compatible with environmental protection, based on soils, topography, protected species and other natural resources on the site. • An assessment of critical transportation issues, including provision of adequate roadway capacity, transit capacity and bikeways, shall be performed for proposed school sites prior to any development to ensure safe and efficient transport of students. • New school sites must comply with the City's land development regulations and must minimize potential detrimental impacts on adjacent uses by providing sufficient on -site parking, sufficient internal vehicular circulation to ensure that unsafe stacking of vehicles on access roads does not occur, containment of off -site light spillage and glare, and reduction of off- site noise through compliance with the City's buffer requirements. • New school sites for elementary and middle schools shall be located in close proximity to existing or anticipated concentrations of residential development. New school sites for high schools and specialized schools are suitable for other locations, due to their special characteristics. • The development review process shall ensure that facilities such as sanitary sewer and potable water will be available at the time demanded by the new school site, and services such as public safety can also be provided. • New school sites in shall have safe ingress and egress for pedestrians, bicycles, cars, buses, service vehicles and emergency vehicles. High schools should be located with access to collector or arterial roads, rather than relying solely on local roads. Policy 1.6.2: Co- Location and Community Focal Point. Encourage to the extent feasible, the co- location of new school sites with appropriate City facilities, recognizing that new schools are an essential component in creating a sense of community. Encourage, through the development review process, the location of new school sites so they may serve as community focal points. Enter into an interlocal agreement with the School Board where co- location takes place, to address shared uses of facilities, maintenance costs, vehicular and bicycle parking, supervision and liability issues, among other concerns. Policy 1.7.3: Bicycle Access and Pedestrian Connection. Coordinate bicycle access to public schools consistent with the Seminole County bicycle plan adopted by the metropolitan planning organization, METROPLAN ORLANDO. Revise the City's land development regulations, as needed to specify that performance standards for new residential developments adjacent to existing and proposed school sites other than age restricted developments, shall include pedestrian connections between the sidewalk network within the development and the adjacent school site. Policy 1.7.4: Coordination to Ensure Necessary Off -Site Improvements. Work with the School Board, during the development review process for a proposed new school facility, to determine the party or parties responsibility for the financing, construction, operating, and maintaining of any needed off -site improvements, including but not limited to: signalization, installation of deceleration lanes, roadway striping for crosswalks, safe directional /warning signage and installation of sidewalks. Consider a new development adjacent to or sharing an access road with an existing school or future school site, as mitigation of the traffic impacts of the development, for safe access to the school. Efforts may include, but are not limited to: developer striping of crosswalks, developer installation of sidewalks, payment for safe directional /warning signage, and payment for signalization. INTERGOVERNMENTAL COORDINATION ELEMENT 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. CAPITAL IMPROVEMENTS ELEMENT Policy 1.2.1: Adopt LOS standards and mobility strategies for facilities and infrastructure as follows: * ** f. Parks 8 acres (total public park and recreation land acreage, including open space) per 1,000 residents. The City may utilize State and county park lands and trails that are located within the City's jurisdictional boundaries. This standard includes both passive and active recreation lands. (Cross Reference: See Recreation and Open Space Element, Policy 1.1.1) City Owned Open Space- 4 acres per 1, 000 residents. Open space is defined as "undeveloped lands suitable for passive recreation or conservation ". (Cross Reference: See Recreation and Open Space Element, Policy 1.1.1) • Policy 1.2.4: Maintain records which allow for an annual evaluation of the City's mobility strategies. Information is to include the acreage of development /redevelopment by land use. density. and FAR; the percentaae 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 plannina performance criteria may also be included as part of the TCEA evaluation such as. building placement. • • rkin • lo • tion •n• n m • -r of • • - conn- tion to • •' •cent • ro • - rti - • nd • roximit to tr • n it sto • s helt - rs. P - rforman - Measures an • Targets may be subiect 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) Policy 1.4.5: Require new developments to be responsible for installing all internal potable and reclaimed water and sewer systems, vehicular, bicycle, and pedestrian circulation systems, and internal recreation /open space facilities within their development. Connecting internal systems to designated major potable and reclaimed water and sewer trunk systems and vehicular, bicycle, and pedestrian circulation network is the financial responsibility of the developer. (Cross Reference: See Transportation Element, Policies 1.5.3; 1.5.4; and 1.5.13) Policy 1.7.1: Facilities Inventory and Reporting. ' • _ • ' _ - • ` _ _ - - Maintain an inventory of the bicycle and pedestrian facility network and the available 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.