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24-2256 Adopting a Mobility PlanORDINANCE NO. 24-2256 AN ORDINANCE OF THE CITY OF LONGWOOD, FLORIDA, APPROVING AND ADOPTING THE CITY'S 2045 MOBILITY PLAN, THE CITY'S MOBILITY FEE TECHNICAL REPORT, AND MOBILITY FEE SCHEDULE, CONSISTENT WITH THE PROVISIONS OF SECTION 163.3180 ET SEQ., FLORIDA STATUTES, SPECIFICALLY SUBSECTION (5)(i) WITH REGARD TO TRANSPORTATION CONCURRENCY; PROVIDING FOR IMPLEMENTING ADMINISTRATIVE ACTIONS; PROVIDING FOR A SAVINGS PROVISION; PROVIDING FOR CONFLICTS; PROVIDING FOR SEVERABILITY; PROVIDING FOR SCRIVENERS ERRORS; AND PROVIDING FOR AN EFFECTIVE DATE. WHEREAS, Chapter 166, Florida Statutes, the City of Longwood has broad home rule powers to adopt ordinances to provide for multimodal transportation systems, including bicycle and pedestrian facilities, transit facilities, roadways, intersections, and new personal mobility technology within the City; and WHEREAS, Section 163.3180, Florida Statutes, encourages local governments to develop tools and techniques, including adoption of long-term strategies to facilitate development patterns that support multimodal solutions, adoption of area -wide service standards that are not dependent on any single road segment function, and establishing multimodal service standards that rely primarily on non -vehicular modes of transportation where existing or planned community design will provide an adequate level of personal mobility; and WHEREAS, Chapter 163.3180(5)(i), Florida Statutes, allows for local governments to repeal transportation concurrency and encourages the adoption of an alternative mobility funding system; and WHEREAS, on June 22, 2021, Seminole County adopted Ordinance No. 2021-26, designated as Mobility Fees Land Development Code Amendment, the intent and purpose of which was to amend the Seminole County Land Development Code to revise the existing Chapter 120, Road Impact Fees, and replace Road Impact Fees with Mobility Fees consistent with Florida Statutes 100 Sections 163.3180 and 163.31801. WHEREAS, Section 120.3(i) of Seminole County Land Development Code (as amended) provides as follows: (i) Other municipalities have the ability to coordinate with the County and adopt their own Municipal Mobility Fee that addresses improvements to the County's Mobility System within and in proximity to the boundaries of the particular municipality. As part of the adoption by a municipality of its own Municipal Mobility Fee which addresses improvement to the County's Mobility System Ordinance No. 24-2256 Page 1 of 12 within and in proximity to the boundaries of the municipality pursuant to Section 163.31801(4)(d), Florida Statutes, at least ninety (90) days' notice must be given before the effective date of the ordinance imposing the new or increased mobility fee. Within the ninety (90) day notice period before the municipal mobility fee becomes effective, the Board of County Commissioners will undertake an amendment to this Ordinance providing that County Mobility Fees will not be collected within the boundaries of the particular municipality. WHEREAS, the City of Longwood is a municipality located within Seminole County and pursuant to Chapter 163.3180, Florida Statutes, and Section 120.3(i) of Seminole Country Ordinance No. 2012-26, the City has developed its own Mobility Plan and Mobility Fee Technical Report; and WHEREAS, the City of Longwood intends to replace collection of the current Seminole County mobility fee with a mobility fee system administered and programmed by the City for new development and redevelopment in the Mobility Fee Assessment Area, comprised of all areas within the City limits of the City, consistent with the requirements for alternative mobility funding system pursuant with Section 163.3180, Florida Statutes; and WHEREAS, the mobility fee system focuses on person travel demand, which includes walking, biking, transit, and motor vehicular trips, generated by new development and redevelopment and the resulting impact such travel demand has on multimodal capacity, and then requires the expenditure of funds generated by the mobility fee system to be used on multimodal projects identified in the adopted mobility plan that increase multimodal capacity; and WHEREAS, the mobility fee system includes, but is not limited to, considerations of the impact of person travel demand generated by new development and redevelopment on multimodal capacity as well as considerations of the impact of new development on overall mobility within the community; and WHEREAS, imposition of a mobility fee requiring future growth within the Mobility Fee Assessment Area to contribute its fair share of the cost of growth- necessitated multimodal facilities is necessary and reasonably related to the public health, safety, and welfare of the people of the City; provided that the mobility fee does not exceed the actual amount necessary to offset the demand on transportation facilities generated by new development and redevelopment; and WHEREAS, the 2045 Mobility Plan dated December 2023, prepared by NUE Urban Concepts, LLC, for the City, identifies mobility projects consisting of multimodal improvements, programs, and services needed to meet the travel demands from new development and redevelopment and which serves as the basis for calculating a mobility fee; and Ordinance No. 24-2256 Page 2 of 12 WHEREAS, the Mobility Fee Technical Report dated December 2023, prepared by NUE Urban Concepts, LLC, for the City, provides the technical analysis to determine the mobility fee and constitutes a proper factual predicate for imposition and expenditure of the mobility fees; and WHEREAS, a mobility fee is a one-time fee paid by a developer to a municipality to cover the costs of the improvements necessary to fully mitigate the development's traffic impact on the transportation system; mobility fees must be calculated based on the multimodal projects adopted in the municipalities' Mobility Plan and must be used to fund the identified multimodal projects in the Plan; mobility fees were established by the Florida Legislature to provide developers a simplified alternative to transportation concurrency, proportionate share and road impact fees and, therefore, a mobility fee is charged in lieu of an impact fee. WHEREAS, the City Commission finds that this Ordinance supports and furthers the goals, objectives and policies of the Multi -Modal Transportation Element of the Comprehensive Plan as follows: GOAL 1: To develop and maintain a Citywide multi -modal transportation system that provides for and supports the transportation needs of residents and visitors along with providing and enhancing mobility choice in a safe, efficient, cost-effective, and aesthetically pleasing manner. OBJECTIVE 1.1: In order to ensure that the City's multi -modal transportation systems are functioning at acceptable levels to accommodate current needs and future growth, to establish benchmarks and priorities geared toward the improvement of mobility options and in which to direct available funding and planning efforts, the City shall establish level of service standards for all modes of transportation. POLICY 1.1.6: Prior to the adoption of a Mobility Fee Impact Schedule new development that will have anything but a di minimus impact on any transportation system within the City shall be required to provide an analysis of those impacts along with a mitigation strategy to include but not be limited to developer -funded bike, pedestrian, and transit improvements on and off -site. OBJECTIVE 1.2: To ensure that the City of Longwood improves mobility choices for its residents and visitors through the provision of public transit options along with well -maintained pedestrian and bicycle Ordinance No. 24-2256 Page 3 of 12 facilities, providing for the improvement of these facilities through a comprehensive approach to the planning for bicycles and pedestrians and continue to implement the plan by continuing to increase the availability of sidewalks, pedestrian paths, and/or bikeways through public and private efforts. POLICY 1.2.2: As part of the annual budgeting process, the City shall consider funding sidewalk, pedestrian ways and/or bike paths as funding becomes available. The City shall also require and support provisions for such facilities as part of State and County road improvements. OBJECTIVE 2.1: The City of Longwood, as a Transportation Concurrency Exception Area (TCEA) shall explore land use and funding strategies to realize stated mobility goals. POLICY 2.1.1: The City will continue to work with Seminole County, FDOT, and MetroPlan Orlando to promote, develop, and fund mobility improvements within the City. OBJECTIVE 2.2: The City shall continue to seek methods and sources to fund new transportation improvements and programs, including multi - modal facilities. POLICY 2.2.2: Mobility Fees - The City shall evaluate and prepare a Mobility Fee Schedule and methodology of determination to include all multi - modal transportation impacts projected from new construction and apply fees accordingly for the construction of identified necessary and desirable improvements. POLICY 2.2.6: Alternative Funding Sources to Supplement Transit Funds — The City shall 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 the City of Longwood. Any special City transit funding source is intended to augment but not supplant funds provided by LYNX, Seminole County, Orange County and other governments served by the same sub -regional transit systems serving Longwood. OBJECTIVE 3.1: Support the expansion of the SunRail commuter rail system, bus transportation, and bicycle and pedestrian facilities and avoid transportation system improvements that favor the use of single - occupancy vehicles as the primary means of transportation. Ordinance No. 24-2256 Page 4 of 12 POLICY 3.1.2: Encourage travel on the SunRail system. POLICY 3.1.3: The City working with the appropriate transportation provider shall enhance connections and encourage ease of transfer between the SunRail station and other transit modes by supporting the expansion of public transportation including additional bus routes and park -and -ride parking facilities. POLICY 3.1.6: The City shall continue to request that FDOT, MetroPlan Orlando, and the County use funds targeted for road widening projects for alternative mobility system projects related to the SunRail station, additional bus routes, pedestrian access, bike facilities and other transportation system management improvements WHEREAS, the Mobility Plan, Mobility Fee, and the Mobility Fee Schedule adopted hereby, satisfy the "dual rational nexus test" established by Florida case law, satisfy the "essential nexus" and "rough proportionality" standards established by Nolan v. California Coastal Commission, 483 U.S. 825 (1987) and Dolan v. City of Tigard, 512 U.S. 374 (1994), are consistent with the requirements set forth at Section 163.31801, Florida Statutes, and are consistent with and imposed in accordance with Section 163.31801, Florida Statutes; and WHEREAS, the establishment of a Mobility Fee Assessment Area defines the area within which mobility fees will be assessed, and the Mobility Fee Benefit District defines the area within which mobility fees will be expended; ensuring that a rational nexus is established and maintained between the mobility impacts created by the developments within the benefit district, the mobility fees collected, and the multimodal mobility projects funded by such fees; and WHEREAS, mobility fees collected will be deposited in the mobility fee fund for the Mobility Fee Benefit District and expended for the purposes set forth herein; and WHEREAS, the Mobility Plan and the Mobility Fee structure imposed thereby achieve the goals, objectives, and policies of the City of Longwood Comprehensive Plan (as amended) and utilizes the tools and techniques encouraged by Section 163. 3180, Florida Statutes; and WHEREAS, the City Commission has determined that this Ordinance adopting a mobility plan and mobility fee structure will help to preserve and enhance the rational nexus between the need for multimodal person travel demands generated by new development and redevelopment in the Mobility Fee Benefit District; and Ordinance No. 24-2256 Page 5 of 12 WHEREAS, on June 20, 2011, the City Commission of the City of Longwood adopted revisions to the City of Longwood Comprehensive Plan that provided various Policies that established the process and framework for the development of a Mobility Plan and Mobility Fee pursuant to Chapter 163.3180, Florida Statutes; and WHEREAS, the herein proposed Mobility Plan and Mobility Fee structure are consistent with the Goals, Objectives, and Policies of the City's revised Comprehensive Plan; and WHEREAS, the City of Longwood has hosted a public workshop on the proposed Mobility Plan and Mobility Fee, including the publicly noticed public workshops on May 21, 2024; and WHEREAS, the City Commission, having considered the proposal and all information presented at the public hearing, and being fully advised and informed of the premise, has determined that it is in the best interests of the citizens of the City to approve this Ordinance. IT IS HEREBY ORDAINED BY THE CITY OF LONGWOOD AS FOLLOWS: SECTION 1. RECITALS. The foregoing recitals are hereby ratified and confirmed as being true and correct and are hereby made a part of this Ordinance. SECTION 2. LEGISLATIVE PURPOSES, FINDINGS AND INTENT A. It is the purpose and intent of this Ordinance to approve and adopt the 2045 Mobility Plan and the Mobility Fee Technical Report prepared by NUE Urban Concepts, LLC, and dated December 2023, (respectively referred to herein as the "Mobility Plan" and "Mobility Fee Technical Report") pertaining to the establishment of mobility fees to be determined and imposed in accordance with the provisions of Chapter 163.31801, Florida Statutes within the Mobility Fee Assessment Area for the benefit of projects within the Mobility Fee Benefit District based on the 2045 Mobility Plan. B. It is also the purpose and intent of this Ordinance to approve and adopt the Mobility Fee Schedule set forth in the Mobility Fee Technical Report and to define both the Mobility Fee Assessment Area and the Mobility Fee Benefit Area as used herein. C. Mobility fees will be assessed upon submission of an application for a building permit or a change of use and become due and payable prior to the issuance of a building permit or approval of a change of use. The fees will be based upon the amount of new person travel demand attributable to new development and the cost of providing the additional person miles capacity to meet the new person travel demand. This Section shall not be construed to authorize the imposition of mobility fees related to multimodal project needs attributable to existing development. Ordinance No. 24-2256 Page 6 of 12 D. The mobility fee is intended to allow new development and redevelopment in compliance with the City's Comprehensive Plan to share in the burdens of growth. New development and redevelopment shares in this burden by paying a pro rata share of the reasonably anticipated costs of multimodal projects needed to accommodate the person travel demands created by new development and redevelopment, as well as by complying with other appropriate development approval conditions. E. Within the Mobility Fee Assessment Area, the mobility fees will be replacing the Seminole County mobility fees and is based upon the calculation methodology incorporated in the Mobility Fee Technical Report. F. The City of Longwood has complied with all requirements and procedures of Florida law in processing and advertising this Ordinance including, but not limited to, the evaluation of the safety of roads. G. The foregoing recitals (whereas clauses) to this Ordinance are hereby adopted as the legislative findings of the City Commission of the City of Longwood and incorporated into this Ordinance as if set forth in haec verbo. SECTION 3. FINDINGS OF FACT. The City Commission hereby makes the following findings of fact: 1. Pursuant to Article VIII, Section 2(b), Florida Constitution, and Sections 166.021 and 166.041, Florida Statutes, the City Commission has all powers of local self- government to perform municipal functions and to render municipal services in a manner not inconsistent with law, and such power may be exercised through the enactment of City ordinances. 2. The City Commission may exercise any governmental, corporate, or proprietary power for a municipal purpose, except when expressly prohibited by law, and the City Commission may legislate on any subject matter on which the Florida Legislature may act, except those subjects described in subsections 166.021(3)(a), (b), (c), and (d), Florida Statutes. The subject matter of subsections referenced in this Paragraph are not relevant to and do not restrict or prevent the imposition of a mobility fee within the City. 3. Through Section 163.3180, Florida Statutes, the Legislature encouraged local governments to adopt mobility plans and mobility fees as an alternative to transportation concurrency, proportionate share, and road impact fees to equitably mitigate its travel demand impact. 4. The Mobility Plan and Mobility Fee Technical Report are consistent with the City's Comprehensive Plan. Ordinance No. 24-2256 Page 7 of 12 5. A mobility fee will help to preserve and enhance the rational nexus between the need for multimodal travel demands generated by new development and redevelopment and the mobility fees imposed on that development. 6. The establishment of a Mobility Fee Assessment Area defines the area within which mobility fees will be assessed. The establishment of a Mobility Fee Benefit District defines the area within which mobility fees will be expended, ensuring that a rational nexus is established and maintained between the mobility impacts created by the developments within the benefit district, the mobility fees collected, and the multimodal mobility projects funded by such fees. 7. The City Commission hereby finds that within the Mobility Fee Assessment Area, it is in the best interests of the City to replace the Seminole County mobility fee with a single unified mobility fee. SECTION 4. APPLICABILITY. A mobility fee will be imposed upon all new development, redevelopment, and change of use within the Mobility Fee Assessment Area that results in additional person travel demand impact within the Mobility Fee Benefit District at the time of building permit or change of use in accordance with the Longwood City Code Chapter 60. The subject fee shall be due and payable at the time of the building permit issuance or change of use approval. Mobility fees shall be assessed at the mobility fee rate in effect at the time of development permit issuance or change of use approval. If the development permit or change of use is for less than the entire contemplated development, the fee shall be computed only for that portion of the development covered by the permit or change of use. The obligations for payment of mobility fees shall run with the land. 1. The mobility fee will be imposed for any structure that is altered, expanded, or replaced and that results in an increase in person travel demand over the existing land use. 2. The mobility fee will be imposed on all impact -generated land development activity that does not require a building permit but does require a change of use or some form of governmental approval, that allows the activity to occur. The mobility fee shall be paid prior to the issuance of the government approval. 3. The mobility fee shall be assessed in accordance with the conceptual mobility fee schedule that shall be adopted by the City Commission by separate ordinance. Ordinance No. 24-2256 Page 8 of 12 4. The requirements of this section shall not be imposed on development permits otherwise necessary for: a. Remodeling, rehabilitation, or other improvements to an existing structure, provided there is no increase in person travel miles and no increase in square footage for non- residential uses and no increase in the number of dwelling units or bedrooms for residential uses. b. Additional residential square footage that does not result in exceeding the square footage thresholds on the Mobility Fee Schedule. C. Rebuilding of a damaged or destroyed structure, whether voluntary or involuntary, provided there is no change in use, or no increase in square footage for non- residential uses and no increase in the number of dwelling units or bedrooms for residential uses. d. A change in use that does not generate additional person trips or person travel demand and does not increase square footage for non-residential uses or increase the square footage for a bedroom in residential uses. e. Accessory buildings or structures that are not a principal use of the property and do not result in an increase in person trips or person travel demand. The mobility fee shall be calculated based on the person travel demand generated from the land use. If the person travel demand increases due to a change in square footage, change of use, or the unit of measure used to determine mobility fees, the mobility fee due shall be the incremental difference resulting from the alteration, expansion, or replacement as determined by the Mobility Fee Schedule, less mobility fee that would be imposed under the applicable rate prior to the alteration, expansion, or replacement. In the event there is a change in use that results in a decrease in person travel demand generated by the previously allowed use, the applicant shall not be entitled to a refund or credit. SECTION 5. MOBILITY PLAN; MOBILITY FEE TECHNICAL REPORT; AND MOBILITY FEE SCHEDULE. The approved and adopted Mobility Plan is attached hereto as Exhibit "A"; the approved Mobility Fee Technical Report is attached hereto as Exhibit "B." The approved and adopted Mobility Fee Schedule is incorporated as part of the Technical Report as Appendix M. SECTION 6. MOBILITY FEE ASSESSMENT AREA. Ordinance No. 24-2256 Page 9 of 12 The Mobility Fee Assessment Area encompasses all of the properties located within the present City limits of the City and will also include any future properties annexed into the City. A Mobility Fee Assessment Area Map has been developed that illustrates current municipal limits, — the Mobility Fee Assessment Area Map is attached hereto as Map "D" of the Technical Report (Exhibit "B"). The Mobility Fee Schedule provides a unified Assessment Area. SECTION 7. MOBILITY FEE BENEFIT DISTRICT. The benefit test of the dual rational nexus test requires that local governments establish defined areas or districts within which mobility fees collected are earmarked for expenditure. The geographic limits of the proposed Mobility Fee Benefit District extend beyond City limits to ensure Mobility Plan projects make logical terminus points. The extension of a Mobility Fee Benefit District beyond current City limits is done in recognition that travel demand does not start or stop at the municipal limits of the City. The Mobility Fee Benefit district is depicted as Map "E" in the Technical Report (Exhibit "B") attached hereto. Having a Mobility Fee Benefit District that extends beyond current City limits ensures that the City can expend mobility fees on projects identified in the Mobility Plan outside City limits that cross enclaves or terminate at logical endpoints. If the limits of the Mobility Fee Benefit District mirrored existing municipal limits, then mobility fees could not be expended outside of the City. The Mobility Fee Benefit District provides the City with flexibility to work in partnership with other governmental entities, including Seminole County, if the City chooses, to improve mobility within the Mobility Benefit District. The expanded Mobility Fee Benefit District would also address future annexations into the City. SECTION 8. ENTITLEMENTS, NON-ALTERATION/NON-ABROGATION OF EXISTING AGREEMENTS. Nothing contained herein shall be construed as affecting validly existing and previously approved development entitlements. Nothing contained herein shall limit or modify the rights of any person to complete any development that has been approved as a development of regional impact pursuant to Chapter 380, Florida Statutes, or who has obtained a fully executed final local development order prior to the effective date of this Ordinance, and development has commenced and is continuing in good faith. Ordinance No. 24-2256 Page 10 of 12 Furthermore, nothing set forth herein shall serve to alter or abrogate any currently existing proportionate share agreement, road impact fee agreement, or the status of any road impact fee credits that have been pre -paid or credited. SECTION 9. CONFLICTS WITH EXISTING ORDINANCE(S) OF THE CITY. The provisions of the mobility fee hereby adopted shall supersede all prior regulations of the City related to the implementation of traffic performance standards and/ or traffic concurrency within the Mobility Fee Assessment Area upon the adoption of this Ordinance and implementation of the Mobility Fee Schedule becoming effective. In the event this Ordinance or any part hereof conflicts with another Ordinance or Ordinances of the City or any part(s) thereof, the provisions set forth herein shall prevail to the extent of any such conflict unless otherwise provided herein. SECTION 10. REPEAL OF CONFLICTING ORDINAN All Ordinances or parts of Ordinances in conflict with this Ordinance or any part or parts hereof, shall be and the same are hereby repealed. SECTION 11. SEVERABILITY. In the event a court of competent jurisdiction shall hold or determine that any part of this Ordinance is invalid or unconstitutional, the remainder of the Ordinance shall not be affected thereby, and it will be presumed that the City Commission of the City did not intend to enact such invalid or unconstitutional provision. It shall further be assumed that the City Commission would have adopted the remainder of this Ordinance without said invalid and unconstitutional provision, thereby causing said remainder to remain in full force and effect. SECTION 12. IMPLEMENTING ADMINISTRATIVE ACTIONS. The City Manager is hereby authorized and directed to take such actions as may be deemed necessary and appropriate in order to implement the provisions of this Ordinance. The City Manager may, as deemed appropriate, necessary and convenient, delegate the powers of implementation as herein set forth to such City employees as deemed effectual and prudent. The City Manager, or designee, shall implement a registration program, and the City Manager is hereby authorized to adopt administrative rules and promulgate forms in order to implement the provisions of this Ordinance. SECTION 13. SCRIVENER'S ERRORS. Ordinance No. 24-2256 Page 11 of 12 Typographical errors and other matters of a similar nature that do not affect the intent of this Ordinance, as determined by the City Clerk and City Attorney, may be corrected with the endorsement of the City Manager, or designee, without the need for a public hearing. SECTION 6. EFFECTIVE DATE. This Ordinance shall become effective immediately upon adoption. FIRST READING: July 22, 2024 SECOND READING: August 5, 2024 ADOPTED this 5th day of August, 2024, by the City Commission of the City of Longwood, Florida. CITY COMMISSION CITY OF LONGWOOD I ( 1A14j Matthew McMillan, Mayor ATTEST; Michelle Lofto, MMC, FCRM, City Clerk Approved as to form and legality for the use and reliance of the City of Longwood, Florida only Daniel W. I , City Attorney Ordinance No. 24-2256 Page 12 of 12 tureplan I D I D I E IC NUE URBAN CONCEPTS LAND USE - MOEILITY - PARKING - FEES NUE URBAN CONCEPTS LAND USE -MOEILITY -PARKING, FEES 001113 001113 Jonathan B. Paul, AICP I Principal NUE Urban Concepts 747 SW 2nd Ave, Suite 190 Gainesville, FL 32601 Phone: 833-NUC-8484 Email: nueurbanconcepts@gmail.com www.nueurbanconcepts.com Lauren Rushing, AICP I Principal Planner NUE Urban Concepts 245 Riverside Ave, Suite 100 Jacksonville, FL 32202 Phone: 904-885-6378 Email: lauren@nueurbanconcepts.com www.nueurbanconcepts.com Uyen Dang, PE I Principal DDEC, LLC 250 Royal Ct Delray Beach, FL 33444 Phone: 813-380-6574 Email: uyen@ddec.com www.ddec.com NUE URBAN CONCEPTS LAND USE - NOBILITY • PNRI{ING • FEES (a MOBILITY COHORT THE ONO. Contents Sections: Section 1 Introduction Section 2 Mobility Planning Section 3 Mobility Fee Section 4 Complete Streets Section 5 Vision Zero Section 6 2045 Mobility Plan Section 7 Next Steps Maps Map A 2045 Mobility Plan Map B Mobility Plan & Bicycle & Pedestrian Master Plan Appendices: Appendix A Complete Streets Plan Appendix B Intersections & Parking Plan Appendix C Multimodal Plans, Studies, Programs, & Policies Plan SECTION 1.0 INTRODUCTION 1 Background Over the years, the City and region have experienced significant growth and development. The resulting land use patterns and transportation demand have consequently stressed the existing area and affected how locals navigate their city. With the increase in population surrounding the City and an upcoming large-scale multifamily housing project, the City has and will continue to face challenges related to traffic congestion, safety, and sustainability. In response to these challenges, the City of Longwood is implementing a Mobility Plan and Mobility Fee aimed at accommodating this growth and development, reducing traffic congestion, and promoting sustainable mobility options. The Mobility Plan focuses on improving access, safety, and connectivity for all users, including pedestrians, cyclists, and transit riders. The Mobility Plan serves as the basis for the establishment of a Mobility Fee system that functions as an alternative to transportation The City of Longwood (City) is located in central Florida in Seminole County. The City is approximately 15 miles north of downtown Orlando, the largest city in the region. The City is also situated near several other municipalities in the greater Orlando metropolitan area, including Altamonte Springs, Casselberry, Lake Mary, and Winter Springs. concurrency enacted by the Florida Legislature. The Mobility Fee allows new development and redevelopment to mitigate its transportation impact to Longwood's transportation system through payment of a one-time fee. The plan was developed through several tasks, each documented with the findings that guided the development of the Mobility Plan and Mobility Fee. Relevant documentation is provided as exhibits in this report and in the City of Longwood Mobility Fee Technical Report. 2 City of Longwood 2045 Mobility Plan The City of Longwood 2045 Mobility Plan is a vision, over the next 22 years, to emphasize the movement of people, versus moving cars. This is done by planning for multimodal transportation projects that provide people choices: whether they want to walk, bicycle, ride transit, use new mobility technology, or continue to drive their cars. The plan consists of three distinct plans: 1) Complete Streets Plan, 2) Intersections & Parking Plan, 3) Multimodal Plans, Studies & Policies Plan. Recommended infrastructure improvements include curbless shared streets, boardwalks, shared -use paths, trails, sidewalks, traffic calming, intersections, HAWKs, multimodal crossings, on -street parking, and a mobility hub. The Mobility Plan also incorporates the City of Longwood Bicycle & Pedestrian Master Plan which recommends sidewalks, shared lane markings, bicycle lanes, boardwalks, shared - use paths, and a bicycle boulevard. The 2045 Mobility Plan addresses both citywide and regional mobility by focusing on improvements to first -and -last mile solutions to the SunRail station. The plan also identifies several needs on FDOT and Seminole County roads, which will require coordination with the relevant agencies. Finally, the Mobility Plan proposes innovative multimodal plans studies, programs, and policies that will supplement multimodal projects enhance access to businesses and services within Longwood, and reduce the impact of traffic on neighborhood streets. The City of Longwood Mobility Fee Technical Report, dated December 2023, documents the data and methodology used to develop a mobility fee that meets legally established dual rational nexus and rough proportionality tests, along with the requirements of Florida Statutes 163.3180 and 163.31801. may. 3 Longwood's Population Growth and Redevelopment Initiatives The population of the City of Longwood has grown steadily over the past five years. According to the Bureau of Economic and Business Research at the University of Florida, the estimated population of Longwood in 2022 was 15,894. Population projections conducted using the Central Florida Regional Planning Model showed that, by 2045, the area's population is expected to grow by 9%, while jobs are expected to increase by 31% (City of Longwood Mobility Fee Technical Report). In response to this growth, the City is working with developers to undertake a number of redevelopment efforts in Longwood. _A 71 y Future Land Use M Commercial COM 17-92 Conservation Downtown Historic M Downtown Store Front Gateway Industrial M Infill and Mixed -Use Low Density Residential Medium Density Residential Public/Institutional Station Core Station Workshop � : V SECTION • • MOBILITY PLANNING 0 What is a Mobility Plan? A Mobility Plan is a forward -looking and progressive approach that sets forth a comprehensive vision of a transportation system that emphasizes the movement of people over cars and provides people with the opportunity to safely, comfortably, and conveniently walk, bicycle, ride transit, drive or use new mobility technology to move around their towns or cities. An effective Mobility Plan identifies K transportation improvements such as sidewalks, trails, bike lanes, Connected Network transit routes and stops, intersection improvements, and traffic calming that connect neighborhoods with important destinations. Mobility Plans may also identify strategic policies and programs that facilitate effective implementation of the proposed infrastructure projects. In 2007, the Florida Legislature introduced the concept of Mobility Plans and Mobility Fees as an alternative to transportation Mobility Choices concurrency and to provide an equitable way for new development to mitigate (offset) its impact to the transportation system. n• In 2013, the Legislature updated the Community Planning Act to encourage and allow local governments to adopt alternative mobility funding systems, such as Mobility Plans and Mobility Fees, Safety as a replacement for transportation concurrency, proportionate share, and road impact fees (Florida Statute 163.3180). 0 Why Does the City Need a Mobility Plan? The City of Longwood is projected to experience population and employment growth that will add new homes, businesses, and shops to the community over the next 22 years. These new residents and businesses will generate additional traffic and increase the demand for multimodal transportation projects to travel within Longwood and to and from surrounding cities, communities, and neighborhoods. The Mobility Plan provides a blueprint for the City of Longwood to proactively prioritize mobility projects. Mobility Plans are different from transportation concurrency and road impact fees because they emphasize addressing travel demand from new growth, not only through new roads and widening of existing roads, but also by providing diverse mobility choices. This approach helps local governments find a balance between reducing congestion and supporting community growth. Identifying project needs and priorities in the Mobility Plan will help the City of Longwood take advantage of additional funding opportunities, such as federal and state assistance programs and grants. In coordination with Metroplan Orlando, projects in Longwood's Mobility Plan may also be identified for funding through inclusion in the region's Long Range Transportation Plan. 0 How was the Mobility Plan & Fee Developed? The first step in the development of the Mobility Plan was to In 2022, The City of identify anticipated future developments and to review the Longwood contracted City's Comprehensive Plan, Capital Improvements Program and NUE Urban Concepts and other relevant city and regional plans for improvements that are planned and programmed. The team then evaluated DDEC, co-founding existing conditions to gain knowledge that informed the members of the Mobility identification of additional projects to fill existing gaps and Cohort, to lead in the create a safe, convenient, and integrated transportation system. development of a Mobility Plan and The project team engaged with key stakeholders in the Mobility Fee that would development of the Mobility Plan. These stakeholders included transition Longwood the City of Longwood Staff, Seminole County, and MetroPlan. By involving these groups early on in the planning process, the from a transportation project team was able to gather insights and knowledge from planning process various perspectives to inform the development of the plan. primarily focused on moving cars to a Meeting with the City of Longwood Staff was particularly multimodal system that important, as they possess a deep understanding of the emphasizes people and community and its transportation needs. Seminole County also mobility choices. The provided valuable input, as the Mobility Plan will need to connect to its transportation network and complement the development of the existing Seminole County Mobility Plan. Additionally, MetroPlan, Mobility Plan was a the metropolitan planning organization for the region, helped collaborative process to ensure that the Mobility Plan aligns with the region's long - that brought together term transportation goals. City staff, business and property owners, and To promote the development of the Mobility Plan and Mobility Fee, the project team implemented a communication strategy interested residents and and provided public information. In the Summer of 2024, the included leveraging local City held a public information meeting, introducing the knowledge, an analysis of Mobility Plan and Mobility Fee, presenting the draft Mobility existing conditions, and Plan, and facilitating discussions about improving coordination with current multimodal transportation in Longwood. The project team planning initiatives to later presented an updated version of the Mobility Plan to the develop a strategic plan City Commission that incorporated resident feedback and discussed the details of the Mobility Fee calculation. that will best serve residents and visitors of Longwood. 7 The City amended the Multi -Modal Transportation Element of the Comprehensive Plan to establish the legislative intent to adopt a mobility fee to fund multimodal projects to encourage walking, bicycling, transit ridership, and the efficient use of the transportation system. Below is a step-by-step overview of the process used to develop the Mobility Plan and Mobility Fee consistent with legal and statutory requirements. After the Mobility Plan and Mobility Fee are finalized through a community engagement process and the plan is given approval by the City Commission, the City must adopt an implementing mobility fee ordinance. The implementing mobility fee ordinance is followed by an administrative assessment and changes to the Comprehensive Plan, land development codes, and site access/impact assessment processes. City of Longwood DEVELOPING A I li.n rir ¢ w w nuueu 8a concepts cam®� NE RNrUO�HEPT f �,�' Gv`'n° *�- F l�Yri d a MOBILITY PLAN & MOBILITY FEE •• REVIEW ADOPTED PLANS Comprehensive Plan, Long Range Transportation Plan, & Special Plans& Studies 12 UNDERTAKE DATA COLLECTION Existing Traff is Characteristics, Infrastructure, 8 Mobility services 3 PROJECT FUTURE GROWTH Existing & Future Demographics & Person Travel Demand [Legal Test: Demonstrate the need of the lst component ofdual rational nexus test) 4 EVALUATE SERVICE STANDARDS [Legal Test: Demonstrate growth is not held to a higher standard than existing development) IDENTIFY COMPLETE STREET PROJECTS 45 Sidewalks, Shared -use Paths, Multiuse Trarl s, Boardwalks, Bike Lanes, Bicycle BM%Curbless Shared Streets, Complete Streets, Multimodal Intersections, Mobility Nubs, Mid -Block Crossings, HAWKS, Oh -Street Parking 6 PREPARE MULTIMODAL PROJECT COST Planning Level Cost Estimates 7 DEVELOP MOBILITY PLAN Multi modal Projects (Improvements, Services, & Programs): Person Miles of Capacity, Cost, & Prroritixation (Florida Statute Requirement: Mobiflty Fees required to be based on planned nwldmadatlomjects) 8 EVALUATE EXISTING CONDITIONS Existing traffic backlog f deficiency (Legal Test• Demonstrate that new growth Is not payUtg for existing def(ciency) 9 IDENTIFY AVAILABLE FUNDING Existing and Projected Funding Sources 10 CONDUCT NEW GROWTH EVALUATION Mobility Plan Cost Attributable to New Crowth (Lsgof TBSY: Demonstrate ihvt newgrowth Is not Mbig more than Its fair shore) 11 CALCULATE PERSON MILES OF CAPACITY (PMCJ RATE PIA Rate Attributable to New Growth (iegof Test: Demonstrate that the cost of mu16modalpr*cts is attributable andasslgnable to new growth) 1 ESTABLISH MOBILITY FEE SCHEDULE OF USES Longwood Specific Schedule of Uses 1 ESTABLISH ASSESSMENT AREA Gitywrde Assessment Area 14 CALCULATE PERSON TRAVEL DEMAND PER USE Trip Generation, Internal Captu re, External Trips, %New Trips, Person Trips & Trip Length by Assessment Area, S County Road, Limited access, & Origin B Destination factors [Legal Test: Demonstrate that the fee is roughly proportional to the impact of new growth) 1 CALCULATE MOBILITY FEE PER USE Mobility Fee per Specif is Use 1 ESTABLISH SIX (2) BENEFIT DISTRICTS Defined Areas for Mobillty Fee Expenditure {Legal MM The and component of the dlral radond now teat Is to 'in 11nMuratebArigfw 1 DEVELOP TECHNICAL REPORT Document Data Sources and Methodology IDemonstrote that the data a methodology is Jegaily a statutorily compliont) 18 DEVELOP IMPLEMENTING ORDINANCE Establish findings, Specify Assessments, Exemptions, credits, off -sets, Independent a Special Studies, Collection, Expenditure, Refunds, Annual 1 Reparting a Updates /J 0 Mobility Planning in Longwood's Comprehensive Plan The City amended the Multi -Modal Transportation Element of the Comprehensive Plan to establish the legislative intent to adopt a mobility fee to fund multimodal projects to encourage walking, bicycling, transit ridership, and the efficient use of the transportation system. The following are pertinent goals, objectives, and policies in the Multi -Modal Transportation Element. MULTI -MODAL TRANSPORTATION ELEMENT Goal 1: to develop and maintain a citywide multi -modal transportation system that provides for and supports the transportation needs of residents and visitors along with providing and enhancing mobility choice in a safe, efficient, cost-effective, and aesthetically pleasing manner. Objective 1.1. "In order to ensure that the City's multimodal transportation systems are functioning at acceptable levels to accommodate current needs and future growth, to establish benchmarks and priorities geared toward the improvement of mobility options and in which to direct available funding and planning efforts, the City shall establish level of service standards for all modes of transportation." Policy 1.1.6. "Prior to the adoption of a Mobility Fee Impact Schedule, new development that will have anything but a minimal impact on any transportation system within the City shall be required to provide an analysis of those impacts along with a mitigation strategy to include, but not be limited to, developer -funded bike, pedestrian, and transit improvements on and off -site." t 22 Objective 1.2. "To ensure that the City of Longwood improves mobility choices for its residents and visitors through the provision of public transit options along with well - maintained pedestrian and bicycle facilities, providing for the improvement of these facilities through a comprehensive approach to the planning for bicycles and pedestrians and continue to implement the plan by continuing to increase the availability of sidewalks, pedestrian paths, and/or bikeways through public and private efforts." Policy 1.2.2. "As part of the annual budgeting process, the City shall consider funding sidewalks, pedestrian paths, ways and/or bikeways as funding becomes available. The City shall also require and support provisions for such facilities as part of State and County road improvements." Objective 2.1. "The City of Longwood, as a Transportation Concurrency Exception Area (TCEA) shall explore land use and funding strategies to realize stated mobility goals." 0 Policy 2.1.1. "The City will continue to work with Seminole County, FDOT, and MetroPlan Orlando to promote, develop, and fund mobility improvements within the City. Objective 2.2. "The City shall continue to seek methods and sources to fund new transportation improvements and programs, including multimodal facilities." Policy 2.2.2. "Mobility Fees - The City shall evaluate and prepare a Mobility Fee Schedule and methodology of determination to include all multimodal transportation impacts projected from new construction and apply fees accordingly for the construction of identified necessary and desirable improvements." Policy 2.2.6. "Alternative Funding Sources to Supplement Transit Funds — The City shall 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 the City of Longwood. Any special City -transit funding source is intended to augment, but not supplant, funds provided by LYNX, Seminole County, Orange County, and other governments served by the same sub -regional transit systems serving Longwood." Objective 3.1. "Support the expansion of the SunRail commuter rail system, bus transportation, and bicycle and pedestrian facilities and avoid transportation system improvements that favor the use of single - occupancy vehicles as the primary means of transportation." Policy 3.1.2. "Encourage travel on the SunRail system." Policy 3.1.3. "The City, working with the appropriate transportation provider, shall enhance connections and encourage ease of transfer between the SunRail station and other transit modes by supporting the expansion of public transportation including additional bus routes and park -and -ride parking facilities." Policy 3.1.6. "The City shall continue to request that FDOT, MetroPlan Orlando, and the County use funds targeted for road widening projects for alternative mobility system projects related to the SunRail station, additional bus routes, pedestrian access, bike facilities and other transportation system management improvements." SECTION 3.0 MOBILITY FEE 17 � �Lnngwootl Station �� ` t 1� 1 FTI� iNA I Ii I I aq�i - 10 What is a Mobility Fee? A Mobility Fee is a one-time fee paid to the City by development activity (e.g. new or expanded homes and businesses) to offset (mitigate) any increases in travel demand and pay for its fair share of the mobility projects adopted as part of the Mobility Plan. Mobility Fees are intended to be an alternative to transportation concurrency and road impact fees. They are not taxes on existing homes and businesses and are only assessed if development activity results in an increase in person travel demand. Mobility Fees are one of the funding sources available and provide the City with greater flexibility to fund a variety of multimodal projects included in the Mobility Plan. Who would pay if the City of Longwood adopted a Mobility Fee? Mobility Fees are charged for new development and redevelopment activities WHO New development that require a building permit and result in and redevelopment WOULD that generates an increase in person travel demand beyond additional travel the existing use of the property. Mobility fees PAY A demand are not a tax and are not charged to existing MOBILITY AN homes or businesses unless there is an FEE? addition, change of use, expansion, or LLJ modification that generates additional person travel demand (impact) beyond the existing use of the property. 11 How are Fees Determined? Mobility Fees are determined by evaluating the current and future population and employment to anticipate the need for mobility projects that can accommodate the demand for future growth. The cost and capacity of mobility projects adopted in the City's Mobility Plan are used to calculate Mobility Fees. A detailed methodology is designed to meet the dual rational nexus test and rough proportionality test, as established by case law and Florida Statute. To demonstrate legal and statutory compliance, a detailed technical report has been developed to document how the Mobility Fee is calculated. The technical report includes a simplified table called the Mobility Fee Schedule, which includes different land uses and their corresponding Mobility Fee rates based on a specific unit of measure. Existing homes and businesses are not charged Mobility Fees unless there is an addition, change of use, expansion, or modification that generates additional person travel demand above the existing use of the property. Governmental uses, public and charter schools are exempt from paying Mobility Fees in accordance with Florida Statute. {i k A`A' iY� � Y{C�LS � � `'. � i3 p'.�j •. ,�[Y �i',! -/ � r i! ♦ s i p /` I I P 1It Ix f rW. 45 7 Wr 12 How will the City fund Mobility Plan Projects? In addition to Mobility Fees, the City's Mobility Plan can be funded through various sources, including federal and state earmarks, grants, and programs offered by the federal government and Metroplan Orlando. While the County collects gas taxes, the majority of the funds are allocated for infrastructure maintenance. If the County adopted an infrastructure sales tax, some of the funds could be used to finance Mobility Plan projects. The City can also explore special assessments, Community Redevelopment Area (CPA) funds, property taxes, and tourist development taxes to support Mobility Plan projects. Additionally, services and programs such as shared micromobility, smart parking, and transit circulator services may charge user fees to cover program and service costs. By identifying multimodal projects as part of the Mobility Plan, the City can take a proactive approach to pursue appropriations and other funding opportunities, in addition to Mobility Fees, that are often available to promote economic development or stimulate programs and grants. 93 �Fw ;- L 4l �zpzs� 13 How are Mobility Fees Implemented? The following are the seven steps involved in the implementation of a Mobility Fee. This report illustrates the plans proposed to be adopted as part of Step 2 and the projected Mobility Fee identified in Step 3. The City will also adopt an implementing mobility fee ordinance as part of the Mobility Plan and Fee adoption. The City has already established legislative intent in the Comprehensive Plan. Once the Mobility Plan and Mobility Fee have been adopted and the necessary updates to the Comprehensive Plan, land development code, and site access/impact assessments are complete, the City can begin programming mobility projects from the Mobility Plan into its Capital Improvements Program. .■ + �-��% •• � STEPSTEP IMPLEMENTING � 4 ORDINANCE EmATADMINISTRION �EP & ASSESSMENT9 rM=rMrMrMffnrMJ 5 ;' CI4�64 • STEP CAPITAL IMPROVEMENTS T STEP MOBILIT2-� :+,��• LAND USE ELEMENT & PROGRAM 2 } TRANSPORTATION PLAN_____ PARKING 92023 NUE Urban Concepts, LLC All Rights Reserved. NUE URBAN CUNCEPTSES 4 EelM-UH111-Ph M.-f[ES www.nueur6anconcepts.nom 0�g r SECTION 4:0 COMPLETE STREETS 14 What are Complete Streets? Complete Streets are streets that are designed and maintained in consideration of people of all ages and abilities, whether they are walking, biking, scooting, taking the bus, driving, or using wheelchairs. There is no one - size -fits -all design standard for Complete Streets. Each Complete Street is unique and context -sensitive. In order to enable safe, convenient, and comfortable travel and access for all people, Complete Streets may include bicycle lanes, shared -use paths, trails, traffic calming, landscaped medians / buffers, narrower travel lanes, roundabouts, curb extensions, high visibility crosswalks, and more. The City of Longwood has adopted a Complete Streets Policy. The policy, adopted in August 2021, states that "all City streets, transportation facilities, and rights -of -way shall be designed and operated to enable safe, convenient, and comfortable access and mobility for all users, regardless of age, ability, or mode of transportation.'' The policy also outlines specific design elements that should be considered in Complete Streets projects, such as safe crossings, dedicated bicycle facilities, and transit accommodations. The policy states that Complete Streets projects should be tailored to the specific context and needs of the community, and should be implemented through a collaborative process involving City staff, community members, and other stakeholders. , N. WHAT IS A COMPLETE STREET? ' A "Complete Street" is one planned, designed, and maintained to comfortably accommodate pedestrians, cyclists, transit riders, and motorists of all ages and ability levels. . " ACTIVE DEDICATED ACTIVE SAFE FURNISHING GREEN SIDEWALKS BIKE LANES ROADWAY CROSSWALKS ZONE SPACES D' D'V' C R E 1 11 1 E N T 1 11 G T H E W A Y 0 U R W 0 R L 3 hl 0 Y E 3 15 The City of Longwood's Complete Streets Policy reflects a commitment to improving the safety and accessibility of the City's transportation network for all users. By incorporating Complete Streets elements into new projects and retrofitting existing streets, the City aims to create a more sustainable and equitable transportation system. Below are examples of how a complete street could be designed. rr OF U:,ru Proposea 16 What is a Completed Network? A Completed Network is a connected system of complete streets that allows for seamless and safe transportation between different modes. By incorporating the City's unique historical, cultural, and environmental assets, a Completed Network can provide safe and convenient travel options for all residents, regardless of age, background, or ability. This approach allows for the efficient use of public space while promoting multimodal transportation, supporting active and healthy lifestyles, and reducing the City's carbon footprint. With a Completed Network, the City of Longwood can establish itself as a leader in sustainable transportation and provide its residents with an enhanced quality of life. Complete Streets Elements The multimodal projects identified in the Mobility Plan were established based on the fundamental Complete Streets elements required to transition from a transportation system focused on moving cars toward a safer, more comfortable, and more convenient multimodal transportation system prioritizing the movement of people and providing mobility choices. The Complete Streets elements to encourage walking and bicycling do not differ much from those that encourage driving: (1) Mobility; (2) Equity; (3) Accessibility; (4) Connectivity; (5) Visibility; (6) Continuity; (7) Safety; (8) Comfort; and (9) Social Value. If multimodal systems for moving people were built like those for moving cars, far more people would walk, bike, and ride transit. ■ 17 Longwood Complete streets Elements MOBILITY: The ability to move people from place (origin] to place (destination) by =Ors multiple modes (walk, bike, transit, vehicle) of travel in a timely (speed) and efficient �c manner. The lack of sidewalks, paths, trails, bike lanes, and curb access ramps are often impediments to people choosing to walk or bike from home to work and other daily fr activities. COOO y„ f• I LL a v w EQUITY: The ability to access relevant activities such as employment, education, entertainment, health care, personal services, recreation, and retail opportunities by r3 people of all ages, abilities, race, and socioeconomic strata without undue and unjust burden. Equitable mobility provides transportation justice for not only underserved d m and/or disadvantaged communities but also vulnerable users. People have a fundamental right to move around easily, safely, and conveniently. w o ACCESSIBILITY: The ease at which people reach, enter, and use modes of travel (walk / bike / transit / vehicle) at the origin and destination of their trip. Transit systems are frequently burdened with addressing the issue of first and last mile access. Providing Americans with Disabilities Art (ADA)•compliant curb access ramps at origins, } destinations, intersections, driveways, and mid -block crossings is imperative to removing y '~ impediments for vulnerable users such as the disabled, children, the elderly, and people riding bicycles and mic romobility devices. o E CONNECTIVITY: The number of route options people have available to them and their C.2 I� directness and/or distance. Gridded street networks provide a high level of connectivity, ■ whereas dead-end cul-de-sacs do not. Innovative approaches to enhance connectivity, w mm f such as Low Speed and Shared Streets, along with using paths and trails for L3 non -vehicular connections, improve mobility and accessibility for people walking, � bicycling, riding micromobilitydevices, and accessing transit. c� C c [G E_ VISIBILITY: The frequency at which those driving a car see people walking, bicycling, s riding various micromobility devices, and accessing transit. More people walking and biking = greater awareness and more people walking and biking = safer conditions (i.e. safety in numbers). Green bike lanes, pavers at crosswalks, and flashing signals are all 0 3 design elements used to increase visibility of peoplewalking and bicycling. CONTINUITY: The uninterrupted consistency of sidewalks, paths, trails, and bike lanes in width and condition with logical beginning and endpoints that are without gaps and 49 without sudden and abrupt termination. Roads do not suddenly terminate without warning, change number of lanes, or randomly change width without proper transitions — neither should sidewalks, paths, trails, or bike lanes. SAFETY: The combination of behavioral and physical design elements of the built AM environment can make mobility comfortable and pleasant for all ages and abilities. The 0 elements that provide safety include slower speeds, physical separation, enhanced visibility crossings, and designations for different mobility modes. Enhanced safety features encourage behavioral changes that make safety everyone's responsibility. COMFORT: The sum of all the mobility elements plus the overall quality of the built environment provided for the various mobility modes that allow for comfortable travel, trip satisfaction, travel choice, and time -cost choice. The perception of comfort shows that the availability of a car doesn't automatically make it a first mode choice, and the most obvious or direct route may also not be the most comfortable. Improving conditions can remove impediments, increase trip satisfaction and usefulness, and 9 incline travellers to use non -vehicular modes. SOCIAL VALUE: The people -to -people connections one experiences in a shared space environment, whether biking, walking, or riding transit. The social value of these interactions increases both individual happiness and societal happiness through active engagement with the community that overall increases the quality of life and fosters independence, especially for children and the elderly. 1 tr-�� ■tea - r. �. r �1Ci VOW r Complete Streets/City of Longwood 2045 Mobility Plan 19 Travel Speed Transportation modes are often grouped into two categories, cars and "multimodal." While slowing the speed of cars makes the biggest overall impact on street safety for other road users, there are significant speed differentials between different modes that can create unsafe situations. To facilitate the transition from a transportation system focused on moving cars towards a multimodal system of complete streets focused on the movement of people, it is important to understand that the speed of travel varies greatly whether a person is walking, bicycling, scooting, riding transit or driving a car. The speed of multimodal travel generally falls within five tiers, of which each requires appropriate multimodal improvements to accommodate the desired speed of travel WALKING MOBILITY PLANNING JOGGING people BASED ON SPEED RUNNING - OF TRAVEL SKATEBOARD ROLLERBLADE BICYCLE E-SCOOTER SEGWAY/ONEWHEEL E-BICYCLE MOPED AUTONOMOUS TRANSIT SHUTTLE/GOLF CART NEIGHBORHOOD ELECTRIC VEHICLE TRANSIT TNC TAXI People Powered Micro Mobility Micro Transit NOE ORHAN CONCEPTS NO. 0 2023 NUE Urban Concepts, LLE. All Rights Reserved. wcusi-muluTY-PARUNG•FIFE www.nueurbanconcepts.com *3T(9 The Mobility Plan attempts to accommodate multiple modes, traveling at varying speeds, with infrastructure that is appropriate and safe for each mode. As micromobility (e.g., electric bikes and electric scooters), microtransit (e.g., golf carts, neighborhood electric vehicles, and autonomous transit shuttles), and shared mobility (e.g., transit, ride -hail, and car -share) devices, services, and programs expand, there will be a need to reimagine and repurpose street rights -of -way and travel lanes to accommodate different speeds of travel. Future updates of the Mobility Plan may involve additional mobility projects to accommodate desired modes of travel and reflect new mobility technology. Shared Mobility 0 � 0 Hit by a vehicle traveling at mph Only if 10 pedestrians survive Hit by a vehicle traveling at mph Only 5 out of 10 pedestrians survive Hit by a vehicle traveling at 20 mph Only 9 out of 10 pedestrians survive ` �}�»� : � \�. • SECMON • VISION ZERO \/\� ///,�� 20 What is Vision Zero? Vision Zero is an approach to traffic safety that includes: 1. A goal to eliminate traffic fatalities and serious injuries; and 2. A multifaceted strategy for how to reach this goal and provide safe, healthy, and equitable mobility for people of all ages and abilities. The concept originated in Sweden, and in 2019, the City of Oslo was the first to achieve zero traffic deaths. The approach has gained global popularity, with many cities adopting policies and action plans to create safe transportation systems for all people. The Vision Zero strategy is guided by a Safe Systems approach, which recognizes that people make mistakes, but those mistakes should not lead to death or serious injury. A Safe System is designed and managed to be forgiving of human error and to minimize the risk of mistakes. The implementation of the Vision Zero strategy is based on three core principles: Engineering, Education, and Enforcement. Engineering involves designing streets, sidewalks, and other infrastructure to be safer for all users, while Education focuses on teaching safe behaviors and promoting awareness of traffic safety. Enforcement involves enforcing traffic laws and holding people accountable for unsafe behavior. o= 'Q'ucadc\ d r ��orcecre� /�gineeC�� 21 Why is Vision Zero Needed? According to the Florida Department of Highway Safety and Motor Vehicles (FLHSMV) there was a total of 3,493 lives lost on Florida roads in 2022. Sadly, this is not an isolated incident, as every year, nearly 40,000 people are killed in traffic crashes across the United States. It is important to recognize that traffic crashes and fatalities are not an inevitable fact of life, but rather preventable incidents that require proactive safety measures. According to the latest available data from the FLHSMV, there were 1,088 traffic crashes in the City of Longwood in 2019, resulting in 505 injuries and 3 fatalities. In Seminole County, there was a total of 7,128 traffic crashes in 2019, resulting in 4,216 injuries and 35 fatalities. These numbers highlight the importance of implementing proactive safety measures, such as Vision Zero and the 2045 Mobility Plan, to reduce the number of traffic crashes and fatalities on the roadways. to p W LAJ Cyr m� o oy MICYCLEN SAFETY 6 0-CROSSWALK 'HELM ED PEDESTRIAN CO VS[6NSIDEWALK � W � WALK m Q o " a C.2 cooSCHOOL ZONESy ENVIRONMENT ACTION PLAN VISIBILITI(,Wz FOCUS MZ AM. ~ CD= zEn = Mac LLJ � CM 661 6LA 6LJ LAJ HC* W H �f t- �f K Ar Design for Safe Speed Two key components needed for movement toward Vision Zero and Safer Streets for All are multimodal projects and the speed of cars. Speed is the most important variable in reducing crashes, traffic deaths, and serious injuries. Studies have shown there is a direct correlation between the speed of car travel and the severity of crashes. As speed increases, so does the probability that a crash involving vulnerable road users (people walking, bicycling, scooting, in wheelchairs, etc.) or motorists will result in one or more fatalities. Traveling at a speed of 40 mph, a vehicle needs 145 feet to reach a full stop; while traveling at 20 mph, only 45 feet is needed. Similarly, if a person is hit by a vehicle traveling 40 mph there is only a 10% chance of surviving the crash; while traveling at 20 mph, there is a 90% chance of survival. The primary factor in determining vehicle speed is the design of the roadway. Regardless of the posted speed limit, most drivers will travel at a speed that feels comfortable. This comfortability is largely determined by design factors such as lane width, road alignment (straight or curved), turning radii, the presence of multimodal infrastructure, the degree to which modes t- Traveling at a speed of 40 mph, a vehicle needs 145 feet to reach a full stop 40 mph Traveling at a speed of 20 mph, a vehicle needs 45 feet to reach a full stop r45 eet are mixed or separated, and visual friction (the density and variability of roadside development). Further, while it might be assumed that driver speeds are determined by speed limits, the opposite is true. Speed limits are determined using the 85th percentile rule, which says that speed limits should be set at "the speed at or below which 85 percent of all vehicles are observed to travel under free - flowing conditions.'' This makes it even more imperative to design roads with lower target design speeds. The lower the design speed, the greater the emphasis on the safe movement of people, whether they are walking, bicycling, or driving. Lc'A SECTION 61.* 2045 MOBILITY PLAN 23 City of Longwood 2045 Mobility Plan The 2045 Mobility Plan establishes a framework over the next 22 years to move people and provide choices through mobility projects established to meet the needs of projected growth in population and employment, as well as increases in vehicle and person miles of travel. The Mobility Plan will provide a foundation for Longwood to proactively prioritize mobility projects to meet the growth, travel, and mobility needs of the community in a manner that is coordinated with the Comprehensive Plan. The Mobility Plan consists of three distinct plans: 1) Complete Streets Plan; 2) Intersections & Parking Plan; and 3) Multimodal Plans, Studies, Programs, and Policies Plan. Mobility Projects for the Complete Streets Plan and the Intersections & Parking Plan are shown on Map A. To illustrate a complete picture of connectivity within the future multimodal transportation system, Map B maps projects in the Mobility Plan with projects recommended in the City of Longwood Bicycle & Pedestrian Master Plan. Detailed project information can be found in the City of Longwood Bicycle & Pedestrian Master Plan. To enhance safe and convenient multimodal travel, improve connectivity, and provide diverse mobility choices, the City of Longwood 2045 Mobility Plan identifies a network of physical improvements to streets, intersections, and parking in Longwood. The Mobility Plan is organized based on connected and integrated networks of complete streets, multimodal improvements, and traffic -calmed streets that work together to provide a completed network. This network will improve safety, comfort, and convenience of travel and expand healthy and sustainable mobility options for all road users. The Mobility Plan includes mobility projects such as curbless shared streets, boardwalks, shared -use paths, trails, sidewalks, traffic calming, intersections, HAWKs, multimodal crossings, parking improvements, a mobility hub, and multimodal plans, studies, programs, and policies. The Plan creates a framework for innovative transportation options such as microtransit and low -speed vehicles (LSV) to provide safe, convenient, and sustainable transportation for residents and visitors. The goal of the Mobility Plan as a whole, is to build upon the Bicycle & Pedestrian Master Plan and existing proposed/planned projects to 1) create a complete, integrated, multimodal transportation system to move people to, from, and within the City of Longwood; 2) improve the safety for people; 3) increase multimodal access and connectivity to and between the Downtown Historic and Station Core districts; and 4) enhance regional multimodal connectivity by facilitating first - and -last mile solutions to the SunRail station. By prioritizing multimodal mobility and connectivity, the City of Longwood 2045 Mobility Plan will facilitate an enhanced overall quality of life for its residents while supporting community growth. 24 Multimodal Projects in the Mobility Plan The City's Mobility Plan incorporates various multimodal facilities to accommodate different types of travel including sidewalks, boardwalks, shared -use paths, multi -use trials, curbless shared streets, and complete streets. The graphic below illustrates the on -street and off-street mobility projects included in the Mobility Plan. Bicycle lanes and bicycle boulevards are also shown because, while not recommended directly in the Mobility Plan, such project types are recommended in the City of Longwood's Bicycle and Pedestrian Master Plan, which is incorporated into the Mobility Plan and Mobility Fee. The plan aims to provide safe and convenient transportation for all road users, including people of all ages, abilities, and backgrounds, while highlighting the City's cultural, historic, and environmental assets. SIDEWALK SHARED -USE- MULTIUSE BOARDWALK i5 7'WIDE) PATHS TRAILS {17' j4'WIpE} W • 10' WIDE] [12' • 14' WiDE) Bike lanes and sidewalks are designed for non -motorized travel, primarily used by people walking and cycling. Boardwalks, shared -use paths, multi -use trails, bicycle boulevards, and curbless shared streets can also be used by micromobility devices. Traffic -calmed streets could be implemented as part of a future Residential Traffic Calming Program and should accommodate low - speed electric vehicles such as golf cars and microtransit vehicles. BIKE LANE BUFFERED CURELESS BICYCLE (4' • 6' WID'E) BIKE LANE SHARED STREET BOULEVARD (4' • 6' WIDE) (18' • 22' WIDE) (18' • 22' WIDE) OFF-STREET MULTI MODALTYPOLOGY ELEMENTS ON -STREET 25 Complete Streets Plan The Complete Streets Plan (Appendix A) features new complete streets and complete streets retrofits, curbless shared streets, boardwalks, traffic calming, shared -use paths, and multi -use trails (Map A). The Complete Streets Plan also incorporates recommended projects in the City of Longwood Bicycle & Pedestrian Master Plan, which recommends sidewalks, shared lane markings, bicycle lanes, boardwalks, shared -use paths, and a bicycle boulevard (Map B). CURBLESS SHARED STREETS Longwood has a need to strengthen its downtown core which is straddling major arterial state and county roads. To achieve the Mobility Plan's goals, the Complete Streets Plan recommends curbless shared streets on Warren Avenue and West Church Avenue between Milwee Street and CR 427/Ronald Reagan Boulevard and on Wilma Street between Warren Avenue and West Church Avenue to enhance placemaking and to facilitate a defined, walkable center for the Historic District as redevelopment occurs. Curbless Shared Streets are an emerging concept for prioritizing walking, bicycling, and transit. These streets feature a posted speed limit of 15 MPH or less and flattened curbing accompanied by traffic calming strategies that allow people to feel safe riding bicycles or scooters in the same space as slow motor vehicles and transit circulators. These streets also provide wider pedestrian frontages, separated from motor vehicles by landscape, hardscape features, bollards, or on - street parking. The intent of Curbless Shared Streets is that "out of the chaos of various modes sharing the same space, traffic will be calmed" because when people have to really pay attention to others around them, safety for everyone is increased. Curbless Shared Streets are often found in commercial areas and serve as 'Main Streets' or destinations within a community. These streets are designed for portions of the street to be closed off to motor vehicle travel during special events and festivals. This enables people walking to easily traverse the street right-of-way without worrying about tripping hazards and allows for seamless outdoor seating, tables, and other features without the need to adjust set-ups to deal with curbs and changes in elevation. Curbless Shared Streets have proven to spur redevelopment activity and cultivate placemaking in communities throughout Florida and the United States. Examples in Florida include Cranes Roost Boulevard in Altamonte Springs, Rosemary Avenue and Clamtis Street in West Palm Beach, and Park Avenue in Lake Wales. dew- W,Ow 4. 26 ISLAND LAKE BOARDWALKS In addition to Curbless Shared Streets, the Mobility Plan strives to creatively leverage mobility projects in Longwood to not only move people, but to be destinations in themselves - spaces that will play a larger role in what it means to be a resident in Longwood and offer people an opportunity to connect to each other and the city. One such project is the Island Lake Boardwalks. In the area south of SR 434 and west of CR 427/Ronald Reagan Blvd (southwest quadrant) there is a large property containing wetlands. There is a desire to develop a portion of this property to expand the existing, adjacent industrial park on Bennet Dr and to enhance public access and enjoyment of this area through development of a public park and system of boardwalks. In anticipation of this future development, the Mobility Plan recommends approximately one (1) mile of boardwalks to provide access to and through the wetlands. The boardwalks would provide connectivity for people walking and bicycling between the Cascade Heights retirement community and residential neighborhoods southwest of Longwood's city limits in Seminole County. The boardwalks would also connect two commercial centers along SR 434, which are designated for mixed - use redevelopment on the Cit's Future Land Use Map. The boardwalks would provide the additional benefit of creating a new destination within the city and public space with access to nature. Similar improvements can be found in nearby communities such as Maitland and Altamonte Springs (Cranes Roost). 27 No road widenings are proposed in the Complete Streets Plan, because the City's collector and arterial roads are either built out or designated as constrained roadways. In addition, an areawide roadway level of service analysis was performed as a part of an evaluation of existing conditions. The Mobility Study Road Network evaluated includes major roads within the Mobility Study Area including City, County, and State roads. The areawide roadway level of service is achieved by dividing vehicle miles of travel (VMT) by vehicle miles of capacity (VMC). A VMT/VMC ratio greater than 1.00 indicates that there are system deficiencies. Based on the evaluation of existing conditions, the VMT/VMC ratio for 2023 is 0.74 (Table 1). This indicates that Longwood's transportation network has enough capacity as a whole to carry existing traffic with some capacity remaining to support new development. Table 1.2023 Areawide Level of Service While the segment of SR 434 from Warren Ave to CR 427 / Ronald Reagan is currently failing, the major roads evaluated as a system currently provide adequate capacity to meet existing travel demand and accommodate future development activity. For this reason, rather than adding unnecessary new road capacity, the Complete Streets Plan focuses on increasing multimodal connectivity to increase the efficiency of the existing transportation network to move people. Functional Classification Length- 2023 2023 Minor Collector 11.4 23.9 70,624 221,627 0.32 Major Collector 10.0 24.0 130,743 214,851 0.61 Minor Arterial 9.1 31.7 182,238 295,245 0.62 Principal Arterial 11.7 61.3 486,956 597,766 0.81 Limited Access (1-4) 3.7 21.9 548,230 594,220 0.92 • •: • .74 Source: City of Longwood Mobility Fee Technical Report The most effective way to improve the efficiency and capacity of a transportation network is by enhancing the street grid. Modern curvilinear and suburban cul-de-sac street networks concentrate trips onto select roads, usually collectors and arterials. This places heightened pressure on fewer roads to move traffic, leading to congestion. In contrast, a traditional street grid network provides more connectivity, maximizing route choice and dispersing traffic. While retrofitting the vehicular street network is effective, it can be difficult and costly. A feasible alternative is to focus on enhancing connectivity through multimodal facilities. The Mobility Plan works to create a connected, multimodal network through multi -use trails, shared -use paths, traffic calmed streets, and boardwalks to encourage multimodal travel, enhance route choices, and alleviate traffic on arterial roads. West of CR 427/Ronald Reagan, a boardwalk and multi -use trails are recommended between neighborhoods to increase multimodal connectivity, enhance placemaking, and draw people into the Historic District and Station Core area. Traditional Street Grid In addition to multimodal facilities, the Complete Streets Plan includes minimal additional road capacity through two new complete streets: Bennet Drive Extension and Savage Court Extension to improve connectivity in the southwest quadrant of the City in anticipation of future development to expand the industrial park and potential development of a public park. The Plan also includes complete street retrofits on SR 434, CR 427/Ronald Reagan Boulevard, and U.S. Highway 17 to include pedestrian and bicycle facilities, amenities, and streetscape, and landscape. Detailed project descriptions can be found in Appendix A. Modern curvilinear and cul-de-sac street networks concentrate trips onto select roads, while a grid network provides more connectivity, maximizing route choice and dispersing traffic. Modern curvilinear 29 Intersections & Parking Plan The Intersections & Parking Plan (Appendix B) features proposed intersection improvements, midblock crossings, High -Intensity Activated Crosswalks (HAWK), and a trail crossing to improve safety, traffic operations, and connectivity (Map A). Additionally, the Bicycle & Pedestrian Master Plan includes raised intersections ( 3). Multimodal Intersection Improvements ensure that multimodal safety and connectivity do not stop at intersections by including signage and pavement markings for enhanced visibility. A Multimodal Intersection Improvement is included at West Church Avenue and CR 427/Ronald Reagan Boulevard which currently poses a significant barrier to multimodal connectivity between the western part of the Historic District and the Station Core District. IIIMIIi� : I � ol Several HAWKS are recommended on SR 434 and CR 427/Ronald Reagan Boulevard to reduce barriers to safe, multimodal access. Reconstruction of the intersection of SR 434 and CR 427/Ronald Reagan Boulevard was included from Seminole County's 2040 Transportation Master Plan and proposes major intersection improvements to address safety, multimodal connectivity, and circulation impacted by railroad crossings. To facilitate first -and -last time solutions and connectivity to transit, the Intersections & Parking Plan provides for site acquisition, design, engineering, and construction of various parking improvements in the Station Core and Downtown Historic District including a mobility hub. Detailed project descriptions can be found in Appendix B. i Mobility Hub A mobility hub is a central location that provides various transportation options and services to promote multimodal connectivity within a community. It integrates different modes of transportation, such as buses, trains, bicycles, pedestrians, and shared mobility services, such as ride -sharing and bike - sharing. Mobility hubs typically offer amenities like transit stations, bike parking facilities, electric vehicle charging stations, and information centers. In today's rapidly evolving urban landscapes, mobility hubs have gained importance due to several reasons. They enhance transportation efficiency by facilitating seamless transfers between different modes of transportation, allowing individuals to switch between walking, biking, public transit, and other shared mobility options. This reduces reliance on private vehicles and congestion. Mobility hubs promote accessibility and equity by providing transportation options to all members of the community, including those without access to private vehicles. They enhance connectivity to key destinations, such as residential areas, employment centers, schools, healthcare facilities, and recreational areas, ensuring that everyone can reach these places conveniently and affordably. By encouraging the use of sustainable transportation modes, mobility hubs contribute to reducing greenhouse gas emissions, air pollution, and the overall environmental impact of transportation. They support the adoption of walking, cycling, and public transit and promote a more sustainable and greener community. 31 Mobility Fees allow the City to begin collecting funds for innovative parking improvements while continuing to explore what improvements will best meet the needs of the community. The City could consider converting the existing SunRail surface parking lot between E Church Ave and E Warren Ave into a mobility hub, branded as the SunHub. The City may also consider a public -private partnership to add additional levels to the existing parking garage currently serving the Weston Park Apartments at the Longwood SunRail station. A public -private partnership could also be leveraged to implement a future parking garage at the location of the existing SunRail Parking surface lot. 32 City of Longwood SunHub The following has been provided as a preliminary concept to guide development should the City choose to implement a mobility hub: The concept of Longwood's mobility hub aka SunHub takes inspiration from the sun and builds upon the existing branding for the SunRail. The SunHub should incorporate a unique and captivating design that is unique to the City of Longwood. The SunHub will offer a vibrant and inviting destination and thoughtfully integrated urban space. The SunHub should offer amenities, public space, shared mobility, and parking solutions. The integration of pedestrian -friendly elements is a key aspect of the SunHub. Amenities could include seating areas, green spaces, a pedestrian plaza, electric charging stations, variable message signs, wayfinding, pedestrian lighting, convenience kiosks, bicycle parking, trash receptacles, restrooms, sheltered areas, Wi-Fi, landscape and hardscape, and public art and interactive installations that invite people to stay, relax, and connect. These elements create a welcoming atmosphere and foster a sense of community within the hub. Moreover, the design optimizes accessibility, ensuring that individuals of all abilities can easily navigate and enjoy the space. The design should feature open areas that encourage pedestrians to explore and engage with the SunHub, making it an attractive and enjoyable place for people to gather and interact. The SunHub should integrate first and last mile solutions with the rail station and provide opportunities for using multimodal transportation modes to/from the station, such as bike share or care share. The SunHub aims to maximize the utility and benefits of that a mobility hub can offer. The design promotes efficient transportation, connectivity, and accessibility, aligning with the key goals of the Mobility Plan. Additionally, it enhances the overall aesthetic appeal of the area, making it an iconic landmark and recognizable part of the City's identity. 0 s u n h u b � � 5 A. '� r �r/ U _ __:. Wa cc Oro IKEA w1j. A -NO L I 34 Multimodal Plans, Studies, Programs & Policies Plan The final subplan proposes multimodal plans, studies, programs, and policies to supplement the recommended multimodal infrastructure projects and facilitating safer streets and more space for people in Longwood. The Plan includes a Vision Zero Action Plan, Residential Traffic Calming Program, Sidewalks Improvements Program, Bus Stop Relocation, Wayfinding Program, Tactical Urbanism Program, ADA Transition Plan Implementation, a future update to the City of Longwood Bicycle & Pedestrian Master Plan, a Railroad Safety Study, and a Micromobility & Microtransit Program. Several of these recommendations are discussed in more detail in the next steps of this report. The Railroad Safety Study is included to address safety concerns at the railroad crossing at Georgia Ave. The study should consider closing the railroad crossing at Georgia Ave and explore future alternative safe crossings south of SR 434 that would aid in alleviating congestion on SR 434. The Micromobility & Microtransit Program is included to address the City's desire to diversify mobility and encourage new modes of transportation throughout the City. The Program will regulate the use of personal and shared micromobility devices (e.g., e-bike, e- scooters) and low speed electric vehicles (golf carts, on -demand microtransit, neighborhood electric vehicles) within the City and will address hours of operation, safety, shared mobility providers, rentals, and equipment. The City will need to coordinate with FDOT and Seminole County regarding use of micromobility devices and low speed electric vehicles on and crossing US Hwy 17, SR 434, and on County Roads. Certain streets in residential areas are recommended as Traffic -Calmed Streets. Traffic -Calmed Streets are streets that feature speed limits of 20 mph or less and incorporate various traffic calming elements such as curb extensions, chicanes, speed bumps / humps / tables, roundabouts and traffic circles One traffic calming technique utilizes restriping to create what is known as 'Yield Streets.' Yield Streets function as a traffic calming measure by using on -street parking or advisory bicycle lanes to visually narrow the width of the street and slow traffic. Yield Streets require drivers to slow down and use 'pull -off' locations to pass oncoming traffic. Other traffic -calmed streets have horizontal features that narrow the roadway, vertical features to encourage slower speeds, and safe crossings across high volume corridors. The Sidewalk Improvement Program and ADA Transition Plan Implementation have been included to allow Mobility Fees to be used to fund sidewalks gaps and ADA improvements to address needs that have already been identified by the City. The implementation of a Vision Zero Action Policy and Plan, Wayfinding Program, and Tactical Urbanism Program are additional steps the City could choose to take. By taking a comprehensive approach that considers the needs of all users and modes of transportation, Longwood can create a safe, accessible, and sustainable transportation system that supports the well-being of its residents and visitors. 35 2045 Mobility Plan Maps Mobility Projects for the Complete Streets Plan and the Intersections & Parking Plan are shown on Map A. The Complete Streets Plan (Appendix A) features new complete streets and complete streets retrofits, curbless shared streets, boardwalks, traffic calming, shared - use paths, and multi -use trails to meet the goals of the Mobility Plan. The Intersections & Parking Plan (Appendix B) features proposed intersection improvements, midblock crossings, High -Intensity Activated Crosswalks (HAWK), and a trail crossing to improve safety, traffic operations, and connectivity. Map A Complete Streets Projects Complete Street Retrofit New Complete Street Cur bl ess Sha red 5t reet M ulti-Use Trail Reconstruction Shared -Use Path Traffic Calming Traffic Ops Improvement --- Boardwalk ------- I I I -----'"-`I ----------- 1 rJ b I rl Intersections & Parking HAWK ♦ Mobility Intersection Improvement . Multimodal Intersection Improvement 49 Trail Crossing Lon gwood Ci ty Li m its 2045 Mobility Plon /City of Longwood 2045 Mobility Plon 36 To illustrate a complete picture of connectivity Complete Streets Projects within the future multimodal transportation — Complete Street Retrofit New Complete Street system, Map B maps projects in the Mobility—Curbless Shared Street Multi -Use Trail Plan with projects recommended in the City —Reconstruction of Longwood Bicycle & Pedestrian Master -Shared-Use Path Traffic Calming Plan. Detailed project information cab be Traffic Cps Improvement found in the City of Longwood Bicycle & -- Boardwalk Pedestrian Master Plan. Bicycle & Pedestrian Master Plan Recommended Improvements Recommended Intersections I -=qlve_ I i 1 I � 1 1 E E I ♦j w 1 Y I 215 EE Willianion Rd 1 I i I I I I I I k N I j Qr ILr�� i/ rl •IIJ o r-� I I r- I I I I Intersections & Parking HAWK . Mobility Intersection Improvement ♦ Multimodal Intersection Improvement Trail Crossing __J Longwood City Limits L_____- I I I II I L-J 17 I I C N -I f Longsdale Ave 85 r ti of 2151 !85 215* ICI Ij« Q y j1 p 73, w g5 I I I ztSE Orange Ave II I I _ I 25 215C fi21�J 7 so + Warren Ave SR 434 I I 15G 230 235 15H 135 220 i 140 22_- �.2158 Q m 'Zi" 15A 85 41 Bennett Dr N a r� I N I'li U i --- - i___, Dog Track Rd +rF North St i;?l �-r I --V I I ; 37 How Will Projects Be Prioritized? To start developing a completed network, it is recommended that the City of Longwood prioritize "low -hanging fruit'' such as intersection improvements and traffic calming. The detailed Mobility Plan provides a suggested time frame for the implementation of each project, but some proposed projects may require a corridor study to better understand the depth and challenges of the proposed design. Corridor planning, like with all major Capital Improvements Program (CIP) projects, will allow the City to explore the feasibility of the project. The most critical step in this process is obtaining funding for each project through mobility fees or other funding sources mentioned in this report. Design IMPLEMENTING Mobility Plan projects Construction SECTION 70 : Next Steps try: W.- Next Steps Longwood has many opportunities to meet the needs of residents now and for years to come. The Mobility Plan and Mobility Fee is a step towards a more robust and reflective network. The following next step programs and policies will support the City as it moves towards implementing the identified mobility projects. Adopting and developing these policies and programs will support long-term objectives and continue the short and near term momentum necessary to achieve plan elements. Potential next steps have been categorized into policy and planning, programs, and projects. Cities across Florida use these as ways to ensure the Mobility Plan is met and executed. STEP BY STE 2 ick B( rojecl )p any. ment ning )ram Adopt a Vision Zero Policy and Action Plan K13=[12=11 nitiate Adopt a Establish Policy :orridor Micromobility for Quality of anning Program Service On -demand Microtransit 101 Pilot a Bikeshare program Parking Management Plan Railroad Safety Initiatives E-1 Initiate a City Development Implement a Beautification of the Wayfinding Program Longwood Program Mobility Hub 39 Cl Develop and Implement Residential Traffic Calming Program Background The City should develop a Residential Traffic Calming Program and Ordinance as a next -step program. The limits of the Residential Traffic Calming Program should be implemented throughout the City in residential focused areas. The Residential Traffic Calming Program prioritizes the safe and efficient movement of people bicycling, walking, and accessing transit by reducing motor vehicle speeds. Traffic calming is a low - impact, low-cost solution to achieving Complete Streets within the local roadway network and has been found to be effective in altering driver behavior. The goals of traffic calming are: • Reduce vehicle traffic and speeds on local roads • Enhance quality of life for residents and visitors • Reduce crashes and improve safety The Residential Traffic Calming Program establishes various horizontal and vertical elements to be used. Potential horizontal elements include street murals, pavement markings, on -street bike lanes, and other elements to narrow effective travel lane widths. The program would also establish criteria for vertical elements such as divided medians, chicanes, speed bumps / tables, raised intersections, or curb extensions. A balance of horizontal and vertical devices along with intersection treatments such as roundabouts or traffic circles are effective in maintaining residential access, while reducing cut -through traffic and lowering vehicle speeds. Guidance The program follows a four -step process, including: 1. A petition and preliminary evaluation, 2. A traffic study, 3. A public meeting; and 4. A final evaluation and implementation To meet the minimum requirements for traffic calming and use best practices, the following criteria should be considered: • The street must be a local residential street or collector street, with a posted speed limit of20 mph or less. • The street must have an average daily traffic volume of less than 5,000 vehicles. • The street must not serve as an emergency vehicle route. • The street must not have any physical constraints that would prevent the implementation of traffic calming measures, such as drainage ditches, narrow rights -of - way, or overhead utilities. • The traffic calming measure must consider the impact on public safety or emergency response times (with thresholds defined by the program). • The traffic calming measure must not negatively impact transit service (with thresholds defined by the program). • The traffic calming measure must be supported by a majority of affected property owners. • The traffic calming measure must be deemed feasible by the City's traffic engineering staff. • The traffic calming measure must be cost- effective and sustainable. • The traffic calming measure must comply with all applicable design standards and guidelines. ■ 40 Traffic Calming Examples Raised pavement Effective at reducing Can cause discomfort for Speed Humps sections that force speeding; Relatively passengers and drivers to slow down low cost emergency vehicles Circular intersections Roundabouts that slow traffic and improve flow Altering the layout of Chicanes streets to create curves or other challenging features Removing traditional street markings and Shared Spaces signals to encourage drivers, cyclists, and pedestrians to share the road Raised areas in the center of a street that Traffic Islands force drivers to slow down and navigate around them Reduce number and severity of crashes; Improve traffic flow Require more space than traditional intersections; Can increase congestion during peak hours Slows traffic; Creates Can be expensive; May visual interest cause confusion for drivers Reduces speed and promotes safety; Can improve aesthetics of the area Effective at reducing speeding; Can improve aesthetics of the area Other traffic calming design considerations include: • Target speed of 20 MPH. Requires significant public education and outreach; May be confusing for drivers and pedestrians Require significant space; Can obstruct emergency vehicle access • The most effective distance between traffic calming devices is 300-500 feet. • Traffic calming devices should not be less than 150 feet from an intersection or bridge. To formalize the program, the City should adopt a Traffic Calming Ordinance, develop a Traffic Calming Advisory Committee composed of technical and public stakeholders, and allocate funding to this program. Residents will have step by step instructions on submitting a petition to the City Public Works Department. The combination of program elements provide a formal process to assess community requests, provide for technical determination of feasibility and develop a traffic calming device menu. 42 Develop a Tactical Urbanism Program Background Tactical Urbanism, or quick build road projects, are a type of transportation infrastructure project that is designed to be constructed quickly and inexpensively, often using low-cost materials and temporary designs. These projects are intended to provide immediate improvements to the transportation network, while also allowing for future, more permanent, adjustments based on feedback, monitoring and evaluation, and data. The City of Longwood should consider the guidance provided by NACTO's "Don't Give Up at the Intersection" report to implement quick build road projects that prioritize the safety and accessibility of all transportation users. This could involve using low-cost materials and temporary designs to quickly and efficiently implement improvements to intersections and other transportation infrastructure. The City should consider several key recommendations for improving intersection design, including: Using low-cost Plan for long-term materials 06 improvements � w ..�. ®® _ ri Prioritizing Monitor and pedestrian and evaluate bicycle safety Guidance Tactical Urbanism projects typically use a variety of low-cost, easy -to -implement materials that are readily available and can be quickly installed. Here are some examples of quick build materials: • Paint: Paint can be used to create temporary or semi -permanent markings, such as crosswalks, bike lanes, and traffic calming measures. • Plastic bollards: Plastic bollards are durable and flexible barriers that can be quickly installed to separate bike lanes from vehicular traffic or to create temporary pedestrian plazas. • Planters: Planters can be used to create temporary curb extensions, which help slow down traffic and create more space for pedestrians and cyclists. • Pallets: Pallets can be used to create temporary seating, barriers, bicycle parking, or other structures that can be easily installed and removed. • Rubber speed humps: Rubber speed humps can be used to reduce vehicle speeds and improve safety for pedestrians and cyclists. • Flexible posts: Flexible posts can be used to delineate bike lanes or other areas of the road, and can be easily removed if necessary. • Prefabricated elements: Prefabricated elements, such as concrete curb extensions or pedestrian islands, can be used to quickly and easily create semi -permanent infrastructure improvements. These materials can be used to create a range of quick build projects, from temporary pop-up bike lanes to semi -permanent pedestrian plazas. By using low-cost, readily available materials, these projects can be implemented quickly and inexpensively, making it easier to run pilot programs and make rapid improvements to transportation infrastructure. 43 3 Initiate Corridor Planning Background It is recommended that the City of Longwood fund and program preliminary planning and engineering studies for select projects to ensure project feasibility. Mobility Plan project recommendations should be prioritized and programmed for implementation into the City's Capital Improvements Plan. To ensure project feasibility, the City should invest in funding preliminary planning and engineering studies. Steps for Corridor Planning involve a process of assessing what data, decisions and relationships need to be considered, acquired or made throughout the corridor planning process. The City may benefit in developing a Corridor Planning Checklist to highlight risks and funding opportunities. Per F.S. 163.317, a Capital Improvement Plan is to be reviewed by the local government on an annual basis, the corridor planning phase can be identified as an initial phase of an unfunded project. The City should provide detailed information about the proposed project through a Corridor Planning Development process. Guidance The following are items that may be included in a Corridor Planning Checklist: • Project location, limits, and length • Project purpose • Existing posted speed and target speed with anticipated changes in posted speed limits and design speeds • Consistency of the proposed project with the applicable Long -Range Transportation Plan (LRTP), Transportation Improvement Program (TIP), Transit Development Plan (TDP), Comprehensive Plan, master plans, visions, and Complete Streets Initiatives. • Safety Analysis • Impact on school crossing locations and midblock crossings • Case -specific special considerations to be determined (e.g., railroad crossing improvements) • Proposed change in lane configuration - typical sections development • Proposed use(s) for the right-of-way after the lanes are eliminated (e.g., widened sidewalks, bicycle lanes, landscaping, on -street parking, and transit lanes) • Impact on bicycle/pedestrian infrastructure and connectivity • Impact on parking • Impact on transit routes, stop locations (including appropriateness of turn radii and lane widths), include total number of stops and routes in the area • Utilities coordination, proposed utilities upgrades and capital improvement projects, development projects, etc. • Public involvement, agency outreach and endorsement - plan for obtaining input and review from businesses, residents, and other stakeholders • Project cost estimate, funding source, and schedule 44 4 Adopt a Micromobility & Microtransit Policy &Program Background It is recommended that the City of Longwood adopt a Micromobility and Microtransit Program by ordinance to support and facilitate the use of new mobility technologies to provide mobility options to people of all ages and abilities. New mobility technology, such as micromobility devices (e.g. electric bikes, electric scooters, hoverboards) and microtransit (e.g. golf carts, neighborhood electric vehicles) have become popular ways of moving around urban areas in recent years. These new mobility technologies are fun and creative. Micromobility can serve to provide more viable transportation options for the elderly and mobility -challenged community members over traditional people -powered modes. In the Florida heat, these technologies also provide cooler, less physically burdensome alternatives to move around. For cities and towns, micromobility can help lower vehicle miles traveled, increase access for residents in congested areas, and provide more mobility choices. Developing an ordinance and program will help identify local network capabilities and locations where devices can be used safely and stored. The ordinance and program should regulate the use of micromobility devices and microtransit within the City. The Program and ordinance should address hours of operation, safety, shared mobility providers, rentals, and equipment. Guidance To adopt a Micromobility and Microtransit Policy by ordinance, there are several elements that should be included. These elements may include: • Definitions: The ordinance should define key terms related to micromobility and microtransit, such as electric bikes, electric scooters, golf carts, and neighborhood electric vehicles, to ensure consistency in the interpretation and enforcement of the regulations. • Permissible Use: The ordinance should define where these devices can be operated, including on public roadways, bike lanes, and sidewalks, and specify any areas where use is prohibited. • Regulations: The ordinance should establish regulations for the safe operation of these devices, such as speed limits, age limits, and helmet requirements. The ordinance may also establish regulations for the use of shared mobility devices, including rules for parking and charging. • Enforcement: The ordinance should outline the enforcement procedures and penalties for violating the regulations, including fines and impounding of vehicles. • Liability: The ordinance should establish the responsibilities of riders and operators for any accidents or damages that may occur. • Education and Outreach: The ordinance should establish a public outreach and education program to promote safe use of micromobility and microtransit and to inform the public of the regulations. 45 rj Adopt Quality of Service (QOS) Standards Background The City should develop Quality of Service (QOS) standards to establish a policy framework for moving towards Vision Zero and Safer Streets for All. Street QOS standards are based on posted speed limits and are recommended for adoption in the Comprehensive Plan in recognition that slower speeds create a safer transportation system for all modes of travel. QOS standards for people walking, biking, or using micromobility or microtransit are based on (1) the width of the facility (i.e., bike lane, path, sidewalk); (2) the type of physical separation between multimodal facilities and travel lanes for cars, SUVs, and other motor vehicles; and (3) the posted speed limit. QOS standards can either be an alternative or a complement to roadway LOS standards. They are similar to roadway LOS standards in that they offer a methodology with which to evaluate deficiencies in the transportation system. A clear methodology allows cities to correct public facility deficiencies and identify system needs which are necessary to implement the comprehensive plan in a consistent manner. QOS standards provide a more flexible and innovative methodology (approved by FDOT) within which to reimagine who the transportation system is serving and how streets are designed and evaluated. Guidance QOS standards are intended to be used for the following planning and design activities and incorporation into the Comprehensive Plan (CP) and Land Development Regulations (LDRs): • Identification of mobility needs and multimodal projects to address those needs. • Performance measures to evaluate over time changes in service and mobility provided. • Prioritize multimodal projects for annual capital improvement programming. • Develop Complete Streets design standards in the LDRs for new and retrofitted streets. • Implement FDOT's Context Classifications for Complete Streets. • Develop mobility strategies in the Comprehensive Plan and Land Development Regulations for new development. • Develop a multimodal site access analysis methodology and internal street evaluation requirements; and • Develop multimodal criteria to review Comprehensive Plan Amendments and Planned Unit Developments. 46 6 Parking Management Plan Background The City should develop a Parking Management Plan through a planning effort that collects data, analyzes land use, and recommends thoughtful approaches to parking management The City can benefit from implementing emerging trends and best practices for parking management to address the current and future needs of its community. For example, the implementation of smart parking technology can provide real-time information about parking availability, reduce congestion, and improve the overall parking experience for residents and visitors. The Plan should also explore usage of alternative modes of transportation, such as microtransit and micromobility. These modes of transportation can reduce the reliance on personal vehicles and reduce the demand for vehicle parking. Longwood can also benefit from implementing innovative parking policies such as demand -based pricing, shared parking, and parking benefit districts. Demand -based pricing can adjust parking rates based on demand, encouraging turnover and making parking more available for everyone. Shared parking can allow for the more efficient use of existing parking spaces by sharing them across different times and users. Parking benefit districts can help generate revenue for the City by using the revenue from parking fees to support local businesses and community projects. These innovative approaches can help improve the overall parking situation in the City while supporting the City's goals for sustainability, economic development, and community well-being. Guidance Short-term Parking: • Designate specific areas for short-term parking. • Identify potential metering zones to encourage turnover on high demand parking. • Introduce smart parking technology to provide real-time information about parking availability and reduce the time people spend searching for parking. Long Term Parking: • Designate specific areas for long-term parking and provide incentives for people to use these areas such as the SunHub. • Consider implementing a parking benefit district, where the revenue generated from parking fees is used to support local businesses and community projects. • Consider a metering strategy for the SunHub to fund a parking benefit district. • Provide and incentivize private investment for LV2 charging infrastructure to generate demand outside of the congested areas. • Provide discounted parking rates for using designated, long-term parking areas. Event Parking Management: • Manage the demand for parking during events by requiring event organizers to obtain permits and collaborate with private developers to provide parking spaces. • Establish a parking plan for events that designates specific areas for event parking. • Provide shuttle services to and from event parking areas to reduce congestion in downtown Longwood. • Utilize social media and other communication channels to inform people about event parking and encourage the use of alternative modes of transportation, such as microtransit and micromobility. 47 C7 Railroad Safety Study Background There is a need for railroad safety initiatives in the City of Longwood with the presence of multiple railroad crossings in the area and the high frequency of train traffic. The City has experienced multiple incidents of train - related crashes, including fatalities and injuries, highlighting the need for greater safety measures. According to clickorlando.com, a truck was struck by an Amtrak train in Longwood on September 7, 2021. The collision resulted in the truck driver sustaining minor injuries, and there were no reports of injuries to any passengers on the train. Additionally, the City has a low-income neighborhood adjacent to the railroad, which can be disproportionately affected by the risks of train travel and railway accidents. The Railroad Safety Study should specifically address safety concerns at the railroad crossing at Georgia Ave. The study should consider closing the railroad crossing at Georgia Ave and explore future alternative safe crossings south of SR 434 that would aid in alleviating congestion on SR 434. Implementing best practices in railroad safety initiatives, such as improving education and awareness, enhancing crossing infrastructure, and promoting safe behavior around trains, can help reduce the risks and increase safety in the City of Longwood. Guidance Trespassing prevention along railroads can be improved through a variety of best practices. Some of these practices include: • Fencing: Physical barriers, such as fencing, can be installed along the railroad to prevent unauthorized access. This can help deter people from attempting to cross the tracks and reduce the number of trespassing incidents. • Education and Outreach: Educating the public about the dangers of trespassing on railroad tracks can help raise awareness and prevent incidents. Outreach efforts can include public service announcements, school programs, and community events. • Enforcement: Law enforcement agencies can work with railroad companies to increase enforcement efforts in areas with high rates of trespassing incidents. This can include issuing citations, warnings, and making arrests. • Technology: Technology, such as motion sensors and cameras, can be used to monitor railroad crossings and detect trespassing incidents. This information can then be used to alert law enforcement and railroad personnel. To implement these measures, the City of Longwood should work with local law enforcement agencies and the railroad company. Additionally, the City can work with community organizations and local stakeholders to identify high -risk areas and develop targeted outreach efforts to improve safety in low-income neighborhoods. MN $O Implement a Wayfinding Program Background It is recommended that the City of Longwood implement a wayfinding program to enhance the efficiency of the transportation system, improve access, and facilitate placemaking. Complete Streets often use wayfinding and route signage as essential components of multimodal planning elements beyond the construction of a continuous, interconnected network of multimodal improvements. Wayfinding can be both physical and virtual tools that provide predictability and consistency in the way people find their points of interest around the City. The approach to any project begins with understanding community needs and the environment; to help people become familiar with the surroundings, and provide guidance to destinations. Locations of significant landmarks, historic sites and architectural buildings are examples of destinations. At these locations, a simple sign or symbol is preferred, but it must be distinctive. When visitors return, their experience will be enhanced as they discover by themselves how to navigate. A beneficial wayfinding system makes a positive impact on first-time visits, as well as following visits. Guidance The following criteria are priorities for phased implementation to develop a effective implementation schedule: • Develop a funding strategy and project phasing. • Determine program specifications. • Develop a location plan. • Visioning and public meeting to present preliminary recommendations. The following best practices will assist the City to provide seamless wayfinding that addresses all modes of transportation starting with pedestrians: • Destinations can be conveyed with walking information deployed in stations and other digital tools utilizing and leveraging technology to quickly obtain information through modal integration. • A strategic deployment of a single standard that is unique to the district allowing for content that is unique to the area through local distinctiveness. • Design for all users by developing a plan that prioritizes safety, with accessibility as the focal point. n F a [Dolls 49 Longwood Signs Longwood Major Entry Points: Longwood Points of Interest: Gateway Entrance Signs Directional Signage The City of Longwood has several major entry points, including: • Interstate 4 (from the east and west) • US Highway17-92 (from the north and south) • State Road 434 (from the east and west) • State Road 419 (from the north and south) • Ronald Reagan Boulevard (from the east and west) • E.E. Williamson Road (from the east) • Rangeline Road (from the west) • Longwood Lake Mary Road (from the north) These are the main roads and highways that lead into Longwood, but there are also several smaller roads and streets that provide access to different parts of the city. Here are some points of interest in the City of Longwood: • Historic Downtown Longwood: The downtown area of Longwood features a number of historic buildings, shops, and restaurants. • Reiter Park: A public park with a playground, picnic areas, and a multi -purpose field. • Candyland Park: A park with a playground, picnic areas, skate park, and a splash pad. • Longwood Community Building: A historic building that hosts events and community gatherings. • The Bradlee -McIntyre House: A historic home that is available for tours and events. • Longwood Public Library: A library that offers a variety of books and resources to the public. • Longwood SunRail Station: A train station that provides access to the SunRail commuter rail system. • South Seminole Farm and Nursery: A plant nursery that offers a variety of plants and gardening supplies. • Orlando Health South Seminole Hospital Longwood Public Parking: Parking Signs There are several public parking lots in the City of Longwood: . Reiter Park - located at 311 W Warren Ave • Longwood SunRail Station - located at 149 E Church Ave • Longwood City Hall - located at 175 W Warren Ave • Candyland Park - located at 599 Longdale Ave • Longwood Community Building - located at 200 W Warren Ave Please note that there may be other smaller public parking lots and street parking available throughout the city. 50 9 Pilot a Bikeshare Program Background A bike share program is a public transportation system that provides bicycles for short-term use to members of the public. The bikes are typically located at designated stations around a city, and users can check out a bike from one station and return it to another. Bike share programs are designed to provide a convenient and sustainable transportation option for short trips, such as commuting to work, running errands, or visiting local attractions. They are particularly popular in urban areas, where trips are shorter and congestion and limited parking can make car travel difficult. Bike share programs typically require users to sign up for a membership, which can be done online or at a kiosk at a bike share station. Once a user has a membership, they can check out a bike using a smartphone app, a membership card, or a code provided at the station. Bike share programs offer several benefits, including transportation alternatives to avoid traffic congestion and air pollution, improving public health, and providing a convenient and affordable transportation option. They can also help to promote cycling as a healthy and sustainable mode of transportation, and encourage people to use other forms of public transportation, such as buses or trains. Guidance Initiating a bike share program in the City of Longwood would require several steps, including the development of a bike share ordinance and the selection of a bike share operator. Here are some of the steps involved in the process: • Conduct a feasibility study: Conduct a feasibility study to assess the potential demand for a bike share program. The study should consider factors such as population density, existing bicycle infrastructure, and the presence of other transportation options. • Develop a bike share ordinance: Adopt a bike share ordinance that outlines the rules and regulations for the program. The ordinance should address issues such as safety, parking, and user fees. • Select a bike share operator: Select a bike share operator to provide the equipment and technology for the program. The operator should have experience in implementing and operating bike share programs in other cities, and should be able to provide the necessary equipment, software, and support services. • Identify bike share locations: Identify suitable locations for bike share stations, taking into account factors such as proximity to transit, residential areas, and commercial centers. • Develop marketing and outreach strategies: Develop strategies to promote the program and educate the public about the benefits of cycling and bike sharing. • Launch the program: Once all of the planning and preparation is complete, the City can launch the bike share program, providing residents and visitors with a convenient and sustainable transportation option that helps to reduce congestion and improve air quality in the City. 51 10 On -Demand Microtransit Background On -demand microtransit is a flexible transportation service that uses small, low -speed vehicles such as golf carts to transport people on short trips within a defined service area. The service is typically summoned through a smartphone app, allowing riders to schedule a pick-up and drop-off location and time. For the City of Longwood, a microtransit service using low -speed vehicles could help provide transportation options for people who may not have access to a personal vehicle or find it hard to walk long distances. This could make transportation more affordable and convenient for residents and visitors, reducing the need for personal vehicles and parking. Using microtransit would also give the City more control over its transit service, instead of relying solely on the regional Lynx bus system. A microtransit service would be useful for short, local trips that are around 3 miles or less. These trips make up around half of all daily trips. During major events in the City of Longwood, on -demand microtransit could help offset parking demand by providing a convenient transportation option for attendees. The service could transport attendees from designated parking areas to the event location, reducing the need for large parking lots and easing traffic congestion in the downtown area. Guidance To initiate the on -demand microtransit, the City should consider the following: • Conduct a feasibility study: Conduct a feasibility study to determine the need for on -demand microtransit services and the areas that require such services. The study would also help in identifying potential partners and service providers. • Develop a plan: Develop a plan that outlines the goals, objectives, and strategies for implementing on -demand microtransit services. The plan should also outline the roles and responsibilities of various stakeholders. • Identify partners: Identify potential partners, such as microtransit service providers, private developers, and event organizers. Establishing partnerships with local businesses and event organizers would help offset the demand for parking during events. • Develop a pilot program: The pilot program would help determine the level of demand and help identify any issues that need to be addressed. • Obtain permits: Low -speed vehicles typically cannot operate on arterial roads with posted speed of 35 MPH or higher. The City would need to obtain permits from relevant authorities, such as the Florida Department of Transportation (FDOT) and Seminole County, for the use of low -speed vehicles on State or County roads. • Publicize the program: Publicize the on - demand microtransit program through various channels, such as social media, local news outlets, and community events. 52 000 11 Development of the Longwood Mobility Hub (SunHub) Background The City of Longwood SunPail Station is a commuter rail station that is part of the SunPail system, which provides commuter rail service throughout the Central Florida region. The station is located in Longwood's historic district. The Longwood SunPail station is served by Lynx bus routes 15, 102, and 103, which provide connections to various destinations in the area, including Altamonte Springs, Apopka, Downtown Orlando, and the Orlando International Airport. The station also has a 'Kiss and Ride' surface lot drop-off area and bike racks. The existing parking lot at the Longwood Sunrail Station is currently underutilized a project has been included in the Mobility Plan to transformed it into a mobility hub (the SunHub). The SunHub is a place where various modes of transportation, such as public transit, biking, walking, and micromobility, are integrated to provide seamless and convenient mobility options for people to move around the City of Longwood and the region. As the City continues to grow, having a central mobility hub can help reduce traffic congestion, promote sustainable transportation options, and improve access to / from Longwood. The SunHub could serve as a catalyst for economic development in the downtown area and could attract businesses and create new job opportunities for the City's residents. Additionally, by leveraging public -private partnerships, the SunHub could generate new revenue for the City while also meeting the community's mobility needs. Guidance An effective mobility hub would include several key features, such as: • Transit connectivity: The SunHub should be easily accessible to the SunPail commuter rail system, as well as Lynx bus routes and other local transit options. • Electric Charging Infrastructures: To promote the use of electric vehicles by installing electric vehicle charging stations at the SunHub will attract long term visitors to the downtown. • Bicycle and pedestrian facilities: The SunHub should provide secure and convenient bicycle parking, as well as bike -sharing and scooter -sharing services. It should also be connected to the City's network of sidewalks, multi -use trails, and bike lanes. • Parking facilities: The SunHub should provide ample parking options for both private vehicles and shared vehicles, such as car - sharing and ride -sharing services. • Peal -time information: The SunHub should provide real-time information on transit schedules, bike -sharing availability, and other transportation options. • Amenities: The SunHub should include amenities such as seating, shade, lighting, and public restrooms to enhance the comfort and convenience of users. • Petail and commercial space: The SunHub could include retail and commercial space to provide additional services and amenities to users, such as coffee shops, restaurants, or bike repair shops. • Public art and placemaking: The SunHub could include public art and other placemaking elements to create an attractive and engaging public space that encourages people to linger and interact. 53 12Adopt a Vision Zero Policy and Action Plan Background Vision Zero is a road safety policy that aims to eliminate all traffic fatalities and serious injuries, while increasing safe, healthy, equitable mobility for all. The City of Longwood can benefit from a Vision Zero Policy as it will create a safe, healthy and equitable environment for all residents and visitors, and help to prevent traffic -related deaths and injuries. The policy focuses on the 3 Es: Engineering, Education, and Enforcement, which are crucial to improving road safety. `�� 4AMrFat1a1i7tZs Seminole County 60,517 21,989 205 City of 3,611 1,287 8 Longwood In reviewing the MetroPlan Crash Data Dashboard, Seminole County has a significantly higher number of crashes, injuries, and fatalities compared to the City of Longwood over the period of 2017 to 2021. Seminole County has a total of 60,517 crashes, which is more than 16 times the number of crashes in the City of Longwood (3,611). Similarly, Seminole County has more than 17 times the number of injuries and over 25 times the number of fatalities compared to the City of Longwood. The majority of crashes occur on Ronald Reagan Boulevard and S.R. 434 which are major arterial networks within the City. Guidance The 3 Es for the City of Longwood are: • Engineering: This involves designing and building streets that prioritize the safety of all users, including pedestrians, bicyclists, and motorists. It includes actions such as traffic calming, shared -use paths, and pedestrian crossings. • Education: This involves educating the public about road safety, through programs such as driver education, public awareness campaigns, and community events. • Enforcement: This involves enforcing traffic laws to ensure that all road users are obeying the rules of the road. This can include increased police presence, automated speed cameras, and targeted enforcement efforts. A Vision Zero Action Plan is a document that outlines the specific actions and strategies that a city will undertake to achieve zero traffic fatalities and serious injuries. It includes a range of strategies across the 3 Es, and typically involves collaboration between multiple city departments, community groups, and other stakeholders. An example of a simple Vision Zero strategy is the "20 is Plenty'' campaign, which aims to reduce speed limits to 20 mph in residential areas. This campaign has been shown to improve road safety and reduce fatalities and serious injuries. The City could adopt the campaign by resolution. 54 The following steps help establish a Vision Zero Action Plan for the City of Longwood: Background The Mobility Plan includes recommendations for a Vision Zero Policy and Action Plan and several projects to improve the safety of streets and intersections. Mobility Fees can be used to support these Vision Zero projects,. The Mobility Plan and the adoption of a Vision Zero policy can also be used to leverage other funding sources, such as grants from state and federal agencies or public - private partnerships, to adopt a Vision Zero Action Plan and implement safety projects to maximize the impact of Vision Zero initiatives. For example, the new FHWA Safe Streets and Roads for All (SS4A) Grant Program was first awarded in 2023 to fund Vision Zero action and safety plans in more than 30 communities across Florida. This program will be used nationally to award $5 billion over five years to fund regional and local initiatives that work to prevent roadway deaths and serious injuries. MPH FATALITY 10 ft ft AA Akft 0% 20 ft ft A A f t A 0 5% 30 '��`�`? �� 45% 40 85% Higher speeds reduce not only the sight distance but also the reaction time a driver needs to avoid collision. Guidance The following steps will help establish a Vision Zero Action Plan for the City of Longwood: • Develop a Vision Zero Policy: Craft a policy statement that emphasizes the importance of safety over speed, sets measurable targets for reducing traffic fatalities and severe injuries, and commits to a Safe Systems approach. • Create a Vision Zero Task Force: Establish a task force with representatives from various city departments, community members, local advocacy groups, and law enforcement. • Conduct a Needs Assessment: Collect and analyze data on traffic crashes, injuries, and fatalities, identify high -risk locations and groups, and evaluate the current infrastructure, policies, and practices. • Define the Three E's: Identify the three E's of Vision Zero - Engineering, Education, and Enforcement - and develop strategies and action plans for each. • Engage the Community: Hold public meetings, workshops, and surveys to get input and feedback from residents, businesses, and other stakeholders. • Prioritize and Implement: Develop a prioritization framework to determine which projects and programs should be funded and implemented first, based on the severity of the safety issue and the potential for impact. • Monitor and Evaluate: Continuously monitor progress, collect and analyze data on the effectiveness of the strategies and interventions, and make adjustments as needed. 55 Initiate a City Beautification Program 13 (Streetscape, Street Trees and Landscape Enhancement Plan) Background It is recommended that the City of Longwood pursue the development of a Streetscape, Street Tree & Landscape Enhancement Program. Streetscape and street trees are an important part of creating a safe, comfortable, and attractive environment for multimodal travel and improving the overall urban quality for people. The program would conduct an inventory of existing landscape, identify appropriate types of canopy and understory trees, establish appropriate types of landscape treatments, and develop prioritization criteria. The program would focus on core Plan objectives including; enhancing existing trees and landscape, reflecting proposed streetscape projects, and adding canopy trees and landscape where Complete Streets, multimodal improvements, and traffic calmed streets are recommended. Like any program design, the City should dedicate staff to initiate and maintain the program. The City's Beautification Program can be simply designed with an ordinance and the identification of a funding source. Like many other AiPP (Art in Public Places) programs, 1 percent of developer fees can be dedicated to the City's Beautification program. Implementation can be incorporated into the existing street maintenance program. Some communities utilize clubs and organizations to support maintenance needs and develop public -private partnerships, creating a sense of pride and ownership. Guidance An ordinance, when developed, would identify purpose(s), need(s), and detailed steps on how residents can petition for trees to be installed. The City should consult with an arborist to provide a list of Florida native trees. Below is a sample of what a beautification program could entail. • Purpose: To increase the City's tree canopy, improve stormwater management, and enhance residential and public streets. • Eligibility: Single-family residences and neighborhoods organizations may qualify for the Beautification Program. City's responsibilities: Taking inventory of existing landscaping, identifying needs, purchasing the trees, locating all utilities, planting and incorporating the trees as part of the City's inventory and maintenance program. Property Owner's responsibilities: Watering -in to help establish the trees, and providing day-to- day care of the trees, which includes regular watering, fertilizing and keeping the tree(s) free from injury by equipment (weed whackers, lawn mowers, cars, etc.). The property owner is also asked to notify the Public Works Department of any problems or unusual changes to the trees. Costs: The City, through the Tree Beautification Fund, will cover all expenses. There is no cost to the residents. The number of trees planted each year will be determined by the budget. Jonathan B. Paul, AICP I Principal NUE Urban Concepts 747 SW 2nd Ave, Suite 190 NUE URBAN CONCEPTS Gainesville, FL 32601 LANOJSE- MOBILITY- PARKING - FEES Phone:833-NUC-8484 Email: nueurbanconcepts@gmail.com www.nueurbanconcepts.com Uyen Dang, PE I Principal DDEC, LLC 250 Roya I Ct. Delray Beach, FL 33444 Phone: 813-380-6574 Email: uyen@ddec.com www.ddec.com THE 00©0 ��PU�eC. NUE URBAN CONCEPTS LBNO JSE •MGRILITY• PARKING • FEES Amk Wy MOBILITY COHORT �. _ � F � tiS y _ - f I I .. r- � r .i .-�� _� �. I � �� ti�. �a�� ... _R�--;Y- 11 .� �l� ------------ C��•ECTING /- , 1 I r--------' I_J I I I I ro I — - ' ' • I I I �. L i - -. I — , ' �215D 1 I t EE Williamson Rd I , I 1 I N 1 I o , I 1 j� 215K ' Longsdale Ave 85 1. I Ir I 215Lip---------- ---- i 3� 851,1 �OCo 85 215E Orange Ave -__ I I I ----' ' 4' 9a 7�- ' I ��1 25 1215C - I'215J- i I ' ' 1 ' i i I � 50 I-1Ln i I ^ SR 434 215E 21sG 235 24 215H 135 SR 434 225 1 It 230 't220 ) 215B N ". 85 215A Wildmere I ; > 5 Bennett Dr Ia 10 t Nv-------I J i i N I I I I, �. ♦ / 135 Dog Track Rd I 1 -, , ' ----- -------1 _ Complete Streets Projects Complete Street Retrofit New Complete Street Curbless Shared Street Multi -Use Trail Reconstruction Shared -Use Path Traffic Calming Traffic Ops Improvement Boardwalk Intersections & Parking HAWK ♦ Mobility Intersection Improvement Multimodal Intersection Improvement • Trail Crossing Longwood City Limits 0 0.25 0.5 mi NUE URBAN CONCEPTS ❑ = C ® MOBILITY COHORT LAND USE • MOBILITY • PARKING • FEES I 1 P- eCCNNECi1NN FLo49 r----------- I I ,. , I -- 1 - I I ' , I I E I ' E I w '----� I --,, i ii I ---------------- -1 Y I 1 :�, EE Williams'on Rd J 215D + L-------' I I , 1 I 0 1 1� 215K Longsdale Ave 85 o+ 80 -2'I 51 ---� I i 215 L 30 85rul Ir---------i 1j --------, �� did 85 215E Orange Ave rY 25 215C + 1 215J� i + N 50 Warren Ave � L, ' ',' i 1 SR 434 215E 215G 230 24 215H 135 SR 434 225 -J - `-------- .—,�, � U A 0 I a1 I g Bennett Dr Forth .5t . - - 0.25 0.5 mi 23"'55 r 140 +215 B m tzh �215A C 11 ��I? 0 \ fu � 1 , 85 Wildmere Ave 0 Ln , Complete Street Retrofit -- New Complete Street Curbless Shared Street Multi -Use Trail Reconstruction Shared -Use Path Traffic Calming Traffic Ops Improvement — Boardwalk Intersections & Parking HAWK ♦ Mobility Intersection Improvement ♦ Multimodal Intersection Improvement • Trail Crossing Longwood City Limits Bicycle/Pedestrian Master Plan Recommended Improvements Recommended Intersections *Bicycle & Pedestrian Master Plan projects shown for connectivity purposes. Detailed project information can be found in the City of Longwood Bicycle & Pedestrian Master Plan. 1 ---- ' ;__--j Dog Track Rd ,--- RBA — MOBILITY COHORT _ NUEURBAN CONCEPTS D D _ C LAND USE • MOBILITY • PARKING • FEES APPENDIX A: COMPLETE STREETS PLAN APPENDIX A: CITY OF LONGWOOD MOBILITY PLAN: COMPLETE STREETS PLAN P1.1- Map ID F.dift N.— From To -"H PI. -I 1 MaintenanceImxesl Pl. .11 P, I(PLel =Pmcles � F.ddl.. —dPR S..-- I '.Ud.ge ...... of I qh I.., I-, 11 o.'R --pl-s— an lId, P1111 8 1. 10 lh� d — pIdh .. I=� 1- PI&I Sl.dy —ld� Ag—.-.— p V� Ag—Id 1. � d-- 'M' a.d., P'I� lo-111 564 2,233 (l.d,. Oakto -9— P—..) 1.U.. III F-- 11 o.v --k dry 11- 12 1.1d, mubwze boardwalk. 2- 1.blll� Pl�� 20-030 5 —RR' OUll —dwalk l5oumwm -P—d) -d—PI — B-11, OW —1— 12 -14wide—him—boardwalk. 7 M.biRW Plan W362040 $3,822,000 8,40o Na Mobil 4Fees&aher 20 onavlananml Alb., NOR G-1 51 -,dPI, aye 0.26 -11—TIP" an snag-11 .1d, mabwse 11PIRL 2MI Moblon PI.,I 2025-2030 $320,W 1,550 N. M.bRIl -11 Ch—h Ave . CR 427 / —Id R BNd 0.23 C-- Sh—d Street a, n too 1. 1,,— (15 MPH) —b- lh.Ild W III --d wnb —lb,,- with onaneet .—P-11 ..PIM, 1ald—pl 1 11.11.9 made trees, N- p—,, bench searing,-- RI, sM1atle, waterSources fouenalns — rewpaees and decoariveztreetwe llghlllg 2- ..bRIW PI.,, 041204 $6,279,� 4,6� N. MobilityM! Mammoamcwnemw —h Aye emanS, 022 -11—T.11 an stmm1-1 .1d, mmmwe hall. ability Ph. .112.1 $27-1 111. N. M.biliW Fees&Omer MummaaaleonneNon Alb— S, R---d HeRMI, D- Tall -11—T.11 a, snug1-1 .1d, maeguze hall. ability Nan MR. 1. N. M.bift Fees&aver C� "' S"h"'Terminal afsavaR- — Ol E—bo (MPI U all N.C-11-11.1 city h = =i(I) — —d. Add 8 110 —ld, III� burifl d— PD&E Sl,,dy .—d. Alfi— m R.I.— P-1 bI, d--d. 2046 M.bifl� 111- 2.12- $Z233,— N. Mob. &anal 41 W Ch—h Ave gebne Ra 1.07 sh-- Pam city P,ld 8- 10 h—d pat h h— lgh— MI.— 2145 1.blllry Plan 2041204S $LoP,- 3,852 Na M.blllry I— & OUhll so rren Ave S, C427 ld RBNd 0.23 Cubh d �W Pxlw d w hredeaelpp Mm an ,pees asetr b—h—dI,g, Pergolas k, h-, waterSources HI--, 11- HI-1.11 ehll g 2D4$Mobi6N Plan —2" $6,279,� 4,- Na ww", OU" I I Wl— 1, Ave 0— 0.0s Cu--hd streetaw . ....... 1", -1. �11111, 1� III, — � Ih —1 111 withon 0.1.1 .1 fl�. b= �ig p ":=g' — henfm %.'� ` I, Pnl h� U 2MI ..bRIW Plan-12 - $1,36S,— N. ..bRIW 1— . .1- 12S IR 4271 R.— Rn .1. SR4. -g— Rd Hl4 —P� $1,11 Rl-ft Ory/C./FDOT V road, IU, Id ROW I I.P-1 pldl-aI, b-Il my 1— PIIn (TI,,, 1, —125 $L7S.,— 1784 $"'So'- SdIl - O,p�I, (2111 ood sales Tax Cttyof 'DOT 130 Plan lmplemenarion P,.j".I.dg, cd, of LangwoW OW of Lang—� 12.3l P'.j— I .,-- Ild, doomed C ryf In-d ffi�e Nd— n M.— Plan.n—. Plan —2- $R,47d,— 13sSP - 01-n-Sl SE W- of US Hwy 17 0.84 raffic Ow lmpravemenI — I o,lu- limm, -&—im, ROW, & FDOT S Y, W- Pl, MI 023202 $12,295,114 lZ- $1LINIS,63B.60 —i- 140 SP 434 R.ndlin. Rd 1792 2A4 mpkh Sheet P.— — ..,- Street write sh d-- -1,, —,.Plo Od.,dI j—a�,. P2, 111 -12- ,403 $1S,7211,— ID. 141 .1 -R2 Sh,Mdad —k ad Jx ..P- S.", P'—R, — —p- 5111, 1 OR, 1,.I,2 ,d(, P57,-11- 1 —1 12 $20,720,111 36,036 $20,720 FD.T P—Ing-1-1--h., —Ily—d—p., l.Mnq 1— of 1.81 based n d- ft.. hl 2111 1—n,l II, hI,ld S —0, .,Ing FIOT S,—, -111; T- I,— j-- 1,Uh 1h,, ClW f '--n �111 p,l.,.,, p,.j,,. U—gh UP .—.1 l,pl.1 P,— PlUn d I,, ., _R41= (—IRI F10,R), and —Pl- O,Rnd.; P-- CI,� APPENDIX B: INTERSECTIONS H-691 PARKING PLAN Dow 0 ail APPENDIX B: CITY OF LONGWOOD MOBILITY PLAN: INTERSECTIONS & PARKING PLAN Projeq/Map Planning Level Parson Miles ID Fatlliry Name Crass Street Projec[TVPe Construction Entity Project Description Pr0lea Source Tme Frame Cpst/PLQ of bpaciry )PMC) Fpntletl F untling Source Moblllty Pha P *es Porklnp Site anew on of va SUtiongCore one DowntownH—i Dirtri .<Iuei.ga mob'ioliry h.b. Tne mobility nub akal-. 300 Longrrood st ChurcM1 Ave Mobiltty Hub & Strategic P-mg M ge e.t Ciry one Diner rtmiegic paM1ing managemenii ultl kcus on integration offirst antl tart nme sp.Rail rtmip. a. � e pp �mneamr�a g Inm.dal 2045 Mobiltty Plan xo36304z $s,l]3,440 s,l]3 No Mobiltty Fee antl Ot- Sources m 40 on -street paM1ing spaces i. lowtio.s to be tletermi d throughout the city. Spaces 2.1 street Parking OW of Langvood Parking Ciry uld be impl--d in small rtnps of two(2)10 three(3) pam1lel spaces.lmplemenmtion may l—regu ar or nbbo. curb with brick pavers. Cort includes minor sid—k rerons[ruRion. 2045 Mobiltty Plan lox}3045 51,2]o,Wo L27o No Mobiltty Fee antl Other Soumes In[ersectlats 210 al mid -block crossings Citywide Mid -block Crossing Ciry e e up tote. (30j mid -block crossings rtM1 mummodal sakryimprovemems cky-,. 2045 Mobility Plan 202-45 58,—wo 6A0o N. MobilttyFeean SourcestlOU- 31s MerseMon Improvements Ciry of Langwaatl InterseRlan lmpravemeMs cKv/County/state di..Improvements .rough-t ae clry. x045 Manlliry Plan 3033- 511,1g1,000 31,Ii00 No MablllryFeerea Sd—, -A CR 427/Ronald Reagan dmere Dr Hpwl( Cou.ry rwn[rolletl mia-block cro eq ert County to wntluRa watl sakry autlitfor 2045 Mobiltty Plan 20362040 $]30,000 1,200 No MobilttyFeeantlOt- mrtallmmnoof safe petlertrian aoss'ng Sources 2158 CR 427/Ronal¢Reagan ine Ave Muttimoeal lnterse<iion lmprovemeni County Mil, 1.Im vemen[s:up— signing and pavement markings plan far enhanced rzettlon <ro sing.pro 3045 Moblllty Plan 2031-2035 $532,000 1,000 No Mobility Fee and OtM1er Sources 2- CR 427/Ronald Reagan Church Ave Muttimotlal lnterse<iion lmprovemeni County Mil, 1.Improvements:lip— signing and pavement markings plan far enhanced rzettlon <ro sing. 3045 Moblllty Plan 20362040 $532,000 1,000 No Mobility Fee and OtM1er Sources 2150 gwootl Hills Ave ¢Emma Muttimotlal lnterse<iion lmprovemeni CiryMil, 1. Improvements:lip— signing and pavement markings plan far enhanced rzettlon <ro sing. 3045 Moblllty Plan 20262030 $532,000 1,000 No Mobility Fee and OtM1er Sources 215E Omnge Ave Gran[St Muttimotlal lnterse<iion lmprovemeni CiryMil, Improvements:lip— signing and pavement markings plan far enhanced rsettion <ro sing. 3045 Moblllty Plan 2023-2025 $532,000 1,000 No Moblllty Fee and OtM1er Sources stall HAWKfor wn[rolletl mitl-block crossing; Request FDOTio contluR a roatl safety — IR434 —ii. Ct HAWK FDOT .Oil kr the inrtallmion of safe petlertrian cross g 2045 Mobility Plan 30363040 $994,aoo t— 5894,600.0 M Pate90%Fl— fu.di.g se 2:—d-aimffi<sig 19utly. 2— SR 434 wee It HAWK FOOT stall HAWKfor controlled mid-0Iock cro 1;Re1.- FOOT to condM.road safety audit for Me 3045 Moblllty Plan 2031-2035 $]30,000 1,200 $639' Oo00 Mtl<Ipate 9o%FDOT stalaH.. of safe p.—I.n crossing. Funding 215H SR 434 -75 feet¢ art of Myrtle St HAWK FOOT stall HAWKfor coytrolled mid-0Iock cro 1;Re1.-FOOT to Conduct. road safety audit for Me 304z Moblllty Plan 20262030 $]30,000 1,200 $639' OooO Mtki"I9o%Fl— stallatlonofsafep.—I.i, crossing. Funding 2151 US Hwy 17 soul^ of Florida Ave Mobiltty Intersection lmpwvemeni FOOT stall full, zignalizetl intersection and mulbmadal safety enhancements. 2G45 Mobility Plan 20312035 $3,M0,000 4,000 52,736,Wo.a Anticipate 9o% FDOT Funding 2. US Hwy 17 WGnurch Ave A.Hility [ersMion pw emeni FOOT Add—tbound leftturn l— lid mu111mod.1 safety Improvements. 2G45 Moblllty Plan 20362040 $1,824,OpO 2,000 $1,641,fi0o.0 Anticipate 9o% FDOT funding 2- WGhurch Ave Talmmended Utility E.—lil Trail Cwssi.g Ciry tlsak imi1c img on W Church Ave. 2045 Mobility Plan 202-30 $355.000 600 No Mob1lltyd other ources 215E CR42]/Ronald Reagan Gi.ve HAWK C ounry �1.1 HA 11 Controlled mid -block CrassingwltM1in dlreCllanal median;Request—W to 2045 Moblllty Plan 20262030 $]30,000 1,200 No Moblllty Fee.nd 01M1e1 condutta road safety aud1t.11he lns[alla[Ign of safe pedestrian crossing. Sources Pre-exkNrp Pb1n ProposedlnrerseNon—fill OJ 11,111on 11 Che Moblllty Fw) Seminole C—ly 204o Transportation Pia. County 2x0 434 SHwy 1] Multimotlal lnterse<tlon lm provemen[ FOOT sspeeertnan antl sakryissues.tin [enlial refuge Islands snorter ssng tlistan<es, petlertrian signal phase provements. oMNad,HATierllbj;Salea Tax Capital Plan (20152025)5eminole County Potential Minor xox}2o25 $430,000 1,Wo 543o,W0 Salez Tar -d-y&—W -j— IR 434 USHwy 1] Mo1,111ty ln[ersMlon lmprovemeI Fool a em sakryimprovements. —pla. —"I- Trs.sportmio. elan xo41.. $;13owo zwo $1,91],000.o M pate 90%fDOT Umu.eetl N—(2—) -dmg APPENDIX B: CITY OF LONGWOOD MOBILITY PLAN: INTERSECTIONS & PARKING PLAN Projett/Map ID F,dlKy Name Cross Street Pr.j—Type Construction Entity Project Description Pralect $ourtt Tme Frame Planning Level Cost )PLQ Person Miles of bpaciry )PMC) FunEetl F untling Source aeginnmg with a smdv phaaem evawate anernar es, min proieR propose: maior mterseRion o aaaress saretvand dreplmion impaRed by aaiarennail matl crossmgs.May semmole coPntr zaonansportanon Plan wpnry 230 SR 434 CR 42]/Ronald Reagan RlvO Mobilty Intersection lmprovemeni FOOT cplutleasoutnboundnghttombypassmatlto SR434andsignalopgrades. ofect Neetls Ds[Tier 11231; Sales Tao UpRal plan Pr 12015-202515eminole County Poteotial Major 20262040 $1,6]0,000 4,000 $1,6]0,000 Sales Tao oulO also lookmwaysto enM1ance mulbmotlal mnnec[Niry between areas east antl j— wesPorcRR 427/Rooald Reagan Rmd. 235 SR 4M CR 41]/ Ronald Reagan RlvO MobilRy Intersection Improvement FDOT Ptltl dual lek and nght— N., from Wilma St to Myrtle R. Seminole County 2M0 Transportation Plan State --Needs Lirt (S-30); M—N. Orlando Rizetl Project List 20362W0 $15,000,000 4,000 $13,500,000.0 Mticipate 90%FDOT footling 240 434 42]/Ronald Reagan Blvd Mobility Intersection Improvement FOOT Improve lnterzeRlon. minole County 2MO Transponatloo Plan State ProleR Needs!lt,(-]I; MetroPlan Orlando or tized Prgect Lizt —12040 $10,wowo 4,000 $5,000,000.0 Mti<Ipate 90%FDOT funding n ne level wstestimmes have been developetl for intersections antl parking projeRs basetl on—tfrom the Ciry,County,FDOT-nd Five lCen[ral Floritlal, ana MetroPlan Orlaobo; Person Mlles of Capacity= daily-icle capacity: yehide Occupancy Facmr of 181 basetl on d-non th,201] National Hous Wd Tavel Survey. Daily vehide<apachies were determinetl using FDOT Geoeralizetl Service volume Tables; Ti— names are infwl projections. Each veartne CRy of Loogwvod Ciry Commission will pnorRize projeRs th—gh the annual Capital Improvements Pmgram.5'ourte: Mobility Plan prep—d bythe Mobility CPNOR. APPENDIX C: Y - Y MULTIMODAL PLANS, =x F s� STUDIES, PROGRAMS & POLICIES PLAN APPENDIX C: CITY OF LONGWOOD MOBILITY PLAN: MULTIMODAL PLANS, STUDIES, PROGRAMS & POLICIES PLAN Project/Map Length Cons[ructi,n/ Project Planning Parson Funding ID Facility Name From To (Miles) Project Type Maintenance Entity Project Description 5..1tu Tlme Freme Le(P`C' [ Capacty )PMO) y(P C) Funding Sources fi0 Micromobility& Microtransit Ordinance Citywide Citywide - Policy City AdoptMicromobility& Low Speed Elt-,Vehicles Ordinance to codify the Micromobility& Low 2045 Mobility 2023-2025 $200,000 200 No Mobility Fees & Speed Electric Vehicles Program. Plan Other Sources The Citywlll develop a Micromobility & Microb—It Program regulating the use of personal and shared ntimun bIny devices(eg., a -bike, e-scooters)and low speed elecMcvehicles(golfcarts,on- demand m1crd2—L neigh-h-d electric v,hkles) within the City. The City will coordinate with 65 MI-1,111&101— nsIt Prog2m ty C Itywitle Cltywitle - Program CI[Y FOOT regarding use M ml,—blll,V devices and low speed electric vehicles on and crossing US Hwy and SR434.The City will c,ordmace with Seminole Coun ty and adjacent munlcipa8ties regaMing 2045 Mobility Plan 2026-2045 $SOD,o6o 500 Nq Mobility Fees& Other Sources e of mlcromoblllty devices and low speed elecM<vehld,, on and crossing County Roads and within adjacent munldpshill-The Program will address hours of ope2tion, safety, shared mobility providers, rentals, antl equipment. ZO Vlslon Zero Ordinance Ctywide Ctywide - Plan City Adopta Vlslon Zero Policy to codify and guide lmplemen[a[lon of the Vision Zero ACHon Plan. 2045 Mobility 2023-2025 $50,000 50 Nq Mobility Fees& Plan Other Sources )5 Vision Zero Action Plan Citywide Citywide - Policy City Cnt- a Safe Systems Vision Zero Action Plan m implement the Vision Zero Policy 2045 MobRity 2L12fi-2045 $250,000 250 N. Moblllty Fees & Plan Mh.,Sn. ¢s 80 Re5ldenHal Traffic Calming OMinance Citywide Citywide - Policy City Adopta Resldentlal Traffic Calming ordinance to codify the Re5ldenHal T2ffk Calming Program. 2045 Mobility 2026-2030 $)5,000 75 Nq Mobility Fees & Plan Other Sources The Cityshould develops Resldentlal TraHi<Calming Prog2m as afollow-on effort[° the Moblllty Plan. The Ilmit of the Resldentlal TraHi<Calming Prog2m and OMinance shall be the CRy Ilmas. Pdoritystreets -include Grant St, Orange Ave,Mid—, Ave, Wngdale Ave, and Freeman St which have been Identified az part of - Primary Mufti —dal Network. The purpose of the Resldentlal Traffic Calming Program will be to slaw down vehicle [2ffic and the safe and efficient prioritize entofpeople bicycling, walking, and a«essing transit. The Prog2m sM1all eztablizM1 various 85 Re5ldenHal T2ffic Calming Program Ctywide Ctywide 5.33 Program City t2ffk"lining horizontal elements to be lmp1--d—h as uunipav—, markings to designate n-street parking or„ -street blue/ multimodal lanes M narrow effective travel lane widths from W 2045 Moblllty Plan 2023-2045 $2,134,132 5,396 No Moblllty Fees& Other Soumes slow— down. The Program shall also establish criteria in, —,I elements such as chicanes, speed tables, 1, In the Prog2m for[2ffic chokers, or cu extensions. addition, shall also establish criteria on[rol deW<ez uch as stop signs,mini traffic circles, and roundabouts. The Resldentlal Traffic Ca1minglProg2m shall also establish prioritization criteria, study pa2meP ,antl a resident request process. Construct tUdb, calming improvements as wan-11-T2ffic calming asures will also include resurfacing where necessary. Construct approximately eight(9)miles of sid—lk improvements throughout the city Exact 2045 Moblllty Moblllty Fees & 9D Sidewalk Improvements Program Citywide Citywide B.OD Program City location of sidewalk improvements sh.uld be determined in Conjunction with planned Captal Improvement Program (CIP) project. Plan 3D33-3045 $6,5)),23) 19,2W No Other Soumes Implement away finding prognm to enhance the effid—yof the tnnsp—ti,n system, improve and facilitate placemaking. Wayfinding and route signage N an essential component of mulls*d:lpla..ingelumen.beyondconstructionof.-nUn..., interconnened network of 2045 Moblllty Moblllty Fees& 95 W.yfinding Program Citywide Citywide - Program City multimodal infnstrud.re. Wayfinding can be both physical antl virtual tools that Provide predictability and consistency in the way people find their point of interests around town. The 2-2—P2-2—$S00lan,000 Boo N. Other Sources Wayfinding Program should include development of a brand identity antl design standards and specifications for signage, map, a digital pp, etc. thatm unique and locally distinct. The City should —d.d a Railroad Safety Study to add— safety concerns. the railroad too Railroad Safety Study Railroad Crossings Railroad Crossings - Study City crossing at Georgia Ave. The study should consider closing the railroad crossing at Georgia Ave and explore future altematiye safe crossings south d SR 434 that would aid in alleviating 2045 Mobility Plan 2023-2025 $2ogo6D 20o Nq Mobility Fees& Other Sources —gestion on SR 434. SOS Bu,lop relocation SR 434 SR 434 - Program G[y Ewl.ate existing needs to add new bus stops and /,r improva or ref--d existing bus stops on SR 2045 Mobility 2026-2030 $910,000 910 No Mobility Fees& 434. Will require coordination with Lynx. Plan Other Sources Tactical urbanism is an experimental, low cost approach to street design that uses scalable, quick- buildinterventionstocatalyzelong-ten, change. Tactical urbanism is often implemented wUh high levels of engagement from the community. Tactical a rbanism projects utilize low cost materials such as paint, planter, plastic delineators, street furniture, cone, cote, and barriers to implement 11D Tactical Urbanism Pro grim Ci de t i C' de dywi - P rogram <it y improvementssuch as crosswalk, curb exensions, open street, parklets, pedestrian plaza, walk gna y par g. gram s lane, traffic si Ibox artand bic dl kin The T—I Urbanism Pro hold Dr—. 204S Mobility Plan 2D23-2D25 $546,000 54fi N, Mobility Fees& Other Sources ical urbanism guide Mat establishes what types of street interventi,nsore permitted, the project process —including permitting, who can apply, public engagement, site Plan, traffic control plan - rials that can be used, design standards, permitted locations, installation and safety, lntenance, and monitoring antl evalu.n.n. 115 ADATransition Plan Implementation Citywide Citywide - Plan City Create and upd,t, JAI, VI policy, UP plan and ADA b-1Hon plan to be <—i hunt with Fede2l 2045 Moblllty 3D31-2D35 $3,000,000 3,OOD N. Moblllty Fees & re ,u—.nt. Plan Other Soumes 116 Cityof Longwood Bicycle& Pedestrian Plan Update Cit, Longwood Cit,- Longwood - Plan City Two future updates[, the Cityof Longwood Bicycle/ Pedestrian Master Plan. —5 Moblliry Plan 2030-2045 $350,000 350 N. Moblllty Fees& Other Sources Note: Planning level cost estimates have been developed for plans, studies, programs, and policies based on cost from the Clfy, County, FDOT DlsMct Five (Centel Florida), and Met,Ptn Oriando; Person Mlles of Capacity are estimated at 10%of the project cost Tlme frames are IDIOM projections. Each year the Cityof Longwood City Commission will prioritize projects through the annual Capital Improvements Prog2m. Source: Mobility Plan prepared by the-Inddy Cohort. �J 01 OF LONG, {-i r *10I 'TATLelelD a =1 101 0 4 " Ne� Ilk ✓ �,- ev W \— C AW v 51� _J 1 1 awm Sc i NX" -- CITY OF LONGWOOD MOBILITY PLAN MOBILITY FEE TECHNICAL REPORT DECEMBER 2023 Produced for: City of Longwood Produced by: Jonathan B. Paul, AICP Principal, NUE Urban Concepts, LLC 747 SW 2nd Ave, Suite 90 Gainesville, FL 32601 833-N UC-8484 nueurbanconcepts@gmail.com www.nueurbanconcepts.com 13�•. 41" NUE URBAN CONCEPTS LAND USE • MOBILITY • PARKING - FEES @ 2024 NUE Urban Concepts, LLC. All rights reserved. This material may not be reproduced, displayed, modified or distributed without the express prior written permission of the copyright holder. For permission, send written request to NUE Urban Concepts, LLC at 2000 PGA Blvd, Suite 4440 Palm Beach Gardens, FL 33408, or email nueurbanconcepts@gmail.com. This work may be reproduced, in whole or in part, without prior written permission, solely by the City of Longwood; provided all copies contain the following statement: "@ 2024 NUE Urban Concepts, LLC. This work is reproduced with the permission of NUE Urban Concepts. No other use is permitted without the express prior written permission of NUE Urban Concepts, LLC. For permission, send written request to NUE Urban Concepts, LLC at 2000 PGA Blvd, Suite 4440 Palm Beach Gardens, FL 33408 or email nueurbanconcepts@gmail.com." NUE URBAN CONCEPTS LAND USE • MOBILITY • PARKING • FEES December 41", 2024 Shad M. Smith, P.E. Director of Public Works/City Engineer Engineering and Public Works Department City of Longwood 907 E State Road 434 Longwood, FL 32750 Re: City of Longwood Mobility Fee Technical Report Dear Shad: NUE Urban Concepts, LLC 747 SW 2"d Ave, Suite 90 Gainesville, FL 32GOI 833-NUC-8484 nueurbanconcepts9gmei1.com Enclosed is the City of Longwood Mobility Fee Technical Report. This is a draft version prepared for consideration by the public and the City Commission based on the most recent and localized data consistent with Florida Statute. The 2045 Mobility Plan includes projects addressing future mobility needs for the residents, businesses, and visitors to Longwood. The 2045 Mobility Plan emphasizes expanding the City's multimodal transportation system to creating safer streets for all users, improve access and connectivity, and facilitate first -and -last miles solutions to the SunRail station. The Mobility Fee is based on the mobility projects included in the 2045 Mobility Plan. The Mobility Fee as presently calculated is intended to replace Seminole County's Mobility Fee. The Technical Report provides data and analysis to guide the City and County in negotiations for the replacement of the County Mobility Fee consistent with Florida Statute Section 163.3177 (6)(h)(3). The Mobility Fee schedule features reduced Mobility Fees for affordable and workforce housing, and small retail business as permitted under Florida Statute Section 163.3180 (5)(f)(6). In order for development activity to utilize the reduced Mobility Fee rates the City of Longwood will need to establish criteria and the processes to receive City approval to be classified as one of these developments. The Mobility Fee rates could become effective as of the date of adoption of the Mobility Fee Ordinance if they do not exceed the County's existing Mobility Fee. An increase in calculated Mobility Fees, not to exceed 12.5% above existing rates, could become effective 90 calendar days after adoption. Florida Statute 163.31801 requires increases to be phased -in equal increments over a two-year period where increases are 25% or less, and in equal increments over a four-year period where increases are between 25.01% and 50%. All Mobility Fees in the City of Longwood Mobility Fee schedule either decrease compared to the County's mobility fees or increase less than 11%. Therefore, all mobility fees can become effective after 90 calendar days. The calculated Mobility Fee is consistent with case law and the requirements of Florida Statute Sections 163.3180, 163.31801, and Chapter 380. The NUE Urban Concepts team looks forward to continuing working closely with City staff to finalize the Mobility Plan, Mobility Fee, and the Ordinance for adoption. Sincerely, Jonathan B. Paul, AICP Principal www.nuourbanconcepts.com (P Mobility Plan & Mobility Fee TABLE OF CONTENTS Figures Tables Maps & Appendix Executive Summary IV Mobility Fee Schedule VI Introduction 1 Legislative Background 3 Impact Fee & Mobility Fee Comparison 9 The Impact Fee Act & Case Law Overview 10 Developing the Mobility Plan & Fee 21 Comprehensive Plan 22 Growth 24 Vehicle Miles of Travel (VMT) 25 Person Miles of Travel (PMT) 26 2045 City of Longwood Mobility Plan 28 City of Longwood Mobility Fee 35 Existing Conditions Evaluation (ECE) 36 Mobility Plan Project Summary 38 Funding 39 New Growth Evaluation (NGE) 41 Mobility Fee Assessment Areas 42 Person Miles of Capacity Rate (PMCr) 43 Person Travel Demand per Land Use (PTDu) 45 Mobility Fee Schedule 49 Mobility Fee Benefit District 56 Mobility Fee Comparison 57 Definitions 61 Recommended Next Steps 72 Conclusion 74 ' - Mobility Plan & Mobility Fee Figures Figure 1. Concurrency Cycle 8 Figure 2. Developing a Mobility Plan & Mobility Fee 21 Figure 3. Integrating Land Use, Transportation, Parking & Funding 22 Figure 4. Person Miles of Travel Increase (PMTi) 26 Figure 5. Moving People, Providing Choices 28 Figure 6. Multimodal Elements 29 Figure 7. Speed of Travel 30 Figure 8. On -Street & Off -Street Multimodal Projects 31 Figure 9. SunHub Mobility Hub 33 Figure 10. Mobility Plan and Mobility Fee 35 Figure 11. New Growth Evaluation Factor (NGEf) 41 Figure 12. Person Miles of Capacity Rate (PMCr) 43 Figure 13. Person Travel Demand Per Land Use (PTDu) 48 Figure 14. Mobility Fee Calculation 50 Figure 15. Mobility Fee Schedule Components 51 Figure 16 FDOT's Context Classification 73 Tables Table 1. Projected Growth 24 Table 2. Growth in Vehicle Miles of Travel (VMT) 25 Table 3. Increase in Person Miles of Travel (PMT) 27 Table 4. 2023 Existing Conditions Evaluation (ECE) 36 Table 5. 2023 Existing Travel by Road Ownership 37 Table 6. Mobility Plan Projects Summary 38 Table 7. Anticipated Funding (AF) 40 Table 8. New Growth Evaluation (NGE) 41 Table 9. Person Miles of Capacity Rate (PMCr) 44 Table 10. Limited Access Evaluation Factor (LAEf) 46 Table 11. Trip Purpose Factor (TPf) 47 Table 12. Lane Miles & Daily Vehicle Miles of Travel (VMT) 58 Table 13. Mobility Plan County Road Projects 59 Table 14. Mobility Plan Unfunded County Road Projects 60 Maps Map A. Map B. Map C. Map D. Map E. Appendices Appendix A. Appendix B. Appendix C. Appendix D. Appendix E. Appendix F. Appendix G. Appendix H. Appendix I. Appendix J. Appendix K. Appendix L. Appendix M Appendix N. Appendix O. Mobility Plan & Mobility Fee Mobility Study Area (MSA) Mobility Plan Mobility Plan & Bicycle & Pedestrian Master Plan Mobility Fee Assessment Areas Mobility Fee Benefit Districts Florida Department of Economic Opportunity Guidance Florida Impact Fee Act Projected Growth in Vehicle Miles of Travel National Household Travel Survey for Florida Complete Streets Plan Intersections & Parking Plan Multimodal Plans, Studies, Programs & Policies Plan Traffic Characteristics Data (Mobility Study Area) FDOT Generalized Tables Trip Generation Person Travel Demand per Land Use (PTDu) Person Travel Characteristics Mobility Fee Schedule Vehicle Availability & Miles of Travel Mobility Fee Comparison The Remainder of This Page Intentionally Left Blank Mobility Plan & Mobility Fee EXECUTIVE SUMMARY In 1985, the Florida Legislature passed the Growth Management Act that required all local governments in Florida to adopt Comprehensive Plans to guide future development and mandated that adequate public facilities be provided "concurrent" with the impacts of new development. Transportation concurrency became the measure used by local governments to ensure that adequate public facilities, in the form of road capacity, was available to meet the transportation demands from new development. By 1993, the Florida Legislature recognized that an unintended consequence of transportation concurrency is that it discouraged development in urban areas where road capacity was constrained and pushed development to suburban and rural areas where road capacity was either available or was cheaper to construct. In 2007, the Legislature introduced the concept of mobility plans and mobility fees as an alternative to transportation concurrency, proportionate share, and road impact fees. In 2011, the Legislature eliminated state mandated transportation concurrency and made it optional for any local government. In 2013, the Legislature encouraged local governments, defined equally in Florida Statute as counties and municipalities, to adopt alternative mobility funding systems. Mobility fees, based on a plan of improvements (aka mobility plan), are an alternative funding system that allows development to equitably mitigate its transportation impact (i.e., traffic) through a streamlined and transparent one-time payment to local governments. In 2019, the Legislature required mobility fees follow the same statutory process requirements as impact fees. The City of Longwood 2045 Mobility Plan is a vision over the next 22 years to further develop an efficient, safe, and connected transportation system that provides travel choices for all users. The Mobility Plan features a mixture of mobility projects such as: curbless shared streets, boardwalks, shared -use paths, trails, sidewalks, traffic calming, intersections, HAWKS, multimodal crossings, parking improvements, a mobility hub, and multimodal plans, studies, programs, and policies to meet the mobility "needs" of the community. The Mobility Fee features a single citywide Assessment Area and two Benefit Districts: 1) Citywide; and 2) Extra Jurisdictional. Benefit Districts are established to ensure Mobility Fees are spent on mobility projects to the "benefit" of development activity that paid the Mobility Fee. The Extra Jurisdictional Benefit District is established to address extra -jurisdictional impacts. The City of Longwood 2045 Mobility Plan and Mobility Fee Technical Report, dated December 2023, documents future growth, the need for mobility projects, and the data and methodology used to develop a Mobility Fee that meets legally established dual rational nexus and rough proportionality tests, along with the requirements of Florida Statute Sections 163.3180, 163.31801 and Florida Statute Chapter 380. IV CITY OF LONGWOOD MOBILITY FEE Land Use Categories, Use Classifications, and Representative Uses Unit of Measure Mobility Fee Non - Mixed -Use Lodging Affordable or Workforce Residential z' 3 per dwelling unit $488 Residential 3 per 1,000 sq. ft. $975 Overnight Lodging (Hotel, Inn, Motel, Resort) 4 per room $1,108 -aw Community Serving (Civic, Museum, Performing Arts, Place of Assembly or Worship) per 1,000 sq. ft. $672 Long Term Care (Assisted Living, Congregate Care Facility, Nursing Facility) per 1,000 sq. ft. $842 Private Education (Day Care, Private Primary School, Pre-K) per 1,000 sq. ft. $1,005 Industrial (Assembly, Brewing, Distilling, Distribution, Fabrication, Flex Space, Manufacturing, Nursery, Outdoor 6 Storage, Processing, Trades, Warehouse, Utilities) per 1,000 sq. ft. $368 Outdoor Commercial Recreation (Amusement, Golf, Multi -Purpose, Parks, Sports, Tennis) 4' 6 per acre $1,263 Indoor Commercial Recreation (Dance, Gym, Fitness, Indoor Sports, Kids Activities, Yoga) 4,6 per 1,000 sq. ft. $2,576 Office (General, Higher Education, Hospital, Professional) per 1,000 sq. ft. $1,184 Medical Office (Clinic, Dental, Emergency Care, Medical, Veterinary) per 1,000 sq. ft. $3,356 Small Retail Business (Entertainment, Restaurant, Retail, Services) 7 per 1,000 sq. ft. $1,722 Retail (Discount, Entertainment, Financial, Retail, Services, Superstore) 8 per 1,000 sq. ft. $2,750 High Impact Retail (Bank, Pharmacy, Sit -Down Restaurant, Supermarket, Wine & Spirits) 9 per 1,000 sq. ft. $5,278 Convenience Retail (Convenience, Convenience with Gas, Quick Service Restaurant) 9 per 1,000 sq. ft. $8,413 Bank Drive-Thru Lane or Free -Standing ATM 11 per lane or ATM $3,825 12 Motor Vehicle Cleaning (Detailing, Wash, Wax) per lane or stall, plus per 5 stations $5,060 Motor Vehicle Charging or Fueling 13 per charging or fueling position $4,508 Motor Vehicle Service (Accessories, Brakes, Maintenance, Quick Lube, Repair, Tires) 14 per bay or stall $1,777 Quick Service Restaurant Drive-Thru 19 per lane $8,363 CITY OF LONGWOOD MOBILITY FEE Reserved. 2 The City of Longwood may elect to establish a program that establishes criteria to qualify as affordable or workforce housing. Shown as a reduced rate as permitted per Florida Statute (Fla. Sta.) 163.3180 (5) (f) 6. Can be waived by the City per Fla. Sta. 163.31801(11) per affordable definition in Fla. Sta. 420.9071). Until the City establishes criteria to define affordable or workforce housing and an applicant receives formal approval as affordable or workforce housing, the affordable or workforce housing mobility fee rate would not be applicable. 3 Residential square feet is the sum of the area (in square feet) of each dwelling unit measured from the exterior surface of the exterior walls or walls adjoining public spaces such as multifamily or dormitory hallways, or the centerline of common walls shared with other dwelling units. Square feet include all livable, habitable, and temperature controlled enclosed spaces (enclosed by doors, windows, or walls). This square footage does not include unconditioned garages or unenclosed areas under roof. For multifamily and dormitory uses, common hallways, lobbies, leasing offices, and residential amenities not accessible to the public are not included in the square feet calculation, unless that space is leased to a third -party use and provides drinks, food, goods, or services to the public or paid memberships available to individuals that do not reside in a dwelling unit. 4 Any space that is leased to a third -party use or provides drinks, food, goods, or services to the public shall be required to pay the applicable mobility fee per the individual uses identified in the mobility fee schedule. 6 Acreage for any unenclosed material and vehicle storage, including but not limited to boats, commercial vehicles, recreational vehicles (RV), and trailers, sales and display shall be converted to square footage. 6 For Commercial Recreation Uses that feature both indoor facilities and outdoor recreation, the indoor shall be based on the indoor mobility fee rate, the outdoor shall be made on the outdoor rate, any other uses shall pay the applicable mobility fee for the land use. 7 The City of Longwood may elect to establish a program that establishes criteria to qualify as a small retail business. Until the City establishes a program and an applicant receives formal approval, the small retail business mobility fee rate would not be applicable. Shown as a reduced rate as permitted per Florida Statute (Fla. Sta.) 163.3180 (5) (f) 6. 8 Retail includes all uses that do not fall under High Impact or Convenience Retail and generate less than 75 daily trips per 1,000 sq. ft. per the latest ITE Generation Manual or alternative study. 9 High Impact Retail includes banks, pharmacies, sit down restaurants (non fast food), grocery stores, supermarkets, beer, liquor, package, wine and spirits stores, bars, nightclubs, lounges. These uses generate between 75 and 250 daily trips per 1,000 sq. ft. per the latest ITE Generation Manual or alternative study. Convenience Retail includes convenience stores, gas stations, service stations, coffee, donut, sandwich, food and beverage that would be considered fast food or quick service restaurants. These uses generate between more than 250 daily trips per 1,000 sq. ft. per the latest ITE Generation Manual or alternative study. 10 Additive mobility fees are assessed in addition to the mobility fee assessed with the square footage of the building. 11 Bank shall pay the retail rate for the square footage of the building under the retail use category. Drive-thru lanes, Free Standing ATM's and Drive-thru lanes with ATM's are assessed a separate fee per lane or per ATM and are added to any mobility fee associated with a bank building. The free-standing ATM is for an ATM only and not an ATM within or part of another non -financial building, such as an ATM within a grocery store. 12 Motor Vehicle cleaning shall mean any car wash, wax, or detail where a third party or automatic system performs the cleaning service. Mobility Fee are assessed per bay, lane, or stall, plus per every five finishing stations (vacumm, dry, wax, etc), plus a retail rate associated with any additional building square footage under retail uses. A facility with multiple payment or pre -paid membership lanes that enter a single tunnel are charged based on the number of lanes accessing the tunnel, plus finishing stations and any retail buildings. 13 Rates per vehicle charging or fueling position apply to a convenience store, gas station, general store, grocery store, supermarket, superstore, variety store, wholesale club or service stations with fuel pumps. In addition, there shall be a separate mobility fee for the square footage of any retail building per the applicable mobility fee rate under commercial and retail uses. The number of charging or fueling positions is based on the maximum number of vehicles that could be charged or fueled at one time. Non-commercial vehicle charging stations associated with residential or non-residential uses that are required by the City or are provided by the owner as an amenity and not a commercial purpose shall not be assessed a mobility fee. 14 Motor Vehicle service includes maintenance, repair, and servicing of motor vehicles. Mobility Fee are assessed per bay or stall, plus a retail rate associated with any additional building square footage under retail uses for waiting areas, parts, supplies, and transactions. 15 Any drive-thru associated with a quick service restaurant will be an additive fee in addition to the applicable retail mobility fee per square foot of the building. The number of drive-thru lanes will be based on the number of lanes present when an individual places an order or picks up an order, whichever is greater. Quick service restaurants include those in convenience stores or multi -tenant buildings. o 2024 NUE Urban Concepts, ULC. All rights reserved. VI This Page Was Left Intentionally Blank Mobility Plan & Mobility Fee INTRODUCTION Located in Central Florida, just north of Orlando, the City of Longwood offers safe, family - oriented suburban living to its 16,842 residents. With a SunRail station located downtown and quick access to Interstate 4, Longwood provides convenient access to many of the region's attractions such as Disney World and Universal Studios, Orlando International Airport, and Kennedy Space Center. The city is also conveniently located within a reasonable distance from the region's major employment centers such Downtown Orlando, Downtown Sanford, and Lake Mary. The University of Central Florida, the largest student enrollment in Florida with roughly 70,000 students as of 2021, is located less than twenty miles south of the center of Longwood. In 2009, the Florida Legislature designated Seminole County as a Dense Urban Land Area (DULA), resulting in the County and its municipalities becoming Transportation Concurrency Exception Areas (TCEAs). The City of Longwood has amended its Comprehensive Plan to establish the legislative intent to adopt a Mobility Plan and a Mobility Fee as a replacement for TCEA polices, proportionate share, and Seminole County's Mobility Fee. The 2045 Mobility Plan establishes a framework over the next 22 years to move people and provide choices through mobility projects established to meet the "needs" of projected growth in population and employment and increases in vehicle and person miles of travel. The Mobility Plan Consists of three distinct plans: 1) Complete Streets Plan; 2) Intersections & Parking Plan; and 3) Multimodal Plans, Studies, Programs, and Policies Plan. The Mobility Plan includes mobility projects including curbless shared streets, boardwalks, shared -use paths, trails, sidewalks, traffic calming, intersections, Pedestrian Hybrid Beacons (PHB), multimodal crossings, parking improvements, a mobility hub, and multimodal plans, studies, programs, and policies. The goal of the Mobility Plan as a whole, is to build upon the Bicycle & Pedestrian Master Plan and existing proposed/planned projects to 1) create a complete, integrated, multimodal transportation system to move people to, from, and within the City of Longwood; 2) improve the safety for people; 3) to increase multimodal access and connectivity to and between the Downtown Historic and Station Core districts; 4) to enhance regional multimodal connectivity by facilitating first -and -last mile solutions to the SunRail station. The mobility projects identified in the 2045 Mobility Plan form the basis for the City of Longwood Mobility Fee consistent with Florida Statutes 163.3180 and 163.31801. The Mobility Fee is intended to replace Seminole County's Mobility Fee with a streamlined and simplified way for development activity to mitigate its transportation impact through payment of a one-time © 7073 NUE Urban Concepts, LLC. All rights reserved. Page 1 a_� Mobility Plan & Mobility Fee Mobility Fee to the City of Longwood. The Mobility Fee collected from development activity will be used to fund mobility projects identified in the 2045 Mobility Plan to provide a mobility "benefit" to development activity that pays the Mobility Fee. Development activity includes the construction, alteration, modification, expansion, redevelopment, rehabilitation, or remodeling of buildings, facilities, or structures, change of occupancy or use, special uses, variances, and any use of land that results in an increase in person travel demand above the existing use of land. The Mobility Fee schedule will provide a city-wide Assessment Area and two Benefit Districts: 1) Mobility Fee Benefit District for current City limits; and 2) Extra Jurisdictional Benefit District to meet the "benefits" requirement of the dual rational nexus test. The second Benefit District allows the City to address extra jurisdictional impacts. The Mobility Fee schedule also includes reduced rates for affordable and workforce housing and for small retail businesses consistent with Florida Statute Section 163.3180 (5)(f)6. The reduced Mobility Fee rates will not apply to development activity until the City determines the process to qualify as affordable and workforce housing and small retail businesses. A comparative analysis was undertaken to guide the City and County in negotiations for the replacement of the County Mobility Fee. The City needs to meet with Seminole County to discuss replacement of the County's Mobility Fee with the City's Mobility Fee. The discussion should include determining potential set asides of Mobility Fee funds for funding improvements on County Roads. The analysis of existing vehicle miles of travel (VMT) shows that 35% of travel in the Mobility Study Area occurs on County Roads. The share of the cost of mobility projects on County Roads within the Mobility Study Area is roughly 3%, while the share of unfunded mobility projects on County Roads in the Mobility Plan is just under 2%. The City of Longwood 2045 Mobility Plan and Mobility Fee Technical Report, dated December 2023, documents future growth, the need for mobility projects, and the data and methodology used to develop a Mobility Fee that meets legally established dual rational nexus and rough proportionality tests, along with the requirements of Florida Statute Sections 163.3180, 163.31801, and Florida Statute Chapter 380. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 2 (P Mobility Plan & Mobility Fee LEGISLATIVE BACKGROUND The State of Florida passed the Growth Management Act of 1985 that required all local governments in Florida adopt Comprehensive Plans to guide future development. The Act mandated that adequate public facilities must be provided "concurrent" with the impacts of new development. State mandated "concurrency" was adopted to ensure the health, safety, and general welfare of the public by ensuring that adequate public facilities would be in place to accommodate the demand for public facilities created by new development. Transportation concurrency became the measure used by the Florida Department of Community Affairs (DCA), Florida Department of Transportation (FDOT), Regional Planning Councils (RPCs), and local governments to ensure that adequate public facilities, in the form of road capacity, was available to meet the transportation demands from new development. To meet the travel demand impacts of new development and be deemed "concurrent", transportation concurrency was primarily addressed by constructing new roads and widening existing roads. Traditional transportation concurrency allowed governmental entities to deny development where road capacity was not available to meet the travel demands from new development. Transportation concurrency also allowed governmental entities to require that developments be timed or phased concurrent with the addition of new road capacity. In addition, transportation concurrency also allowed governmental entities to require new development to improve (widen) roads that were already overcapacity (aka "deficient" or "backlogged'). In urban areas throughout Florida, traditional transportation concurrency had the unintended consequence of limiting and stopping growth in urban areas. This occurred because roads were often over capacity based on traffic already on the roads or the combination of that traffic and trips from approved developments. Further, the ability to add road capacity in urban areas was more limited as right-of-way was often constrained by existing development and utilities, physical barriers, and environmental protections. Stopping development in urban areas encouraged suburban sprawl by forcing new development to suburban and rural areas where road capacity was either readily available or cheaper to construct. In the late 90's, as the unintended impact of transportation concurrency became more apparent, the Legislature adopted Statutes to provide urban areas with alternatives to address the impact of new development through Transportation Concurrency Exception Areas (TCEA) and Transportation Concurrency Management Areas (TCMA). 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 3 Mobility Plan & Mobility Fee The intent of TCEAs and TCMAs was to allow local governments alternative solutions to provide mobility within urban areas by means other than providing road capacity and to allow infill and redevelopment in urban areas. In the mid 2000's, Florida experienced phenomenal growth that strained the ability of local governments to provide the necessary infrastructure to accommodate that growth. Many communities across the State started to deny new developments, substantially raise impact fees, and require significant transportation capacity improvements. In 2005, the Legislature enacted several laws that weakened the ability of local governments to implement transportation concurrency by allowing new development to make proportionate share payments to mitigate its travel demand. The Legislature also introduced Multi -Modal Transportation Districts (MMTD) for areas that did not meet requirements to qualify for TCEAs or TCMAs. In 2007, the Florida Legislature introduced the concept of mobility plans and mobility fees to allow development to equitably mitigate its impact and placed additional restrictions on the ability of local governments to charge new development for over capacity roadways. The Legislature directed the Florida Department of Community Affairs (DCA) and the Florida Department of Transportation (FDOT) to evaluate mobility plans and fees and report the findings to the Legislature in 2009. In 2009, the Legislature designated Dense Urban Land Areas (DULA), which are communities with a population greater than 1,000 persons per square mile, as TCEA's. The Legislature accepted the findings of the DCA and FDOT analysis for mobility plans and mobility fees but did not take any formal action as the State was in the great recession. The Legislature also placed further restrictions on local government's ability to implement transportation concurrency, by adding direction on how to calculate proportionate share and how overcapacity roads are addressed. In 2011, the Florida Legislature through House Bill (HB) 7207 adopted the "Community Planning Act" which implemented the most substantial changes to Florida's growth management laws since the 1985 "Local Government Comprehensive Planning and Land Development Regulation Act," which had guided comprehensive planning in Florida for decades. The 2011 legislative session eliminated State mandated concurrency, made concurrency optional for local governments, and eliminated the Florida Department of Community Affairs (DCA) and replaced it with the Florida Department of Economic Opportunity (DEO). The Act essentially removed the DEO, Florida Department of Transportation (FDOT), and Regional Planning Councils (RPC) from the transportation concurrency review process. Although local governments are still required to adopt and implement a comprehensive plan, the requirements changed significantly and shifted more discretion to local governments to plan for mobility within their community and enacted further restrictions on the implementation of transportation concurrency, proportionate share, and backlogged roads. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 4 04 LONC,t O Mobility Plan & Mobility Fee The Florida Legislature did not include any provisions in House Bill 7207 exempting local governments existing transportation concurrency system, when it elected to abolish statewide transportation concurrency, made transportation concurrency optional for local governments, and enacted further restrictions on the implementation of transportation concurrency. Florida Statute Section 163.3180(1) provides local governments with flexibility to establish concurrency requirements: "Sanitary sewer, solid waste, drainage, and potable water are the only public facilities and services subject to the concurrency requirement on a statewide basis. Additional public facilities and services may not be made subject to concurrency on a statewide basis without approval by the Legislature; however, any local government may extend the concurrency requirement so that it applies to additional public facilities within its jurisdiction". House Bill 319, passed by the Florida Legislature in 2013, amended the Community Planning Act and brought about more changes in how local governments could implement transportation concurrency and further recognized the ability of local governments to adopt alternative mobility funding system, such as mobility fees based on a plan of improvements, to allow development, consistent with an adopted Comprehensive Plan, to equitably mitigate its travel demand impact. Florida Statute Section 163.3180(5)(i) states: "If a local government elects to repeal transportation concurrency, it is encouraged to adopt an alternative mobility funding system that uses one or more of the tools and techniques identified in paragraph (f). Any alternative mobility funding system adopted may not be used to deny, time, or phase an application for site plan approval, plat approval, final subdivision approval, building permits, or the functional equivalent of such approvals provided that the developer agrees to pay for the development's identified transportation impacts via the funding mechanism implemented by the local government. The revenue from the funding mechanism used in the alternative system must be used to implement the needs of the local government's plan which serves as the basis for the fee imposed. A mobility fee -based funding system must comply with the dual rational nexus test applicable to impact fees. An alternative system that is not mobility fee -based shall not be applied in a manner that imposes upon new development any responsibility for funding an existing transportation deficiency as defined in paragraph (h)." Florida Statute Section 163.3164(29) very clearly defines a local government as: "any county or municipality" If the Legislature had intended for a County or Charter County to be exempt from provisions of the Community Planning Act or to have authority over a municipality as it relates to transportation concurrency, impact fees, or mobility fees, it would have either included specific references or defined city and county separately, not cohesively as a "local government.' © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 5 Mobility Plan & Mobility Fee The Community Planning Act did not elect to "grandfather" any local governments existing transportation concurrency system and did not place restrictions on any local government from repealing transportation concurrency or adopting an alternative mobility funding system in either House Bill 7207 adopted in 2011 or House Bill 319 adopted in 2013. After 20 years of amending Florida Statute Section 163.3180 (roughly every two (2) years over a 20-year period between 1993 and 2013) the Legislature was fully aware that local governments through -out Florida implemented alternatives to transportation concurrency and elected not to provide any exemptions in 2013 to preempt Florida Statute Section 163.3180, like it did in 2009. In 2009, the Legislature enacted statutory provisions in Florida Statute Section 163.3180 (5)(b)5. that exempted Broward County and Florida Statute Section 163.3180 (5)(b)6. that exempted Miami Dade County from specific statutory requirements related to transportation concurrency exception area requirements. Those exemptions were repealed as part of the 2011 Community Planning Act that made concurrency optional and eliminated statutory provisions related to dense urban land areas (DULAs), long term transportation concurrency management areas (TCMAs), multimodal transportation districts (MMTDs), and transportation concurrency exception areas (TCEAs). The Legislature clearly had established prior precedent in exempting certain local governments from requirements under Florida Statute Section 163.3180 and elected not to do so in 2011 and 2013. Prior to the passage of the Florida Community Planning Act by the Legislature on June 2, 2011, transportation concurrency was mandatory for local governments statewide, except those with approved TCEAs or MMTDs. After adoption of the Community Planning Act, transportation concurrency became optional for any local government and the Legislature encouraged local governments to adopt alternative mobilityfunding systems and specifically references mobilityfees, based on a plan for mobility improvements. Accordingly, the Florida Department of Economic Opportunity (DEO), which replaced the Department of Community Affairs, provides the following direction related to elimination of transportation concurrency and adoption of a mobility fee -based plan, in accordance with Florida Statute 163.3180 (Appendix A): "Transportation Concurrency In accordance with the Community Planning Act, local governments may establish a system that assesses landowners the costs of maintaining specified levels of service for components of the local government's transportation system when the projected impacts of their development would adversely impact the system. This system, known as a concurrency management system, must be based on the local government's comprehensive plan. Specifically, the local government comprehensive plan must provide the principles, guidelines, standards, and strategies, including adopted levels of service, to guide the application of its transportation concurrency management system. © 7073 NUE Urban Concepts, LLC. All rights reserved. Page 6 Mobility Plan & Mobility Fee Prior to June 2, 2011, transportation concurrency was mandatory for local governments. Now that transportation concurrency is optional, if a local government chooses, it may eliminate the transportation concurrency provisions from its comprehensive plan and is encouraged to adopt a mobility fee based plan in its place (see below). Adoption of a mobility fee -based plan must be accomplished by a plan amendment that follows the Expedited State Review Process. A plan amendment to eliminate transportation concurrency is not subject to state review. It is important to point out that whether or not a local government chooses to use a transportation concurrency system, it is required to retain level of service standards for its roadways for purposes of capital improvement planning. The standards must be appropriate and based on professionally accepted studies, and the capital improvements that are necessary to meet the adopted levels of service standards must be included in the five-year schedule of capital improvements. Additionally, all local governments, whether implementing transportation concurrency or not, must adhere to the transportation planning requirements of section 163.3177(6)(b), Florida Statutes. Mobility Fee Based Plans If a local government elects to repeal transportation concurrency, it is encouraged to adopt an alternative mobility funding system that uses one or more of the tools and techniques identified in section 163.3180(5)(f), Florida Statutes: Adoption of long-term strategies to facilitate development patterns that support multimodal solutions, including urban design, appropriate land use mixes, intensity, and density. Adoption of an area wide level of service not dependent on any single road segment function. Exempting or discounting impacts of locally desired development. Assigning secondary priority to vehicle mobility and primary priority to ensuring a safe, comfortable, and attractive pedestrian environment with convenient interconnection to transit. Establishing multimodal level of service standards that rely primarily on non -vehicular modes of transportation where existing or planned community design will provide adequate a level of mobility. Reducing impact fees or local access fees to promote development within urban areas, multimodal transportation districts, and a balance of mixed -use development in certain areas or districts, or for affordable or workforce housing." The Community Planning Act includes specific requirements for any local government that elects to maintain transportation concurrency. These requirements are to be addressed in the local governments comprehensive plan and capital improvements required to meet adopted level of service standards are required to be included in the capital improvements element five (5) year schedule of improvements. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 7 04 LONC,t O Mobility Plan & Mobility Fee In 2019, the Florida Legislature, through House Bill 7103, amended the Community Planning Act and required mobility fees to be governed by the same procedures as impact fees. This amendment further confirmed that mobility fees are an equivalent form of mitigation to impact fees that allow development to mitigate its impact to the transportation system consistent with the needs identified in the local governments adopted mobility plan per Florida Statute Section 163.3180(5)(i): "If a local government elects to repeal transportation concurrency, it is encouraged to adopt an alternative mobility funding system that uses one or more of the tools and techniques identified in paragraph (f). Any alternative mobility funding system adopted may not be used to deny, time, or phase an application for site plan approval, plat approval, final subdivision approval, building permits, or the functional equivalent of such approvals provided that the developer agrees to pay for the development's identified transportation impacts via the funding mechanism implemented by the local government. The revenue from the funding mechanism used in the alternative system must be used to implement the needs of the local government's plan which serves as the basis for the fee imposed. A mobility fee -based funding system must comply with s.163.31801 governing impact fees. An alternative system that is not mobility fee -based shall not be applied in a manner that imposes upon new development any responsibility for funding an existing transportation deficiency as defined in paragraph (h)." (underline emphasis added) Figure 1. Concurrency Cycle The elimination of state mandated transportation concurrency was the culmination of 20 years of amendments to Florida Statute Section 163.3180 and a recognition that governments cannot build their way out of congestion. The allowance to adopt alternative mobility funding systems was a recognition of the need for government to proactively plan for mobility, instead of reactively regulate road capacity ( ). Further, Florida Statute defines "local governments" as both "counties and municipalities" and did not provide �1o130&:w- counties any preemptions over cities or grandfather in any county transportation concurrency, proportionate share, or impact fee system. The Legislature recognized impact fees, mobility fees, and other mitigation as equal options in both the requirement to provide credits for proportionate share payments and improvements, and as alternatives mobility funding systems to replace transportation concurrency and proportionate share systems under Florida Statute Section 163.3180. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 8 R . Mobility Plan & Mobility Fee IMPACT FEE & MOBILITY FEE COMPARISON The Florida Constitution grants local governments broad home rule authority to establish special assessments, impact fees, mobility fees, franchise fees, user fees, and service charges as revenue sources to fund specific governmental functions and capital infrastructure. Payment of impact fees or mobilityfees are one of the primaryways local governments can require new development, along with redevelopment or expansion of existing land uses that generate additional transportation demand, to mitigate its impact to a local governments transportation system. While road impact fees and mobility fees are both intended to be means in which a development can mitigate its transportation impact, the following are the major differences between the two fees: Road Impact Fees • Partially or fully fund road capacity improvements, including new roads, the widening of existing roads, and the addition or extension of turn lanes at intersections to move people driving vehicles (i.e., cars, trucks, SUVs, motorcycles). • Are based on increases in trip generation, vehicle trip length, and road capacity, along with the cost of road capacity improvements and the projected vehicle miles of travel from development. • Maybe based on either an adopted LOS standard (aka standards or consumption -based fee) or on future road improvements (aka plan or improvements -based fee). Mobility Fees • Pay for the cost associated with adding new multimodal capacity to move people walking, bicycling, scooting, riding transit, driving vehicles, or using shared mobility technology. • Partially or fully fund multimodal projects, including sidewalks, paths, trails, bike lanes, streetscape and landscape, complete and low speed streets, micromobility (i.e., electric bikes, electric scooters) devices, programs, and services, microtransit (i.e., golf carts, neighborhood electric vehicles, autonomous transit shuttles, trolleys) circulators, services and vehicles, new roads, the widening of existing roads, and turn lanes, signals, and ADA upgrades at intersections. • Are based on increases in person trips, person trip lengths, and person miles of capacity from multimodal projects, along with projected person miles of travel from development. • Assessment areas may include all or portions of a municipality or county, and may vary based on geographic location (e.g., downtown) or type of development (e.g., mixed -use). • Must be based on future multimodal projects adopted as part of a mobility plan and incorporated or referenced in the local governments Comprehensive Plan. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 9 (P Mobility Plan & Mobility Fee THE IMPACT FEE ACT & CASE LAW OVERVIEW Local governments through -out Florida began adopting road impact fees in the late 70's and early 80's as a means for new development to pay for its traffic impact and provide local governments with revenues to fund transportation infrastructure improvements. Counties, especially Charter Counties, began to require that municipalities collect road impact fees on their behalf to fund improvements to the county road system. Throughout the 1980's, 1990's, and 2000's, municipalities through -out Florida challenged the ability of counties to compel municipalities to collect road impact fees for new development. The opposition stemmed in part from an unintended consequence of transportation concurrency which was that it essentially stopped development in urban areas (aka "municipalities"). Both municipalities and development activity were constrained in their ability to add road capacity due to cost of acquiring developed land and fierce opposition from existing residents concerned about increased traffic and the impact new road capacity would have on their homes. The inability of development activity in urban areas to meet transportation concurrency resulted in development moving to suburban and rural areas (aka "urban sprawl") where fewer residents would come out in opposition to new road capacity improvements and road capacity was either available orwas cheaperto construct. Municipalities found themselves in the unenviable position of sending road impact fees to counties, when development activity did meet concurrency, only to see those road impact fees being spent on new road capacity projects outside of urban areas that made it even easier for development activity to continue to sprawl outside municipalities. Further, the courts frequently sided with counties, as municipalities that did challenge the legality of counties compelling them to collect impact fees did not offer alternatives to show how they would address the traffic impacts from new development. These challenges all occurred prior to the Florida Legislature adopting the "Impact Fee Act" through Florida Statute 163.31801. Further, these challenges also existed prior to the introduction of mobility plans and mobility fees and the adoption of the "Community Planning Act" through Florida Statute 163.3180. Before the Florida "Impact Fee Act" was adopted, many local governments had already developed impact fees through their home rule powers. In 2006, the Legislature adopted the "Impact Fee Act" to provide process requirements for the adoption of impact fees and formally recognized the authority of local governments to adopt impact fees. Prior to 2006, the Florida Legislature, unlike many States throughout the U.S. that had adopted enabling legislation, elected to defer to the significant case law that had been developed in both Florida and throughout the U.S. to provide guidance to local governments to adopt impact fees. © 7073 NUE Urban Concepts, LLC. All rights reserved. Page 10 Mobility Plan & Mobility Fee In 2009, the Legislature made several changes to the "Impact Fee Act", the most significant of which was placing the burden of proof on local governments, through a preponderance of the evidence, that the imposition of the fee meets legal precedent and the requirements of Florida Statute Section 163.31801. Prior to the 2009 amendment, Courts generally deferred to local governments as to the validity of an imposed impact fee and placed the burden of proof, that an imposed impact fee was invalid or unconstitutional on the plaintiff. Prior to 2020, there had yet to be a legal challenge to impact fees in Florida since the 2009 legislation, due in large part to the great recession and the fact that many local governments either reduced impact fees or placed a moratorium on impact fees between 2009 and 2015. In 2019, the Legislature, through HB 207 and HB 7103, made several changes to the "Impact Fee Act", the most significant of which was the requirement that fees not be collected before building permit. The changes also expanded on the requirements of the dual rational nexus test, the collection and expenditure of fees, credits for improvements and administrative cost. In 2020, the Legislature, through SB 1066, made several additional changes to the Impact Fee Act to clarify that new or updated impact fees cannot be assessed on a permit if the permit application was pending prior to the new or updated fee. The bill also made credits assignable and transferable to third parties. In 2021, the Legislature, through HB 337 made significant amendments to the "Impact Fee Act", which the Governor subsequently approved. The amendments require that impact fees be based on planned improvements and that there is a clear nexus between the need for improvements and the impact from new development. The amendments have a greater impact on increases to existing impact fees and have phasing requirements for increases to existing fees. There are provisions that allow a local government to fully implement updated fees based on a finding of extraordinary circumstances, holding public hearings, and requiring a super majority approval by elected officials. Florida Statute Section 163.31801 now reads as follows (Appendix B): "(1) This section may be cited as the "Florida Impact Fee Act." (2) The Legislature finds that impact fees are an important source of revenue for a local government to use in funding the infrastructure necessitated by new growth. The Legislature further finds that impact fees are an outgrowth of the home rule power of a local government to provide certain services within its jurisdiction. Due to the growth of impact fee collections and local governments' reliance on impact fees, it is the intent of the Legislature to ensure that, when a county or municipality adopts an impact fee by ordinance or a special district adopts an impact fee by resolution, the governing authority complies with this section. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 11 ' Mobility Plan & Mobility Fee (3) For purposes of this section, the term: (a) "Infrastructure" means a fixed capital expenditure or fixed capital outlay, excluding the cost of repairs or maintenance, associated with the construction, reconstruction, or improvement of public facilities that have a life expectancy of at least 5 years; related land acquisition, land improvement, design, engineering, and permitting costs; and other related construction costs required to bring the public facility into service. The term also includes a fire department vehicle, an emergency medical service vehicle, a sheriff's office vehicle, a police department vehicle, a school bus as defined in s.1006.25, and the equipment necessary to outfit the vehicle or bus for its official use. For independent special fire control districts, the term includes new facilities as defined in s. 191.009(4). (b) "Public facilities" has the same meaning as in s. 163.3164 and includes emergency medical, fire, and law enforcement facilities. (4) At a minimum, each local government that adopts and collects an impact fee by ordinance and each special district that adopts, collects, and administers an impact fee by resolution must: (a) Ensure that the calculation of the impact fee is based on the most recent and localized data. (b) Provide for accounting and reporting of impact fee collections and expenditures and account for the revenues and expenditures of such impact fee in a separate accounting fund. (c) Limit administrative charges for the collection of impact fees to actual costs. (d) Provide notice at least 90 days before the effective date of an ordinance or resolution imposing a new or increased impact fee. A local government is not required to wait 90 days to decrease, suspend, or eliminate an impact fee. Unless the result is to reduce the total mitigation costs or impact fees imposed on an applicant, new or increased impact fees may not apply to current or pending permit applications submitted before the effective date of a new or increased impact fee. (e) Ensure that collection of the impact fee may not be required to occur earlier than the date of issuance of the building permit for the property that is subject to the fee. (f) Ensure that the impact fee is proportional and reasonably connected to, or has a rational nexus with, the need for additional capital facilities and the increased impact generated by the new residential or commercial construction. (g) Ensure that the impact fee is proportional and reasonably connected to, or has a rational nexus with, the expenditures of the funds collected and the benefits accruing to the new residential or nonresidential construction. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 12 Mobility Plan & Mobility Fee (h) Specifically earmark funds collected under the impact fee for use in acquiring, constructing, or improving capital facilities to benefit new users. (i) Ensure that revenues generated by the impact fee are used, in whole or in part, to pay existing debt or for previously approved projects unless the expenditure is reasonably connected to, or has a rational nexus with, the increased impact generated by the new residential or nonresidential construction. (5)(a) Notwithstanding any charter provision, comprehensive plan policy, ordinance, development order, development permit, or resolution, the local government or special district must credit against the collection of the impact fee any contribution, whether identified in a proportionate share agreement or other form of exaction, related to public facilities or infrastructure, including land dedication, site planning and design, or construction. Any contribution must be applied on a dollar -for -dollar basis at fair market value to reduce any impact fee collected for the general category or class of public facilities or infrastructure for which the contribution was made. (b) If a local government or special district does not charge and collect an impact fee for the general category or class of public facilities or infrastructure contributed, a credit may not be applied under paragraph (a). (6) A local government, school district, or special district may increase an impact fee only as provided in this subsection. (a) An impact fee may be increased only pursuant to a plan for the imposition, collection, and use of the increased impact fees which complies with this section. (b) An increase to a current impact fee rate of not more than 25 percent of the current rate must be implemented in two equal annual increments beginning with the date on which the increased fee is adopted. (c) An increase to a current impact fee rate which exceeds 25 percent but is not more than 50 percent of the current rate must be implemented in four equal installments beginning with the date the increased fee is adopted. (d) An impact fee increase may not exceed 50 percent of the current impact fee rate. (e) An impact fee may not be increased more than once every 4 years. (f) An impact fee may not be increased retroactively for a previous or current fiscal or calendar year. (g) A local government, school district, or special district may increase an impact fee rate beyond the phase -in limitations established under paragraph (b), paragraph (c), paragraph (d), or paragraph (e) by establishing the need for such increase in full compliance with the requirements of subsection (4), provided the following criteria are met: © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 13 ' Mobility Plan & Mobility Fee A demonstrated need study justifying any increase in excess of those authorized in paragraph (b), paragraph (c), paragraph (d), or paragraph (e) has been completed within the 12 months before the adoption of the impact fee increase and expressly demonstrates the extraordinary circumstances necessitating the need to exceed the phase -in limitations. 2. The local government jurisdiction has held not less than two publicly noticed workshops dedicated to the extraordinary circumstances necessitating the need to exceed the phase -in limitations set forth in paragraph (b), paragraph (c), paragraph (d), or paragraph (e). 3. The impact fee increase ordinance is approved by at least a two-thirds vote of the governing body. (h) This subsection operates retroactively to January 1, 2021. (7) If an impact fee is increased, the holder of any impact fee credits, whether such credits are granted under s. 163.3180, s. 380.06, or otherwise, which were in existence before the increase, is entitled to the full benefit of the intensity or density prepaid by the credit balance as of the date it was first established. (8) A local government, school district, or special district must submit with its annual financial report required under s. 218.32 or its financial audit report required under s. 218.39 a separate affidavit signed by its chief financial officer or, if there is no chief financial officer, its executive officer attesting, to the best of his or her knowledge, that all impact fees were collected and expended by the local government, school district, or special district, or were collected and expended on its behalf, in full compliance with the spending period provision in the local ordinance or resolution, and that funds expended from each impact fee account were used only to acquire, construct, or improve specific infrastructure needs. (9) In any action challenging an impact fee or the government's failure to provide required dollar - for -dollar credits for the payment of impact fees as provided in s. 163.3180(6)(h)2.b., the government has the burden of proving by a preponderance of the evidence that the imposition or amount of the fee or credit meets the requirements of state legal precedent and this section. The court may not use a deferential standard for the benefit of the government. (10) Impact fee credits are assignable and transferable at any time after establishment from one development or parcel to any other that is within the some impact fee zone or impact fee district or that is within an adjoining impact fee zone or impact fee district within the same local government jurisdiction and which receives benefits from the improvement or contribution that generated the credits. This subsection applies to all impact fee credits regardless of whether the credits were established before or after the date the act become law. (11) A county, municipality, or special district may provide an exception or waiver for an impact fee for the development or construction of housing that is affordable, as defined in s. 420.9071. If a county, municipality, or special district provides such an exception or waiver, it is not required to use any revenues to offset the impact. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 14 Mobility Plan & Mobility Fee (12) This section does not apply to water and sewer connection fees. (13) In addition to the items that must be reported in the annual financial reports under s. 218.32, a local government, school district county, municipality, or special district must report all of the following information data on all impact fees charged: (a) The specific purpose of the impact fee, including the specific infrastructure needs to be met, including, but not limited to, transportation, parks, water, sewer, and schools. (b) The impact fee schedule policy describing the method of calculating impact fees, such as flat fees, tiered scales based on number of bedrooms, or tiered scales based on square footage. (c) The amount assessed for each purpose and for each type of dwelling. (d) The total amount of impact fees charged by type of dwelling. (e) Each exception and waiver provided for construction or development of housing that is affordable." One of the purposes of this Technical Report, consistent with Florida Statute Section 163.31801(4)(f) and (g), is to demonstrate that Longwood's Mobility Fee is proportional and reasonably connected to, or has a rational nexus with, both the "need" for mobility projects and the mobility "benefits" provided to those who pay the fee, otherwise known as the "dual rational nexus test", herein further described as: The "Need" for additional (new) capital facilities (projects) to accommodate the increase in demand (impact) from growth (development activity), and The "Benefit" that the new growth receives from the payment and expenditure of fees to construct the new capital facilities (projects). In addition to the "dual rational nexus test", the U.S. Supreme Court in Dolan v. Tigard also established a "rough proportionality test" to address the relationship between the amount of a fee imposed on development activity and the impact of the development activity. The "rough proportionality test" requires that there be a reasonable relationship (proportional and reasonably connected) between the impact fee and the impact of development activity based upon the applicable unit of measure for residential and non-residential uses. The "rough proportionality test" further requires that the variables used to calculate a fee are reasonably assignable and attributable to the impact of development activity. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 15 Mobility Plan & Mobility Fee The Courts recognized the authority of a municipality to impose "impact fees" in Florida occurred in 1975 in the case of City of Dunedin v. Contractors and Builders Association of Pinellas County, 312 So.2d 763 (2d DCA. Fla., 1975), where the court held: "that the so-called impact fee did not constitute taxes but was a charge using the utility services under Ch. 180, F. S." The Court set forth the following criteria to validate the establishment of an impact fee: "... where the growth patterns are such that an existing water or sewer system will have to be expanded in the near future, a municipality may properly charge for the privilege of connecting to the system a fee which is in excess of the physical cost of connection, if this fee does not exceed a proportionate part of the amount reasonably necessary to finance the expansion and is earmarked for that purpose. " 312 So.2d 763, 766, (1975). The case was appealed to the Florida Supreme Court and a decision rendered in the case of Contractors and Builders Association of Pinellas County v. City of Dunedin 329 So.2d 314 (Fla. 1976), in which the Second District Court's decision was reversed. The Court held that "impact fees" did not constitute a tax; that they were user charges analogous to fees collected by privately owned utilities for services rendered. However, the Court reversed the decision, based on the finding that the City did not create a separate fund where impact fees collected would be deposited and earmarked for the specific purpose for which they were collected, finding: "The failure to include necessary restrictions on the use of the fund is bound to result in confusion, at best. City personnel may come and go before the fund is exhausted, yet there is nothing in writing to guide their use of these moneys, although certain uses, even within the water and sewer systems, would undercut the legal basis for the fund's existence. There is no justification for such casual handling of public moneys, and we therefore hold that the ordinance is defective for failure to spell out necessary restrictions on the use of fees it authorizes to be collected. Nothing we decide, however prevents Dunedin from adopting another sewer connection charge ordinance, incorporating appropriate restrictions on use of the revenues it produces. Dunedin is at liberty, moreover, to adopt an ordinance restricting the use of moneys already collected. We pretermit any discussion of refunds for that reason." 329 So.2d 314 321, 322 (Fla. 1976) The case tied impact fees directly to growth and recognized the authority of a local government to impose fees to provide capacity to accommodate new growth and basing the fee on a proportionate share of the cost of the needed capacity. The ruling also established the need for local government to create a separate account to deposit impact fee collections to help ensure those funds are expended on infrastructure capacity. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 16 04 LONC,t O Mobility Plan & Mobility Fee The Utah Supreme Court had ruled on several cases related to the imposition of impact fees by local governments before hearing Banberry v. South Jordan. In the case, the Court held that: "the fair contribution of the fee -paying party should not exceed the expense thereof met by others. To comply with this standard a municipal fee related to service like water and sewer must not require newly developed properties to bear more than their equitable share of the capital costs in relation to the benefits conferred" (Banberry Development Corporation v. South Jordan City, 631 P. 2d 899 (Utah 1981). To provide further guidance for the imposition of impact fees, the court articulated seven factors which must be considered (Banberry Development Corporation v. South Jordan City, 631 P. 2d 904 (Utah 1981): "(1) the cost of existing capital facilities; (2) the manner of financing existing capital facilities (such as user charges, special assessments, bonded indebtedness, general taxes or federal grants); (3) the relative extent to which the newly developed properties and the other properties in the municipality have already contributed to the cost of existing capital facilities (by such means as user charges, special assessments, or payment from the proceeds of general taxes); (4) the relative extent to which the newly developed properties in the municipality will contribute to the cost of existing capital facilities in the future; (5) the extent to which the newly developed properties are entitled to a credit because the municipality is requiring their developers or owners (by contractual arrangement or otherwise) to provide common facilities (inside or outside the proposed development) that have been provided by the municipality and financed through general taxation or other means (apart from user fees) in other parts of the municipality; (6) extraordinary costs, if any, in servicing the newly developed properties; and (7) the time -price differential inherent in fair comparisons of amounts paid at different times." The Court rulings in Florida, Utah and elsewhere in the U.S. during the 1970's and early 1980's led to the first use of what ultimately became known as the "dual rational nexus test" in Hollywood, Inc. v. Broward County; which involved a Broward County ordinance that required a developer to dedicated land or pay a fee for the County park system. The Florida Fourth District Court of Appeal found to establish a reasonable requirement for dedication of land or payment of an impact fee that: "... the local government must demonstrate a reasonable connection, or rational nexus between the need for additional capital facilities and the growth of the population generated by the subdivision. In addition, the government must show a reasonable connection, or rational nexus, between the expenditures of the funds collected and the benefits accruing to the subdivision. In order to satisfy this latter requirement, the ordinance must specifically earmark the funds collected for the use in acquiring capital facilities to benefit new residents." (Hollywood, Inc. v. Broward County, 431 So. 2d 606 (Fla. 4th DCA), rev. denied, 440 So. 2d 352 (Fla. 1983). © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 17 04 LONC,t O Mobility Plan & Mobility Fee In 1987, the first of two major cases were heard before the U.S. Supreme Court that have come to define what is now commonly referred to as the "dual rational nexus test". The first case was Nollan v. California Coastal Commission which involved the Commission requiring the Nollan family to dedicate a public access easement to the beach in exchange for permitting the replacement of a bungalow with a larger home which the Commission held would block the public's view of the beach. Justice Scalia delivered the decision of the Court: "The lack of nexus between the condition and the original purpose of the building restriction converts that purpose to something other than what it was ... Unless the permit condition serves the same governmental purpose as the development ban, the building restriction is not a valid regulation of land use but an out-and-out plan of extortion (Nollan v. California Coastal Commission, 483 U. S. 825 (1987)". The Court found that there must be an essential nexus between an exaction and the government's legitimate interest being advanced by that exaction (Nollan v. California Coastal Commission, 483 U. S. 836, 837 (1987). The second case, Dolan v. Tigard, heard by the U.S. Supreme Court in 1994 solidified the elements of the "dual rational nexus test". The Petitioner Dolan, owner, and operator of a Plumbing & Electrical Supply store in the City of Tigard, Oregon, applied for a permit to expand the store and pave the parking lot of her store. The City Planning Commission granted conditional approval, dependent on the property owner dedicating land to a public greenway along an adjacent creek and developing a pedestrian and bicycle pathway to relieve traffic congestion. The decision was affirmed by the Oregon State Land Use Board of Appeal and the Oregon Supreme Court. The U.S. Supreme Court overturned the ruling of the Oregon Supreme Court and held: "Under the well -settled doctrine of "unconstitutional conditions," the government may not require a person to give up a constitutional right in exchange for a discretionary benefit conferred by the government where the property sought has little or no relationship to the benefit. In evaluating Dolan's claim, it must be determined whether an "essential nexus" exists between a legitimate state interest and the permit condition. Nollan v. California Coastal Commission, 483 U. S. 825, 837. If one does, then it must be decided whether the degree of the exactions demanded by the permit conditions bears the required relationship to the projected impact of the proposed development." Dolan v. City of Tigard, 512 U.S. 383, 386 (1994) The U.S. Supreme Court in addition to upholding the "essential nexus" requirement from Nollan also introduced the "rough proportionality" test and held that: "In deciding the second question -whether the city's findings are constitutionally sufficient to justify the conditions imposed on Dolan's permit -the necessary connection required by the Fifth Amendment is "rough proportionality. " No precise mathematical calculation is required, but the city must make some sort of individualized determination that the required dedication is related both in nature and extent to the proposed development's impact. This is essentially the "reasonable relationship" test adopted by the majority of the state courts. Dolan v. City of Tigard, 512 U.S. 388, 391 (1994)" © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 18 04 LONC,t O Mobility Plan & Mobility Fee An often -overlooked component of Dolan v. City of Tigard is the recognition that while multimodal facilities may off -set traffic congestion there is a need to demonstrate or quantify how the dedication of a pedestrian / bicycle pathway would offset the traffic demand generated. per the following excerpt from the opinion of the Court delivered by Chief Justice Rehnquist: "The city made the following specific findings relevant to the pedestrian/bicycle pathway: "In addition, the proposed expanded use of this site is anticipated to generate additional vehicular traffic thereby increasing congestion on nearby collector and arterial streets. Creation of a convenient, safe pedestrian/bicycle pathway system as an alternative means of transportation could offset some of the traffic demand on these nearby streets and lessen the increase in traffic congestion." We think a term such as "rough proportionality" best encapsulates what we hold to be the requirement of the Fifth Amendment. No precise mathematical calculation is required, but the city must make some sort of individualized determination that the required dedication is related both in nature and extent to the impact of the proposed development. With respect to the pedestrian/bicycle pathway, we have no doubt that the city was correct in finding that the larger retail sales facility proposed by petitioner will increase traffic on the streets of the Central Business District. The city estimates that the proposed development would generate roughly 435 additional trips per day. Dedications for streets, sidewalks, and other public ways are generally reasonable exactions to avoid excessive congestion from a proposed property use. But on the record before us, the city has not met its burden of demonstrating that the additional number of vehicle and bicycle trips generated by the petitioner's development reasonably relate to the city's requirement for a dedication of the pedestrian/bicycle pathway easement. The city simply found that the creation of the pathway "could offset some of the traffic demand ... and lessen the increase in traffic congestion." "As Justice Peterson of the Supreme Court of Oregon explained in his dissenting opinion, however, "(t)he findings of fact that the bicycle pathway system could offset some of the traffic demand' is a far cry from a finding that the bicycle pathway system will, or is likely to, offset some of the traffic demand." 317 Ore., at 127, 854 P. 2d, at 447 (emphasis in original). No precise mathematical calculation is required, but the city must make some effort to quantify its findings in support of the dedication for the pedestrian/bicycle pathway beyond the conclusory statement that it could offset some of the traffic demand generated." Dolan v. City of Tigard, 512 U.S. 687 (1994). The U.S. Supreme Court recently affirmed, through Koontz vs. St. Johns River Water Management District, that the "dual rational nexus" test equally applies to monetary exactions in the same manner as a governmental regulation requiring the dedication of land. Justice Alito described: "Our decisions in Nollan v. California Coastal Commission, 483 U. S. 825 (1987), and Dolan v. City of Tigard, 512 U. S. 374 (1994), provide important protection against the misuse of the power of land -use regulation. In those cases, we held that a unit of government may not condition the approval of a land - use permit on the owner's relinquishment of a portion of his property unless there is a "nexus" and "rough proportionality" between the government's demand and the effects of the proposed land use. In this case, the St. Johns River Water Management District (District) believes that it circumvented Nollan and Dolan because of the way in which it structured its handling of a permit application © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 19 04 LONC,t O Mobility Plan & Mobility Fee submitted by Coy Koontz, Sr., whose estate is represented in this Court by Coy Koontz, Jr. The District did not approve his application on the condition that he surrender an interest in his land. Instead, the District, after suggesting that he could obtain approval by signing over such an interest, denied his application because he refused to yield." Koontz v. St. Johns River Water Management District 1333 S. Ct. 2586 (2013). "That carving out a different rule for monetary exactions would make no sense. Monetary exactions — particularly, fees imposed "in lieu" of real property dedications —are "commonplace" and are "functionally equivalent to other types of land use exactions." To subject monetary exactions to lesser, or no, protection would make it "very easy for land -use permitting officials to evade the limitations of Nollan and Dolan." Furthermore, such a rule would effectively render Nollan and Dolan dead letters "because the government need only provide a permit applicant with one alternative that satisfies the nexus and rough proportionality standard, a permitting authority wishing to exact an easement could simply give the owner a choice of either surrendering an easement or making a payment equal to the easement's value." Koontz v. St. Johns River Water Management District 1333 S. Ct. 2599 (2013). The Florida First District Court of Appeals recently affirmed, through The BoCC of Santa Rosa County vs. the Builders Association of West Florida, that impact fees are required to meet the "dual rational nexus" test to avoid being found to be an unconstitutional tax. The Court cited the following sections of Florida Statute: "Second, the Florida Impact Fee Act sets forth the minimum statutory requirements for a valid impact fee. § 163.31801(3), Fla. Stat. (2019). The Act requires impact fees to be based on the "most recent and localized data." § 16331801(3)(a), Fla. Stat." The Board of County Commissioners v. Home Builders Assoc. of West Florida, Inc., 325 So. 3d 981, 985 (Fla. Dist. Ct. App. 2021). The Court cited expert testimony that the County's school impact fee did not recognize differences in growth or needs that would be the basis for different fees based on geographic location and needs due to new growth: "the impact fees failed the dual rational nexus test because they did not account for the differences between the northern and southern parts of the county. This resulted in impact fees that were disproportionate to the growth in these geographical regions." The Board of County Commissioners v. Home Builders Assoc. of West Florida, Inc., 325 So. 3d 981, 985 (Fla. Dist. Ct. App. 2021). The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 20 r Mobility Plan & Mobility Fee DEVELOPING -I MOBILITY PLAN & Fr' There were multiple steps that went into development of the 2045 Mobility Plan and Mobility Fee for the City of Longwood. The following is a step-by-step overview of the process used to develop the Mobility Plan and Mobility Fee consistent with legal and statutory requirements (Figure 2). Figure 2. Developing a Mobility Plan & Mobility Fee Historic LONGWOOD II F l o r i d a City of Longwood DEVELOPING A MOBILITY PLAN 1 REVIEW ADOPTED PLANS Comprehensive Plan, Long Range Transportation Plan, & Special Plans & Studies UNDERTAKE DATA COLLECTION Existing Traffic Characteristics, Infrastructure, & Mobility Services 3 PROJECT FUTURE GROWTH Existing & Future Demographics & Person Travel Demand (Legal Test., Demonstrate the need of the 1st component of dual rational nexus test) 4 EVALUATE SERVICE STANDARDS (Legal Test., Demonstrate growth is not held to a higher standard than existing development) 5 IDENTIFY COMPLETE STREET PROJECTS Sidewalks, Shared -Use Paths, Multi -Use Trails, Boardwalks, Bike Lanes, Bicycle III Curbless Shared Streets, Complete Streets, Multimodal Intersections, Mobility Hubs, Mid -Block Crossings, HAWKS, On -Street Parking 6 PREPARE MULTIMODAL PROJECT COST Planning Level Cost Estimates 7 DEVELOP MOBILITY PLAN Multimodal Projects (Improvements, Services, & Programs): Person Miles of Capacity, Cost, & Prioritization (Florida Statute Requirement: Mobility Fees required to be based on planned multimodal projects) 8 EVALUATE EXISTING CONDITIONS Existing traffic backlog / deficiency (Legal Test: Demonstrate that new growth is not paying for existing deficiency) 9 IDENTIFY AVAILABLE FUNDING Existing and Projected Funding Sources _...,. ..� REPUBLIC 07023 NOE urbz,]o ,ts. uG. All R,ght Read, NUE URBAN CONCEPTS 40- —nueurbancancepts.Canl O®O© LAND USE- MOBILITY- PARKING- FEES & MOBILITY FEE 10 00NDUCT NEW GROWTH EVALUATION Mobility Plan Cost Attributable to New Growth (Legal Test: Demonstrate that new growth is not paying more than its fair share) 11 CALCULATE PERSON MILES OF CAPACITY (PMC) RATE PMC Rate Attributable to New Growth (Legal Test: Demonstrate that the cost of multimodal projects is attributable and assignable to new growth) 12 ESTABLISH MOBILITY FEE SCHEDULE OF USES Longwood Specific Schedule of Uses 13 ESTABLISH ASSESSMENT AREA Citywide Assessment Area 1 CALCULATE PERSON TRAVEL DEMAND PER USE Trip Generation, Internal Capture, External Trips, % New Trips, Person Trips & Trip Length by Assessment Area, & County Road, Limited Access, & Origin & Destination factors (Legal Test: Demonstrate that the fee is roughly proportional to the impact of new growth) 15 CALCULATE MOBILITY FEE PER USE Mobility Fee per Specific use 1 ESTABLISH TWO (2) BENEFIT DISTRICTS Defined Areas for Mobility Fee Expenditure (Legal Test: The 2nd component of the dual rational nexus test is to demonstrate benefit) 17 DEVELOP TECHNICAL REPORT Document Data Sources and Methodology (Demonstrate that the data & methodology is legally & statutorily compliant) 18 DEVELOP IMPLEMENTING ORDINANCE Establish findings, Specify Assessments, Exemptions, Credits, Off -Sets, Independent & Special Studies, Collection, Expenditure, Refunds, Annual Reporting & Updates © 2023 NNE Urban Concepts, LLC. All rights reserved. Page 21 Mobility Plan & Mobility Fee COMPREHENSIVE PLAN The City amended the Multi -Modal Transportation Element of the Comprehensive Plan to establish the legislative intent to adopt a mobility fee to fund multimodal projects to encourage walking, bicycling, transit ridership, and the efficient use of the transportation system. The following are pertinent goals, objectives, and policies in the Multi -Modal Transportation Element (Figure 3): Figure 3. Integrating Land Use, Transportation, Parking & Funding MULTI -MODAL ff:L1`►141all.14 _W81,11 �44ul4z111 GOAL 1: TO DEVELOP AND MAINTAIN A CITY- WIDE MULTI -MODAL TRANSPORTATION SYSTEM THAT PROVIDES FOR AND SUPPORTS THE TRANSPORTATION NEEDS OF RESIDENTS AND VISITORS ALONG WITH PROVIDING AND ENHANCING MOBILITY CHOICE IN A SAFE, EFFICIENT, COST-EFFECTIVE, AND AESTHETICALLY PLEASING MANNER. Objective 1.1. "In order to ensure that the City's multi -modal transportation systems are l at acceptable f ls to unctioning • • p1�1g0��U`ba�Go�Ges accommodate current needs and futureegrowth, to establish benchmarks and priorities geared toward the improvement of mobility options and in which to direct available funding and planning efforts, the City shall establish level of service standards for all modes of transportation." Policy 1.1.6. "Prior to the adoption of a Mobility Fee Impact Schedule new development that will have anything but a di minimus impact on any transportation system within the City shall be required to provide an analysis of those impacts along with a mitigation strategy to include but not be limited to developer funded bike, pedestrian, and transit improvements on and off -site." Objective 1.2. "To ensure that the City of Longwood improves mobility choices for its residents and visitors through the provision of public transit options along with well -maintained pedestrian and bicycle facilities, providing for the improvement of these facilities through a comprehensive approach to the planning for bicycles and pedestrians and continue to implement the plan by continuing to increase the availability of sidewalks, pedestrian paths, and/or bikeways through public and private efforts." © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 22 Mobility Plan & Mobility Fee Policy 1.2.2. "As part of the annual budgeting process, the City shall consider funding sidewalk, pedestrian ways and/or bike paths as funding becomes available. The City shall also require and support provisions for such facilities as part of State and County road improvements." Objective 2.1. "The City of Longwood, as a Transportation Concurrency Exception Area (TCEA) shall explore land use and funding strategies to realize stated mobility goals." Policy 2.1.1. "The City will continue to work with Seminole County, FDOT, and MetroPlan Orlando to promote, develop, and fund mobility improvements within the City." Objective 2.2. "The City shall continue to seek methods and sources to fund new transportation improvements and programs, including multi -modal facilities." Policy 2.2.2. "Mobility Fees - The City shall evaluate and prepare a Mobility Fee Schedule and methodology of determination to include all multi -modal transportation impacts projected from new construction and apply fees accordingly for the construction of identified necessary and desirable improvements." Policy 2.2.6. "Alternative Funding Sources to Supplement Transit Funds — The City shall 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 the City of Longwood. Any special City transit funding source is intended to augment but not supplant funds provided by LYNX, Seminole County, Orange County and other governments served by the same sub -regional transit systems serving Longwood." Objective 3.1. "Support the expansion of the SunRail commuter rail system, bus transportation, and bicycle and pedestrian facilities and avoid transportation system improvements that favor the use of single -occupancy vehicles as the primary means of transportation." Policy 3.1.2. "Encourage travel on the SunRail system." Policy 3.1.3. "The City working with the appropriate transportation provider shall enhance connections and encourage ease of transfer between the SunRail station and other transit modes by supporting the expansion of public transportation including additional bus routes and park -and -ride parking facilities." Policy 3.1.6. "The City shall continue to request that FDOT, MetroPlan Orlando, and the County use funds targeted for road widening projects for alternative mobility system projects related to the SunRail station, additional bus routes, pedestrian access, bike facilities and other transportation system management improvements." © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 23 a_� GROWTH Mobility Plan & Mobility Fee The first requirement of the "dual rational nexus" for the City's Mobility Fee is to demonstrate that there is a need for mobility projects to accommodate projected growth in person travel demand. An evaluation of the existing and projected population and employment was conducted for the City of Longwood Mobility Study Area (Map A). The data was obtained from the Traffic Analysis Zones (TAZs) used in Central Florida Regional Planning Model (CFRPM). Population and employment data for Seminole County was also extracted from the CFRPM. The Mobility Study Area includes all of the City of Longwood and is bounded on the north by Green Way Blvd, General Hutchinson Pkwy, and EE Williamson Rd, on the east by SR 419, Winter Park Dr, and US Hwy 17, on the south by SR 436, and on the west by Interstate 4 (Map A). The Mobility Study Area extends beyond the existing City of Longwood municipal limits in recognition that travel, and trips do not stop at City limits, and to address extra -jurisdictional impact to the County and State transportation system. The CFRPM was developed bythe Florida Department of Transportation (FDOT) District Five (Central Florida) and used by MetroPlan Orlando in development of the 2045 Long Range Transportation Plan (LRTP). The CFRPM demonstrates that there is projected to be an increase in both population and employment for both the Mobility Study Area and Seminole County (Table 1). The projected increase in both population and employment will generate additional person travel demand and will create a need for new mobility projects to meet that demand. TABLE 1. PROJECTED GROWTH Longwood Mobility Study Area Seminole County Year Population Employment Population Employment 0.0 221,415 F72045 54,220 43,480 588,887 364,473 Source: 2020 and 2045 Population and Employment were extracted using the FDOT District 5 Central Florida Regional Planning Model Version 7.0 developed by the Florida Department of Transportation (FDOT) District 5 (Central Florida). Population and employment data were obtained from the CFRPM Traffic Analysis Zones (Appendix C). 2023 Population and Employment were obtained by applying the annual growth rate between 2020 (model base year) and 2045. The Longwood Mobility Study Area includes areas that are outside the current municipal limits (Map A). The projected increase was obtained based on the difference between 2023 and 2045. Population growth is projected to increase by 9% (4,482 / 49,738 = .090). Employment growth is projected to increase by 31% (10,147/ 33,333 = .308). © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 24 R . Mobility Plan & Mobility Fee VEHICLE MILES OF TRAVEL (VMT) The growth in vehicle miles of travel (VMT) is one of the factors evaluated to determine the need for future mobility projects within the Mobility Study Area. Future traffic does not terminate at City limits, thus the evaluation of VMT data includes the road network within the Mobility Study Area (Map A). The model analyses evaluated projected growth in vehicle miles of travel (VMT) for City, County, and State roads for the model study network (Appendix Q. The latest version of the Central Florida Regional Planning Model (CFRPM) was used to determine the VMT growth within the Mobility Study Area between 2023 and 2045 (Table 2). TABLE 2. GROWTH IN VEHICLE MILES OF TRAVEL (VMT) Year Arterial & Limited Access Total Collector Roads (Model2020 2023 (Mobility Plan base year) 1,223,972 563,003 1,786,972045 (Mobility Plan future year) 1,327,471 678,805 2,006,276 VMT increase (2023 to 04:0 Source: Projected growth in VMT prepared by NUE Urban Concepts, LLC (Appendix Q. The 2020 base year and 2045 future year VMT were extracted using the FDOT District 5 Central Florida Regional Planning Model Version 7.0. The model files were obtained from MetroPlan Orlando. The annual growth rate of travel on arterial and collector roads is 0.37% and 0.85% for the limited access facility, 1-4. The model growth rates were used to calculate the 2023 Mobility Plan base year VMT. The VMT increase is based on the difference between 2023 and 2045. VMT increase on arterials and collectors is projected to grow by 8.5% (103,499/1,223,972 = .085). VMT increase on limited access facilities is projected to grow by 21.0% (115,802/563,003 = .206). The Mobility Fee methodology will use the projected VMT on Interstate 4 (aka Limited Access Facility) to adjust person travel demand for uses in the Mobility Fee schedule. Travel on limited access facilities is excluded from both mobility fee studies as improvements are funded by federal and state gas tax revenues, and the facilities serve intercity and regional travel. The Remainder of This Page Intentionally Left Blank © 2023 NNE Urban Concepts, LLC. All rights reserved. Page 25 R . Mobility Plan & Mobility Fee PERSON MILES OF TRAVEL (PMT) The growth in vehicle miles of travel (VMT) is often used in road impact fees to evaluate the need for road capacity improvements to move vehicles. Mobility Fees utilize person miles of travel (PMT) to evaluate the need for multimodal projects to move people. To account for multimodal trips made by people walking, biking, riding transit, and the number of people per vehicle (aka vehicle occupancy), the projected increase in vehicle miles of travel (VMT) demand is converted into person miles of travel (PMT) demand for arterial and collector roads. The conversion is based on person and vehicle trips and trip length data for Florida obtained from the 2017 National Household Travel Survey (NHTS). The NHTS data is used to calculate a person miles of travel factor (PMTf) based on PMT and VMT per trip purpose. The evaluation of the vehicle and person data from the 2017 NHTS resulted in a person miles of travel factor (PMTf) of 1.88 (Appendix ). The increase in person miles of travel (PMT) is based on the projected increase in vehicle miles of travel (VMT) multiplied by the applicable person miles of travel factor (PMTf) illustrated in further detail on Figure 4. Figure 4: Person MiLes of Travel Increase (PMTf) © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 26 e_� Mobility Plan & Mobility Fee The projected increase in PMT within the Mobility Fee Study Area, excluding Interstate 4, between the Mobility Plan base year of 2023 and the future year of 2045 is 194,578 (Table 3). The increase was calculated as follows per the formula illustrated in Figure 4: VMT increase x PMTf (103,449 x 1.88) = 194,578 The projected increase of 194,578 person miles of travel (PMT) demonstrates that there is future person miles or travel demand projected by 2045 that will result in the "need" for mobility projects to accommodate the increase in person travel demand (Table 3). The documented increase in PMT and the identification of needed mobility projects via the Mobility Plan demonstrates compliance with the "needs" test of the dual rational nexus test. TABLE 3. INCREASE IN PERSON MILES OF TRAVEL 2045 Vehicle Miles of Travel Increase (VMTi) 1 103,499 Source: The 2045 VMT increase was obtained from ole 2. PMTi obtained by multiplying VMTi by 1.88 in Figure 4. The Remainder of This Page Intentionally Left Blank © 2023 NNE Urban Concepts, LLE. All rights reserved. Page 27 (. Mobility Plan & Mobility Fee 2045 CITY OF LONGWOOD MOBILITY PLAN The 2045 Mobility Plan served as the basis to develop the City's Mobility Fee. The Mobility Plan will provide a foundation for Longwood to proactively prioritize multimodal projects to meet the growth, travel, and mobility needs of the community in a mannerthat is coordinated with the Future Land Use Element in the Comprehensive Plan. The Mobility Plan is a vision, over the next 22 years, for how the City's transportation system will continue the transition from moving vehicles, towards a multimodal system focused on safely moving people, whether they choose to continue driving their cars, or decide to walk, bicycle, ride transit, or use a new mobility technology (Figure 5). Figure 5. Moving People, Providing Choices PEOPLEMIC^OMOBILI^ PROVIDING CHOICES Q SHARED � MOBILITY Ind o -Mod .y r"E MOTOR VEHICLE NUE URBAN CONCEPTS EPUBLI LAND USE • MD9ILITY • PARKING • FEES �I I GN.. ©2023 NUE Urban Concepts, LLC. All Rights Reserved. www.nuourbanconcepts.com ) OO @ The mobility projects identified in the Mobility Plan were established based on the multimodal elements necessary to transition from a transportation system focused on moving cars, towards a safe, comfortable, and convenient multimodal system focused on moving people (Figure 6). The multimodal elements to encourage walking and bicycling do not differ much from those that encourage driving: (1) Mobility; (2) Equity; (3) Accessibility; (4) Connectivity; (5) Visibility; (6) Continuity; (7) Safety; (8) Comfort; and (9) Social Value. If multimodal systems for moving people were built like those for moving cars, far more people would walk, bike, and ride transit. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 28 a_� Figure 6. Multimodal Elements Mobility Plan & Mobility Fee Longwood Multimodal Elements MOBILITY: The ability to move people from place (origin) to place (destination) by CA multiple modes (walk, bike, transit, vehicle) of travel in a timely (speed) and efficient �^ manner. The lack of sidewalks, paths, trails, bike lanes, and curb access ramps are often impediments to people choosing to walk or bike from home to work and other daily activities. 'y W a LL v i EQUITY: The ability to access relevant activities such as employment, education, Z 52 entertainment, health care, personal services, recreation, and retail opportunities by va people of all ages, abilities, race, and socioeconomic strata without undue and unjust burden. Equitable mobility provides transportation justice for not only underserved Q m and/or disadvantaged communities but also for vulnerable users. People have a m c C — fundamental right to move around easily, safely, and conveniently. J y W � = z ACCESSIBILITY. The ease at which people reach, enter, and use modes of travel (walk / Z 5 bike / transit / vehicle) at the origin and destination of their trip. Transit systems are frequently burdened with addressing the issue of first and last mile access. Providing O • Americans with Disabilities Act (ADA)-compliant curb access ramps at origins, > O destinations, intersections, driveways, and mid -block crossings is imperative to removing impediments for vulnerable users such as the disabled, children, the elderly, and people c O riding bicycles and micromobility devices. HE E N CONNECTIVITY: The number of route options people have available to them and their ��directness and/or distance. Gridded street networks provide a high level of connectivity, rd whereas dead-end cul-de-sacs do not. Innovative approaches to enhance connectivity, y such as Low Speed and Shared Streets, along with using paths and trails for a c3 �non-vehicular connections, improve mobility and accessibility for people walking, c i bicycling, riding micromobility devices, and accessing transit. o ca r� C cc m� VISIBILITY: The frequency at which those driving a car see people walking, bicycling, i� riding various micromobility devices, and accessing transit. More people walking and biking = greater awareness and more people walking and biking = safer conditions (i.e. N 3 safety in numbers). Green bike lanes, pavers at crosswalks, and flashing signals are all 0 3 design elements used to increase visibility of people walking and bicycling. CONTINUITY: The uninterrupted consistency of sidewalks, paths, trails, and bike lanes in width and condition with logical beginning and endpoints that are without gaps and without sudden and abrupt termination. Roads do not suddenly terminate without warning, change number of lanes, or randomly change width without proper transitions — neither should sidewalks, paths, trails, or bike lanes. SAFETY: The combination of behavioral and physical design elements of the built environment can make mobility comfortable and pleasant for all ages and abilities. The O elements that provide safety include slower speeds, physical separation, enhanced visibility crossings, and designations for different mobility modes. Enhanced safety features encourage behavioral changes that make safety everyone's responsibility. COMFORT: The sum of all the mobility elements plus the overall quality of the built environment provided for the various mobility modes that allow for comfortable travel, trip satisfaction, travel choice, and time -cost choice. The perception of comfort shows 9 that the availability of a car doesn't automatically make it a first mode choice and the most obvious or direct route may also not be the most comfortable. Improving conditions can remove impediments, increase trip satisfaction and usefulness, and incline travellers to use non -vehicular modes. SOCIAL VALUE: The people -to -people connections one experiences in a shared space environment, whether biking, walking, or riding transit. The social value of these interactions increases both individual happiness and societal happiness through active engagement with the community that overall increases the quality of life and fosters independence, especially for children and the elderly. © 2023 NNE Urban Concepts, LLC. All rights reserved. Page 29 04 LONG,, O Mobility Plan & Mobility Fee Transportation modes are often grouped into two categories, cars and "multimodal." While slowing the speed of cars makes the biggest overall impact on street safety for other road users, there are significant speed differentials between different modes that can create unsafe situations. To facilitate the transition from a transportation system focused on moving cars towards a multimodal system focused on the movement of people, it's important to understand that the speed of travel varies greatly whether a person is walking, bicycling, scooting, riding transit or driving a car. The speed of multimodal travel generally falls within five tiers, each of which requires appropriate multimodal improvements, to accommodate the desired speed of travel (Figure 7). Figure 7. Speed of Travel WALKING JOGGING RUNNING SKATEBOARD ROLLERBLADE BICYCLE E-SCOOTER SEGWAY/ONEWHEEL E-BICYCLE MOPED AUTONOMOUS TRANSIT SHUTTLE/GOLF CART NEIGHBORHOOD ELECTRIC VEHICLE TRANSIT TNC TAXI MOBILITY PLANNING People BASED ON SPEED OF TRAVEL People Powered Micro Mobility Micro Transit �su LAND USE • MGBILBY• PARKING •FEES C © 2023 NUE Urban Concepts, LLC. All Rights Reserved. NUE URBAN CONCEPTS SIGN- www �^ nueurbanconcEpts.com * O Shared Mobility The Mobility Plan attempts to accommodate multiple modes, traveling at varying speeds, with infrastructure that is appropriate and safe for each mode. As micromobility (e.g., electric bikes and electric scooters), microtransit (e.g., golf carts, neighborhood electric vehicles, and autonomous transit shuttles), and shared mobility (e.g., transit, ride -hail, and car -share) devices, services, and programs expand, there will be a need to reimagine and repurpose road and street rights -of -way and travel lanes to accommodate different speeds of travel. Future updates of the Mobility Plan may involve additional multimodal projects to accommodate desired modes of travel and reflect new mobility technology. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 30 R . Mobility Plan & Mobility Fee Figure 8.On-Street & Off -Street Multimodal Projects SIDEWALK SHARED -USE- MULTIUSE BOARDWALK BIKE LANE BUFFERED CURBLESS BICYCLE (5'-7'WIDE) PATHS TRAILS (12'-14'WIDE) (4'-6'WIDE) BIKE LANE SHARED STREET BOULEVARD (8'-10'WIDE) (12' - 14' WIDE) (4'-6'WIDE) (18' - 22' WIDE) (18'-22'WIDE) El L. OFF-STREET MULTIMODALTYPOLOGYELEMENTS ON -STREET The Mobility Plan recommends a variety of multimodal facilities including sidewalks, boardwalks, shared -use paths, multi -use trials, curbless shared streets, and complete streets. The above graphic (Figure 8) illustrates the types of multimodal projects, both on -street and off-street, that are included in the Mobility Plan. Bicycle lanes and bicycle boulevards are also shown because, while not recommended directly in the Mobility Plan, such project types are recommended in the City of Longwood's Bicycle and Pedestrian Master Plan, which is incorporated into the Mobility Plan and Mobility Fee. The 2045 Mobility Plan consists of separate subplans for Complete Streets, Intersections & Parking, and Multimodal Plans, Studies, Programs & Policies. Mobility Projects for the Complete Streets Plan and the Intersections & Parking Plan are shown on Map B. To illustrate a complete picture of connectivity within the future multimodal transportation system, Map C maps projects in the Mobility Plan with projects recommended in the City of Longwood Bicycle & Pedestrian Master Plan. Detailed project information can be found in the be found in the City of Longwood Bicycle & Pedestrian Master Plan. The following are the components of the 2045 Mobility Plan: © 2023 NNE Urban Concepts, LLE. All rights reserved. Page 31 Mobility Plan & Mobility Fee Complete Streets Plan (Appendix E) The Complete Streets Plan features new complete streets and complete streets retrofits, curbless shared streets, boardwalks, traffic calming, shared -use paths, and multi -use trails (Map B). The Complete Streets Plan also incorporates the City of Longwood Bicycle & Pedestrian Master Plan which recommends sidewalks, shared lane markings, bicycle lanes, boardwalks, shared -use paths, and a bicycle boulevard. The goal of the Complete Streets Plan, and the Mobility Plan as a whole, is to build upon the Bicycle & Pedestrian Master Plan and existing proposed/planned projects to 1) create a complete, integrated, multimodal transportation system to move people to, from, and within the City of Longwood; 2) improve the safety for people; 3) to increase multimodal access and connectivity to and between the Downtown Historic and Station Core districts; 4) to enhance regional multimodal connectivity by facilitating first -and -last mile solutions to the SunRail station. To achieve these goals, the Complete Streets Plan recommends curbless shared streets on Warren Ave and W Church Ave between Milwee St and CR 427/Ronald Reagan Blvd and on Wilma Street between Warren Ave and W Church Ave to enhance placemaking and to facilitate a defined, walkable center for the Historic District as redevelopment occurs. West of CR 427/Ronald Reagan, shared -use paths and multi -use trails are recommended between neighborhoods to increase multimodal connectivity, enhance placemaking, and draw people into the Historic District and Station Core. In the area south of SR 434 and west of CR 427/Ronald Reagan Blvd (southwest quadrant) there is a large property containing wetlands. There is a desire to develop a portion of this property to expand the adjacent industrial park and to enhance public access and enjoyment of this area through a system of boardwalks. In anticipation of this future development, the Mobility Plan recommends approximately one (1) mile of boardwalk to provide access to the wetlands from the Cascade Heights retirement community and residential neighborhoods southwest of Longwood city limits that would provide public space similar to that seen in nearby communities such as Maitland and Altamonte Springs. The boardwalk would also connect two commercial centers along SR 434. No road widenings are proposed because the City's collector and arterial roads and either built out or designated as constrained roadways. The Plan does include complete street retrofits on SR 434, CR 427/Ronald Reagan Blvd, and US Hwy 17 to be reconstructed with pedestrian and bicycle facilities and amenities, streetscape, and landscape. The Plan includes two new complete streets: Bennet Dr Extension and Savage Ct Extension to improve connectivity in anticipation of the future development. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 32 Mobility Plan & Mobility Fee Intersections & Parking Plan (Appendix F) The Intersections & Parking Plan features proposed intersection improvements, midblock crossings, Pedestrian Hybrid Beacons (PHB), and a trail crossing to improve safety, traffic operations, and connectivity (Map B). Additionally, the Bicycle & Pedestrian Master Plan includes raised intersections. Multimodal Intersection Improvements ensure that multimodal safety and connectivity do not stop at intersections by including signage and pavement markings for enhanced visibility. A Multimodal Intersection Improvement is included at W Church Ave and CR 427/Ronald Reagan Blvd which currently poses a significant barrier for multimodal connectivity between the western part of the Historic District and the Station Core District. Several PHBs are recommended on SR 434 and CR 427/Ronald Reagan Blvd to reduce barriers to safe, multimodal access. Reconstruction of the intersection of SR 434 and CR 427/Ronald Reagan was included from Seminole County's 2040 Transportation Master Plan and proposes major intersection improvements to address safety, multimodal connectivity, and circulation impacted by adjacent railroad crossings. To facilitate first -and -last time solutions and connectivity to transit, the Intersections & Parking Plan provides for site acquisition, design, engineering, and construction of various parking improvements in the Station Core and Downtown Historic District including a mobility hub. This allows the City to begin collecting funds for innovative parking improvements while continuing to explore what improvements will best meet the needs of the community. The city could consider converting the existing SunRail surface parking lot between E Church Ave and E Warren Ave into the SunHub. The SunHub (Figure 9) could offer amenities, shared mobility, and parking capacity. The city may also consider a public -private partnership to add additional levels to the existing parking garage currently serving the Weston Park Apartments at the Longwood SunRail station. A public -private partnership could also be leveraged to implement a future parking garage at the location of the existing SunRail Parking surface lot. Figure 9. SunHub Mobility Hub 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 33 a_� Mobility Plan & Mobility Fee Multimodal Plans, Studies, Programs & Policies (Appendix G) The final subplan proposes multimodal plans, studies, programs, and policies to supplement and facilitate the recommended multimodal infrastructure projects. The Plan includes a Vision Zero Action Plan, Residential Traffic Calming Program, Sidewalks Improvements Program, Bus Stop Relocation, Wayfinding Program, Tactical Urbanism Program, ADA Transition Plan Implementation, the City of Longwood Bicycle & Pedestrian Master Plan update, a Railroad Safety Study, and a Micromobility & Microtransit Program. The Railroad Safety Study is included to address safety concerns at the railroad crossing at Georgia Ave. The study should consider closing the railroad crossing at Georgia Ave and explore future alternative safe crossings south of SR 434 that would aid in alleviating congestion on SR 434. The Micromobility & Microtransit Program is included to address the City's desire to diversify mobility and encourage new modes of transportation throughout the City. The Program will regulate the use of personal and shared micromobility devices (e.g., a -bike, e-scooters) and low speed electric vehicles (golf carts, on -demand microtransit, neighborhood electric vehicles) within the City and will address hours of operation, safety, shared mobility providers, rentals, and equipment. The City will need to coordinate with FDOT and Seminole County regarding use of micromobility devices and low speed electric vehicles on and crossing US Hwy 17, SR 434, and on County Roads. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 34 R . Mobility Plan & Mobility Fee CITY OF LONGWOOD MOBILITY FEE The basis for the City of Longwood Mobility Fee are the projects identified in the 2045 Mobility Plan consistent with Florida Statutes 163.3180 and 163.31801. Mobility Plan projects consist of improvements including curbless shared streets, boardwalks, shared -use paths, trails, sidewalks, traffic calming, intersections, Pedestrian Hybrid Beacons, multimodal crossings, trail crossings, parking improvements, a mobility hub, and multimodal plans, studies, programs, and policies. The Mobility Fee collected from development activity will be used to fund 2045 Mobility Plan projects (Figure 10). Development activity includes the construction, alteration, modification, expansion, redevelopment, rehabilitation, or remodeling of buildings, facilities, or structures, change of occupancy or use, special uses, variances, and any use of land that results in an increase in person travel demand above the existing use of land. The projects identified in the 2045 Mobility Plan are intended to provide the person miles of capacity needed to meet future person miles of travel, consistent with the "needs" requirement of the dual rational nexus test. The Mobility Fees collected from development activity are to be used to fund the 2045 Mobility Plan projects needed that provide a mobility benefit to development activity and serve the increase in person travel demand from the development activity, consistent with the "benefits" requirement of the dual rational nexus test. Figure 10. Mobility Plan and Mobility Fee e, m �5LT 0 4 3N��cba�Co�ceQ�s ©'101 © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 35 R . Mobility Plan & Mobility Fee EXISTING CONDITIONS EVALUATION (ECE) Florida Statute prohibits local governments from charging new development for an existing transportation deficiency (aka over capacity or backlogged roads), except for Mobility Fees. Per Florida Statute Section 163.3180(i), Mobility Fees can be assessed to cure an existing transportation deficiency, other alternative mobility funding systems may not. While not required, in an abundance of caution, the capacity of the major road system has been evaluated on a system -wide basis to ensure that development activity is not being charged for existing transportation deficiencies. The existing conditions evaluation (ECE) is achieved by dividing vehicle miles of travel (VMT) by vehicle miles of capacity (VMC). A VMT/VMC ratio greater than 1.00 indicates that there are system deficiencies. The Mobility Study Road Network evaluated includes major roads within the Mobility Study Area including City, County, and State roads (Appendix H). Based on the evaluation of existing conditions, the VMT/VMC ratio for 2023 is 0.74 (Table 4). Thus, development activity is not being assessed for existing backlog in the transportation system. While the segment of SR 434 from Warren Ave to CR 427 / Ronald Reagan is currently failing, the major roads evaluated as a system currently provide adequate capacity to meet existing travel demand and accommodate future development activity. For purposes of the Mobility Fee calculation, the existing conditions evaluation factor (ECEf) is set to 1.00. TABLE 4. 2023 EXISTING CONDITIONS EVALUATION (ECE) Functional Length Lane VMT to VMC Classification (miles) Miles 2023 VMT 2023 VMC (VMT/VMC) Major Collector 10.0 24.0 130,743 214,851 0.61 IPrincipal Arterial 11.7 61.3 486,956 597,766 0.81 ILimited Access 3.7 548,2"094,220 To I , Source: Existing conditions evaluation is based on Traffic Characteristics Data for the County (Appendix H). The Traffic Characteristics Data was obtained from the County and FDOT. VMT is based on AADT x length of a road segment. VMC is based on the daily capacity x length of a road segment. Capacities for roads are based on the FDOT Generalized Tables (Appendix 1). The Mobility Study Area and Network is illustrated in Map A. © 2023 NNE Urban Concepts, LLC. All rights reserved. Page 36 a_� Mobility Plan & Mobility Fee To evaluate potential impact to County and State Roads from development activity, a further analysis of existing (2023) conditions was developed. The analysis includes total length of facilities, total lane miles, vehicle miles of travel (VMT), vehicle miles of capacity (VMC), and a breakdown of percentages by road ownership (Table 5). The analysis illustrates that the VMT on City Streets is estimated to be 5% in 2023, with over 34% occurring on County Roads and more than 60% on State Roads. In terms of the total length of roads, 17.4% are owned and maintained by the City, with County Roads accounting for nearly 49% and State Roads just close to 34%, respectively. Based on the metrics evaluated below, the County Road system represents 49% of the transportation network in the Mobility Study Area (MSA) and accommodates almost 35% of the travel. City and County Roads represent 66% of the transportation network in the MSA and carry almost 40% of the current vehicle miles of travel. This is only travel on major roads and does not include travel on all the local streets maintained by the City or on limited access roads (Interstate 4). TABLE 5. 2023 EXISTING TRAVEL BY ROAD OWNERSHIP © 2023 NNE Urban Concepts, LLE. All rights reserved. Page 37 R . Mobility Plan & Mobility Fee MOBILITY PLAN PROJECT SUMMARY The 2045 Mobility Plan includes detailed descriptions for each mobility project that serves as the basis for development of the Mobility Fee. These mobility projects are necessary to meet future person miles of travel demand. Planning level cost estimates have been developed for the mobility projects based on cost from the City, County, FDOT District Five (Central Florida), and MetroPlan Orlando (Appendix E,F,G). The person miles of capacity (PMC) have been calculated for mobility projects (Appendix E,F,G). The FDOT Generalized Service Volume Tables were used to establish daily vehicle capacities for each mobility project. To account for vehicle occupancy, road capacities are multiplied by a Vehicle Occupancy factor of 1.81 based on the 2017 National Household Travel Survey (Appendix D). These multimodal capacities have been used to evaluate the share of Mobility Plan Cost that is attributable to development activity. The Mobility Plan projects include existing funded or partially funded projects that are intended to address existing traffic such as improvements on SR 434, CR 427/Ronald Reagan, and US Hwy 17. The following is a summary of the total number, length, planning level cost, and person miles of capacity for the Mobility Plan projects (Table 6). TABLE 6. MOBILITY PLAN PROJECT SUMMARY Length (Miles) Planning Level Person Miles Improvements or Number of Cost Estimates of Capacity Intersections Multimodal Projects: Complete Streets 22.1 miles $85,848,394 165,921 Multimodal Projects: Intersections 27 Intersections $48,511,0001 37,600] Multimodal Projects: Parking 1 mobility hub &40 $6,441,440 6,441 parking stalls Plans,.• Policies . 0• 40 Source: Complete Streets Plan (Appendix E). Intersections & Parking Plan (Appendix F). Multimodal Plans, Studies, Programs & Policies Plan (Appendix G). Planning level cost estimates were developed based on cost from the City, County, FDOT District Five (Central Florida), and MetroPlan Orlando; Person Miles of Capacity = daily vehicle capacity x Vehicle Occupancy Factor of 1.81 based on data from the 2017 National Household Travel Survey. Daily vehicle capacities were determined using FDOT Generalized Service Volume Tables. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 38 Mobility Plan & Mobility Fee FUNDING The availability off unding for Mobility Plan projects over the next 22 years is projected to come from a variety of funding sources. Seminole County and Longwood can allocate a portion of gas taxes and infrastructure sales tax towards Mobility Plan projects. Gas taxes have been declining locally, statewide, and nationally as vehicles have become more fuel efficient and the percentage of electric vehicles and hybrid vehicles increase. The Federal Government has not raised gas taxes in a number of years. The State of Florida annually adjusts gas taxes on the first day of the year based on the prior year Consumer Price Index to adjust for inflation. The vast majority of gas taxes at all levels of government are largely earmarked for maintenance and operations of the existing transportation system, leaving minimal revenues available for new capacity and multimodal improvements. There has been some discussion of a VMT tax to replace the gas tax at the federal and state level. There are several states that are testing pilot programs for a VMT tax. Given the current political climate, a VMT tax is unlikely to pass anytime soon. However, as a greater number of electric vehicles and autonomous vehicles come online, there may be renewed interest in replacing the gas tax with a VMT fee in the future. The County's existing infrastructure sales tax provides a broader opportunityto have available funds to contribute towards Mobility Plan projects. However, the sales tax is set to expire in 2024. If the County intends to place an infrastructure sales tax on the 2024 ballot, it requires voter approval. MetroPlan Orlando has available funding identified through the 2045 Cost Feasible Long Range Transportation Plan (LRTP). A large portion of projected funding is allocated towards improvements on the Strategic Intermodal System (SIS), with a significant amount of the funds allocated toward the Florida Turnpike, Interstate 4, and the various tolled Expressways in Central Florida. Historically, MetroPlan has a number of funding opportunities through grants and various pools of funds identified in the LRTP to allocate towards multimodal projects in Orange, Osceola, and Seminole Counties and the municipalities in each County. The City of Longwood has already had success in the past in getting projects included and funded through the LRTP. Therefore, it is viable to anticipate future funding for multimodal projects in the Mobility Plan from MetroPlan Orlando. Seminole County currently collects a mobility fee within the City of Longwood and unincorporated County. The City of Longwood does not currently collect a Road Impact Fee. The City is intending to replace the County's mobility fee within the City with its mobility fee. The County would still have revenues available from development within unincorporated County that will provide funding for projects on County Roads. A portion of the Mobility Study Area is within unincorporated County and 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 39 a_� Mobility Plan & Mobility Fee to the extent development activity occurs within this area, those County mobility fees could go towards projects such as those identified in the Mobility Study Area. The infrastructure sales tax is set to expire in 2024. The residents of Seminole County have historically backed infrastructure sales tax referendums and the County has had a track record of funding improvements with sales tax revenues that it told residents it would fund. Should the sales tax not be extended, then both the County and City will need to re-evaluate future needs. FDOT and MetroPlan have various capacity funding sources available for multimodal projects on State Roads 434 and US Hwy 17. The City and County have identified funding on their Sales Tax lists for improvements to CR 427/Ronald Reagan Blvd. The total Anticipated Funding for mobility projects is $87,707,839 (Table 7). A significant portion of this funding is for the portions of SR 434 and US Hwy 17 and the intersection of SR 434 and CR 427/Ronald Reagan Blvd. The approval of an extension to the infrastructure sales tax would provide additional funding for mobility projects. However, given the current sales tax is set to expire, anticipated funding does not include sales tax beyond 2024. TABLE 7. ANTICIPATED FUNDING Length Improvements (Miles) or Anticipated Person Miles of Funding Capacity (PMC) Number Longwood 000 4. ,105 CR 427 (Ronald Reagan Blvd) 1.14 $1,750,000 17,784 • r PHB at SR 434 & Savage Ct 1 $894,600 1,200 iO PH at SR 434 & Myrtle St 1 $639,000 1,200 Intersection of US Hwy 17 & W Church Ave 1 $1,641,600 2,000 SR 434 & US Hwy 17-92 Intersection 1 I $2,347,000 I 3,000 (Ronald Total I MobilityIntersection Total .. 0940 MobilityAttributable Source: Complete Streets Plan (Appendix E). Intersections & Parking Plan (Appendix F). © 2023 NNE Urban Concepts, LLO. All rights reserved. Page 40 R . Mobility Plan & Mobility Fee NEW GROWTH EVALUATION (NGE) A new growth evaluation has been conducted to ensure that development activity is not paying for more than its fair share of the cost of the mobility projects identified in the Mobility Plan, as required by case law and Florida Statute. The new growth evaluation is based on the increase in person miles of travel (PMT) and the attributable person miles of capacity (PMC) from the Mobility Plan projects. The new growth evaluation factor (NGEf) calculation is illustrated on Figure 11. FIGURE 11. NEW GROWTH EVALUATION FACTOR (NGEf) The projected PMTi / PMG ratio is 0.80 (Table 8). A PMT / PMC ratio of 0.80 means that the Mobility Plan includes 20% more person miles of capacity (PMC) than what is needed to accommodate projected increases in person miles of travel (PMT). This 20% represents the share of funded mobility projects needed to meet current traffic demands, in addition to a portion of the new person miles of capacity that is attributable to existing travel demand. For purposes of the calculation of the Mobility Fee rate, the NGEf is set to 0.80 to reduce the overall cost of the Mobility Plan attributable to development activity (Table 8). I ABLt Z5. NtW (3KUW I H tVALUA I IUN I•AL I UK (N Increase in Person Miles of Travel (PMTi) 1 194,578 Source: The Increase in Person Miles of Travel (PMTi) was obtained from Table 3. The Increase in Attributable Person Miles of Capacity (PMC) was obtained from Table 7. The New Growth Evaluation factor (NGEf) obtained by dividing PMTi by PMCi: (194,578 / 242,140 = 0.80). © 2023 NNE Urban Concepts, LLE. All rights reserved. Page 41 R . Mobility Plan & Mobility Fee MOBILITY FEE ASSESSMENT AREAS There are two kinds of geographic areas in mobility fee systems: assessment areas and benefit districts. Assessment areas are based on either a physical location, such as a downtown, or a type of development pattern, such as a traditional neighborhood development (TND). Development activity within the City only pays the mobility fee rate applicable to the Assessment Area in which the development activity is located. A benefit district is a geographic location within which mobility fees collected are earmarked for expenditure as required by the "benefits" test of the dual rational nexus test. The establishment of different assessment areas is done in recognition that certain geographic locations or types of developments will result in shorter trips, more people walking and bicycling, and higher levels of internal capture; thus, minimizing impact to the external roadway network. Multiple assessment areas are established for mobility fees to reflect differences due to internal capture or external distribution of trips. Seminole County's mobility fee has three assessment areas: (1) urban; (2) suburban; and (3) rural. The City of Longwood is largely within the urban assessment area of Seminole County's mobility fee, with a small portion of the City east of US Hwy 17 in the suburban assessment area. Due to the compact nature of Longwood, the Mobility Fee schedule will provide a single city-wide Assessment Area. The Comprehensive Plan features the Historic Downtown District and Station Core District, which seek to preserve historic character including urban form, promote a greater mixture of uses, and facilitate transit -oriented development. In the future, the City may elect to establish Assessment Areas based on these predefined geographic areas or establish criteria for developments to qualify as mixed -use to reflect internal capture and transit mode share. The Mobility Fee Assessment Area map features a uniform Assessment Area based on current City limits (Map D). If the City desires to geographically define an Assessment Area for mixed - use, then the Mobility Fee Assessment Area would need to be revised to reflect the boundary for the designated mixed -use area. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 42 R . Mobility Plan & Mobility Fee PERSON M'1_ES OF CAPACITY RATF (PMCR) The first component for calculating a Mobility Fee for land uses in the Mobility Fee schedule is the calculation of a person miles of capacity rate (PMCr). The attributable planning level cost (PLCa) is based on the Mobility Plan cost (MPC) and anticipated funding (AF) for mobility projects. The assignable Mobility Plan cost (MPCa) is calculated through multiplying attributable planning level cost (PLCa) by the existing conditions evaluation factor (ECEf) and the new growth evaluation factor (NGEf). The assignable Mobility Plan cost (MPCa) is then divided by the increase in person miles of capacity (PMCi) to determine the person miles of capacity rate (PMCr) ( ). FIGURE 12. PERSON MILES OF CAPACITY RATE (PMCr) The following is the calculation for the Person Miles of Capacity Rate (PMCr) illustrated in Figure 12: (MPC - AF) = PLCa; ((PLCa x ECEf) x NGEf) = MPCa; (MPCa / PMCi) = PMCr. ($156,093,203 - $87,707,839) _ $68,385,365; (($68,385,365 x 1.00) x 0.80) _ $54,952,949; ($54,952,949 / 242,140) _ $226.95 © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 43 a_� Mobility Plan & Mobility Fee With an assignable Mobility Plan Cost (MPCa) of $54,952,949 and a Person Miles of Capacity increase (PMCi) of 242,140, the calculated Person Miles of Capacity PMC rate (PMCr) is $226.95 (Table 9). The PMCr will be multiplied by the Person Travel Demand per land use on the Mobility Fee schedule to calculate the Mobility Fee rate per land use. I ABLE 9. NI:KSUN MILkb OF CAPACI I Y KA I t (F'MCr Mobility Plan Cost (MPC) 1 $156,093,203 Attributable Planning Level Cost (PLCa) 1 $68,385,365 New Growth Evaluation Factor (NGEf) 1 0.80 Person Miles of Capacity Increase (PMCi) 1 242,140 Source: The unfunded cost of multi modal projects is obtained from Table 7. The existing conditions evaluation factor is obtained from Table 4. The new growth evaluation factor is obtained from Table 8. The person miles of capacity rate (PMCr) are determined per the calculation in Figure 12. The Remainder of This Page Intentionally Left Blank © 2023 NNE Urban Concepts, LLE. All rights reserved. Page 44 R . Mobility Plan & Mobility Fee PERSON TRAVEL DEMAND PER USE (PTDu) The second component for calculating a Mobility Fee for land uses in the Mobility Fee schedule is the calculation of person travel demand (PTD) for each use. The factors utilized in the calculation of person travel demand (PTD) for each use are the principal means to achieve the "rough proportionality" test established by the courts and Florida Statute 163.31801. Trip Generation Trip generation rates are based on daily trip information published in the Institute of Transportation Engineers' (ITE) Trip Generation Manual, 11th edition. The detail for the daily trip generation rates for each land use is included in Appendix J. For uses where daily trips are not provided or there are only a few samples, the AM and PM Peak hours of adjacent street traffic were averaged and divided by a peak -to -daily ratio to derive daily trips. The Mobility Fee schedule requires that trip generation rates for non-residential uses be based on multiple land uses. The trip generation for Mobility Fee schedule land uses such as Community Serving, Long Term Care, and Overnight Lodging are based on weighted AM and PM trip generation data to develop the daily trip generation rates. Additional detail is provided in Appendix J. The simplest way to calculate the daily trip generation rate for a use, where trip generation is based on multiple trip generation rates, would be to simply average the trip rates. The issue with a simple average is that the ITE Manual may only have one (1) or two (2) studies for a given land use and 50 studies for another use. Generally, the greater the number of studies, the more accurate the trip generation rate is for a given use. To ensure that a trip generation rate based on one (1) study does not have the same weight as a trip generation rate based on 30 studies, a weighted trip generation rate is calculated for each Land Use where daily trips are based on more than one ITE land use code. New Trips The percentage of new trips is based on a combination of the various pass -by analyses provided in ITE's Trip Generation Handbook, 3rd edition and various traffic studies conducted throughout Florida. The percentage of new trips differs slightly from the commonly used pass -by trip term as it is the percentage difference in trips after pass -by trips are deducted. The concept is better understood based on the following example: (10 trips x (100% - 30% pass -by rate)) = 7 trips or 70% new trips). © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 45 Mobility Plan & Mobility Fee While ITE's Trip Generation does not recognize pass -by rates for uses other than retail, pass -by rates are utilized for uses such as medical offices, day care, entertainment, and recreation use to reflect how people move about the community. A pass -by trip is a trip that is traveling and stops at another land use between an origin point (commonly a dwelling) and a destination (place of employment). The detail for the % new trips is included in Appendix J. Person Trip Factor (PTf) & Person Trip Length (PTL) The person trip factor (PTf) is used to convert vehicle trips to person trips based on the recently released 2017 National Household Travel Survey (NHTS). The person trip length (PTI) is used to convert person trips to person travel demand (PTD). The NHTS data is based on 4,744 unique survey data points for trips that average 5.0 miles or less in length. The person trip factors, and person trip lengths vary by trip purpose. Several trip purposes have been combined to reflect trip characteristics more accurately for the uses established in the Mobility Fee schedule (Appendix K). Limited Access Evaluation Factor (LAEf) Travel on Interstate 4, which is a limited access facility, is excluded from Mobility Fee calculations as the Interstate System is principally funded and maintained by the Federal Government in coordination with FDOT. To ensure development activity is not charged for travel on 1-4, a limited access factor has been developed. The factor is developed based on 2023 vehicle miles of travel from the CFRPM (Table 2). The limited access evaluation factor (LAEf) of 0.68 is applied to person trip lengths to account for the 32.0% of travel occurring on 1-4 in 2023 (Table 10). The following is the calculation for the limited access evaluation factor (LAEf): Arterial & Collector Roads VMT divided by Total VMT = Limited Access Evaluation factor 1,223,972 + 563,003 = 1,786,974; (1,223,972 / 1,786,974) = 0.68 TABLE 10. LIMITED ACCESS EVALUATION FACTOR (LAEf) Facility 1 2023 VMT RoadsArterial & Collector Limited Access VMT (1-4) 563,003 Total VMT 1,786,974 Limited Access Evaluation Factor (LAEf) 0.68 Source: The 2023 VMT data was obtained using the CFRPM Version 7.0 and obtained from Table 2. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 46 Mobility Plan & Mobility Fee Trip Purpose Factor (TPf) Trip generation rates represent trip -ends at the site of a land use. Thus, a single origin trip from home to work counts as one trip -end for the residence and from work to the residence as one trip - end, for a total of two trip ends. This distributes the impact of travel between origins and destinations of trips based on the overall share of travel by trip purpose (Table 11). The application of the trip purpose factor (TPf) eliminates double charging development activity for the same trip. The TPf is used in the calculation of PTDu (Appendix Q. I AbLt 11. 1 KIP PUKPU>t I•AL I UK Trip Purpose I Person Miles of Travel (PMT) I Trip Purpose Factor (TPf) Other 3,285 0.231 Source: Person Miles of Travel (Appendix Q. Shopping based trips include buying meals, goods, services, and running errands (Appendix L). Other trips include family care, entertainment, exercise, medical, religious, school, and work trips (Appendix L). Person Travel Demand per Land Use (PTDu) The result of multiplying trip generation rates, internal capture, percentage of new trips, the person trip factor, the person trip length, the limited access evaluation factor, and the trip purpose factor are the establishment of a Person Travel Demand per land use (PTDu) (Appendix K). The PTD per land use reflects the projected travel during an average weekday by the various uses in the Mobility Fee schedule. The following is an example of the calculation for PTDu for a residential dwelling within a mixed -use Assessment Area (Figure 13): (((Trip Generation x % New Trips) x Person Trip Factor) x (Person Trip Length x Limited Access Evaluation factor)) x Trip Purpose Factor) = PTDu (((4.20 x 1.00) x 1.79) x (2.04 x 0.68)) x 0.412) = 4.30 © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 47 r Person Travel Demand per Land Use (PTDu) per Assessment Area PTDu = (((TG x % NEW) x PTf) x (PTI x LAEf)) x TPf) Where: PTDu = Person Travel Demand per use (Appendix K) TG = Trip Generation (Appendix J) NEW = Percent of Trips that are Primary Trips (Appendix J) PTf = Person Trip Factor by Trip Purpose (Appendix L) PTI = Person Trip Length by Trip Purpose (Appendix K) LAEf = Limited Acess Evaluation factor of 0.68 (Table 10) TPf = Trip Purpose Factor Prepared by NUE Urban Concepts, LLC R . Mobility Plan & Mobility Fee MOBILITY FEE SCHEDULE To ensure the rough proportionality test is addressed, the person travel demand of individual land uses is evaluated through the development of a Mobility Fee schedule (Appendix M). The Mobility Fee is based on the person travel demand for each use (PTDu) listed on the Mobility Fee schedule multiplied by the person miles of capacity rate (PMCr). The calculated person travel demand for each use (PTDu) represents the full person travel demand impact of that land use within the City (Appendix K). The Mobility Plan and Mobility Fee has been developed to provide the mobility projects needed on City, County, and State Roads to address growth in future travel demand within the Mobility Study Area and allow development activity to mitigate its impact by payment of a Mobility Fee to the City of Longwood. The Mobility Fee schedule provides fees on per 1,000 square foot or applicable unit of measure basis (Appendix M). The Mobility Fees assessed on development activity at the time of building permit application are calculated on a per square foot basis or applicable unit of measure. The calculation for determining the Mobility Fee per land use is illustrated in Figure 14 and uses the per 1,000 square foot unit of metric as an example. The following is an example of the Mobility Fee calculation for a 1,750 sq. ft. residential dwelling (r) where the unit of measure (UM) is per 1,000 sq. ft.: (PTDur x PMCrr) = Mobility Fee rate residential (MFrr); Residential Sq. Ft. (Rsf) / UMu = UMrr; UMrr x MFrr = Mobility Fee (MFr). (4.30 x $226.95) _ $975; (1,750 / 1,000) = 1.75; (1.75 x $975) _ $1,706 The following is an example of the Mobility Fee calculation for 110-room overnight accommodations (oa) where the unit of measure (UM) is the number of rooms: (PTDuoa x PMCroa) = Mobility Fee rate (MFroa); Number of Rooms (UMoa) x MFroa = Mobility Fee (MFoa) (4.88 x $226.95) _ $1,108; (110 x $1,108) _ $121,880 © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 49 a_� FIGURE 14. MOBILITY FEE CALCULATION Mobility Plan & Mobility Fee The Mobility Fee schedule seeks to strike a balance between the City's Comprehensive Plan and current market trends. The uses included on the Mobility Fee schedule enable Longwood to use the Mobility Fee as an additional tool to further integrate land use and transportation planning consistent with the City's Comprehensive Plan. The calculated Mobility Fee per land use by Assessment Area is provided in Appendix M. The Mobility Fee schedule of uses are broken down into five (5) components that are further described below the figure: (1) category of land uses; (2) individual land use classifications; (3) representative land uses; (4) Assessment Area; and (5) the mobility fee rates per land use. The following is an example the five (5) components of the mobility fee schedule (Figure 15). The Remainder of This Page Intentionally Left Blank © 2023 NNE Urban Concepts, LLE. All rights reserved. Page 50 Mobility Plan & Mobility Fee FIGURE 15. MOBILITY FEE SCHEDULE COMPONENTS Five (5) Components of a Mobility Fee Schedule Use Categories, Uses Classifications, & Representative Uses (41" Assessment Areas) (Vt Use Category) = Institutional Uses per sq. ft. (2"d Use Classification) = Community Serving (5th Mobility Fee Rates) (3rd Representative Use) = (Civic, Museum, Performing Arts, for each of the Place of Assembly) assessment areas The first (1st) component are overall categories of land uses, such as residential or office. Under each overall category there are multiple uses for which a mobility fee is calculated. The overall category is generally consistent with the function of a given land use for the individual land use classification. These overall categories are generally consistent with the County Comprehensive Plan and the ITE Trip Generation Manual. These categories headings also specify if the individual uses are calculated on a per 1,000 square feet or a different unit of measure, such as the number of rooms for overnight lodging. The second (2nd) component are individual land use classifications, such as community serving or commercial storage. These individual land use classifications have similar person travel demand characteristics and / or similar functions to the overall land use category. These individual land use classifications are generally consistent with the ITE Trip Generation Manual classification under a give category of land uses. The individual land use classifications will specify the unit of measure to calculate the mobility fee if it differs from a rate per 1,000 square feet. The third (3rd) component are representative land uses under the individual land use classifications. These representative land uses are shown in brackets such as (Child Care, Day Care, Private Primary School, Pre-K) after the individual land use classification of Private Education. These representative land uses have similar person travel demand characteristics and functions to the individual land use classification. Theses land uses are not exhaustive and are intended to serve as a guide to describe the types of use that would be assessed a mobility fee based on the rate for the individual land use classification. The definition of each individual land use classification provides further detail on the types of representative land uses would fall under an individual land use classification. These representative land uses are generally consistent with the ITE Trip Generation Manual classification under a give category of land uses and individual land use classifications. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 51 Mobility Plan & Mobility Fee The fourth (4t") component is the single city-wide Assessment Area. If there were multiple Assessment Areas, they would be illustrated here on the Mobility Fee schedule. The Mobility Fee rates under the mixed -use Assessment Area are lower due to the factoring of internal capture into the person travel demand per use calculation. The fifth (5t") component are the Mobility Fee rates per land use classification. The Mobility Fee for an individual land use is determined by multiplying the mobility fee rate by the applicable unit of measure. Residential Land Uses The Mobility Fee schedule proposes a streamlined approach to residential mobility fees that is easy to administer and addresses affordability. The schedule proposes a flat residential Mobility Fee rate per square foot for residential uses, regardless of the type of residential use. The Mobility Fee is set up so that a 600 sq. ft. studio pays for 600 sq. ft., a 1,200 sq. ft. two -bedroom apartment pays for 1,200 sq. ft., and a 2,000 sq. ft. single-family detached dwelling pays for 2,000 sq. ft. There is a direct correlation between the size of a unit and the Mobility Fee to be paid. The calculation of Mobility Fees per sq. ft. fee is consistent with how the building industry prices permits and is a tool available to the City to address affordability. The transition to a flat residential Mobility Fee rate, regardless of the type of residential use, reflects that as the size of a residential dwelling unit increases, there is a corresponding increase in the number of vehicles and an increase in the number of vehicles corresponds to an increase in number of trips based on data from the 2017 National Household Travel Survey (Appendix D). Affordable or Workforce Housing The Mobility Fee schedule features a calculated Mobility Fee rate for affordable and workforce housing that is lower than the rate for residential uses in recognition that trip generation data for affordable housing, coupled with the number of households without access to a vehicle available, provides a defensible technical basis for having a lower mobility fee rate. The calculated mobility fee rate is roughly 50% of market rate residential uses and recognizing a lower rate for affordable and workforce housing is consistent with Florida Statute Section 163.3180 (5)(f)6. Due to the various factors involved with determining what housing would qualify for the affordable or workforce housing designation, it is recommended that Longwood develop criteria for new development to qualify as providing affordable or workforce housing to be eligible for the lower Mobility Fee. Florida Statute Section 163.31801 (11) also allows the City to waive the Mobility Fee for affordable housing per Florida Statute Section 420.9071. © 7073 NUE Urban Concepts, LLC. All rights reserved. Page 52 Mobility Plan & Mobility Fee Institutional Uses The Mobility Fee schedule features three (3) institutional use classifications: (1) community serving; (2) long term care; and (3) private education. Community serving uses include civic uses, museums, performing arts venues, and places of assembly, such as clubs, lodges, and places of worship. Long term care uses include assisted living facilities, congregate care facilities, and nursing homes. Private education uses include day cares, private schools, and Pre-K. Public and charter schools are exempt from mobility fees and impact fees per Florida Statue. Recreational Uses The Mobility Fee schedule includes two (2) recreational use classifications: (1) outdoor commercial recreation; and (2) indoor commercial recreation. Outdoor recreation uses consist of uses such as golf courses, tennis courts, and multipurpose recreation facilities, and the mobility fee is based on the number of acres. A separate indoor commercial recreation category is included and is based on a rate per sq. ft. for indoor uses such as gyms, health clubs, yoga, and dance studios. The use classifications have similar trip and trip length characteristics and reflect current real estate market trends. Industrial Uses The Mobility Fee schedule features a single industrial use category. The category includes general industrial uses such as assembly, manufacturing, and trades, along with commercial storage, such as mini -warehouses, outdoor storage, and warehouses. Office Uses The Mobility Fee schedule features two (2) office use categories. The first use is for general office uses such as accounting or real estate. The general office use also includes banking, hospitals, financial services, and higher education. The second use is medical, such as clinics, dentist, medical doctors, and veterinary. Medical uses generate two to three times the number of trips as a non -medical office use. Commercial and Retail Land Uses The Mobility Fee schedule proposes four commercial and retail use classifications: (1) small retail business; (2) retail; (3) food and beverage retail; and (4) convenience retail. To support smaller and more often local retail uses and in recognition that national chain retail uses have greater transportation impacts, a small retail business category has been established with a mobility fee that is 50% less than the retail land use. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 53 Mobility Plan & Mobility Fee It is recommended that the City work with Seminole County, local Chambers of Commerce, and small businesses within the community to develop criteria to qualify as a small business. This ensures that a broader representation is part of the effort and utilizes their local knowledge to develop criteria that reflects the needs of the community. Until criteria are developed, and a use is designated or approved, the small retail business Mobility Fee would not go into effect. A significant update in the 11t" edition of the ITE Trip Generation Manual is the addition of several multi -tenant retail center use classifications. This change prompted the development of a general retail use classification. These uses tend to have similar trip generation characteristics that are generally less than 75 trips per 1,000 square feet. The third category is food and beverage. These uses tend to have similar trip generation characteristics of roughly 75 to 125 trips per 1,000 square feet. The fourth category is convenience uses such as gas stations and fast-food restaurants. These uses tend to have trip generation rates over 250 trips per 1,000 square feet. To reflect higher travel demand, there are also five (5) individual uses that will be assessed additive mobility fees. As more land uses downsize, a Mobility Fee based solely on building size does not fully capture the travel demand impact of certain high travel demand uses. A Mobility Fee for any retail building would be assessed at the appropriate mobility fee rate. In addition, uses with a bank, quick service restaurant, or pharmacy drive-thru, a car wash, or a commercial motor vehicle charging or fueling position would pay additive fees based on the number of features proposed for the new development activity or existing development retrofit. Quick service restaurant (aka fast food) uses have the highest impact of any retail land use and are experiencing a transformation where buildings are getting smaller, while the number of drive- thru lanes and delivery services are increasing. Due to their high travel demand impact, an additive fee has been calculated per quick service restaurant (QSR) drive-thru lane to capture the impact of QSR uses that offer one or more drive-thru lanes. Some QSR uses are migrating to walk-up ordering, outdoor seating only, with two drive-thru lanes and one delivery pick-up lane, further increasing travel demand. This impact is not captured by simply evaluating the building. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 54 Mobility Plan & Mobility Fee Convenience uses have primarily been uses with motor vehicle fueling. Increasingly superstores, supermarkets, variety stores, and wholesale clubs have started to add vehicle fueling. The additive mobility fees will be assessed to any use that offers commercial vehicle charging and fueling and is accessible to the public or through a membership club. The mobility fee is assessed per commercial charging station or fueling position. Any motor vehicle charging station that does not charge for service will not be assessed a mobility fee, such as charging stations provided in a public or private garage that do not charge for use. Uses with a car wash shall be required to pay a mobility fee per lane, stall, or bay for the use, plus any mobility fee associated with any building space that are not captured as part of a lane, stall, or bay. Any building solely for maintenance or supply purposes that does not include any accessible spaces for personnel would not be required to pay a mobility fee beyond that associated with the additive fee for the car wash. Some financial institutions, especially Credit Unions, are increasing their brick -and -mortar presence to attract additional customers. Other banks are eliminating branches entirely and just offering drive-thru or walk-up free-standing ATMs. For banks with drive-thru lanes, an additional Mobility Fee is assessed per drive-thru lane. A Mobility Fee is also assessed for any free-standing walk-up ATMs or ATMs accessed via drive-thru lanes. The Remainder of This Page Intentionally Left Blank 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 55 R . Mobility Plan & Mobility Fee MOBILITY FEE BENEFIT DISTRICTS The benefit test of the dual rational nexus test requires that local governments establish defined areas or districts within which mobility fees collected are earmarked for expenditure. The geographic limits of the proposed Mobility Fee Benefit District include both current City limits and an extra jurisdictional boundary (Map A). The extension of a Mobility Fee Benefit District beyond current City limits was done in recognition that travel demand does not start or stop at the municipal limits of Longwood (Map E). Having a Mobility Fee Benefit District that extends beyond current City limits ensures that the City can expend Mobility Fees on projects identified in the Mobility Plan outside City limits that cross enclaves or terminate at logical endpoints. On of the projects included in the Mobility Plan through the Bicycle & Pedestrian Master Plan is a recommended study for a potential trail extending east from Lake Emma Rd along a powerline easement. This future trial would extend beyond city limits. If the limits of the Mobility Fee Benefit District mirrored existing municipal limits, then mobility fees could not be expended for projects outside of the City. There may be instances when a local City match for improvements on County or State Roads would advance Mobility Plan projects. The Mobility Fee Benefit District provides the City with flexibility to work in partnership with other governmental entities to improve mobility within the Mobility Study Area. The City would be required to establish a Mobility Fee fund account to ensure that Mobility Fees are expended within the Benefit District and are appropriately accounted for to address annual State mandated audit requirements for Mobility Fee collections and expenditures. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 56 (P Mobility Plan & Mobility Fee MOBILITY FEE COMPARISON A comparison between the City of Longwood Mobility Fee and the Seminole County Mobility Fee has been prepared (Appendix O). As currently calculated, the City of Longwood Mobility Fee is intended to replace the Seminole County Mobility Fee. The Seminole County Mobility Fee was adopted in 2021 based on a technical report prepared in 2020. The County Mobility Fee methodology was primarily based on road capacity, increases in vehicle miles of travel, and the need for future road improvements based on the Seminole County 2040 Long Range Transportation Plan. The County's Mobility Fee also used the Central Florida Regional Planning Model developed for the MetroPlan Orlando 2040 Long Range Transportation Plan (LRTP). The County's Mobility Fee is also based on the 10th Edition of the ITE Trip Generation Manual. At the time the County adopted its Mobility Fee, it utilized the most recent and localized data available at that time. The City of Longwood Mobility Fee is based on the 2045 Mobility Plan. Future travel demand is based on the latest Central Florida Regional Travel Demand Model prepared for the MetroPlan Orlando 2045 Long Range Transportation Plan (LRTP). The Mobility Fee calculations are also based on the 111h Edition of the ITE Trip Generation Manual, released in October of 2021. The Mobility Fee has been calculated to fully mitigate the impact of development activity on City, County, and State Roads. The Mobility Fees have also been calculated to replace the County's Mobility Fee. There are County Road projects that are part of the City's Mobility Plan. There are also County Roads within the City on which City and County residents, businesses, and visitors utilize for everyday travel. The City and County will need to enter into an interlocal agreement to determine how to address impact to County Roads. To assist in determining how best to address impact on County Roads and the replacement of the County's Mobility Fee within the City of Longwood, analyses have been undertaken. The first analysis looked at the total lane miles and vehicle miles of travel within the Mobility Study Area. The analysis was performed as part of the existing conditions evaluation for the Mobility Study Area. Within the Mobility Study Area, just under 36% of all lane miles were maintained by the County (Table 12). The total vehicle miles traveled (VMT) on County Roads within the Mobility Study Area was just over 21% (Table 12). The share of lane miles on County Roads has been used as a reference point by other local governments to determine mitigation. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 57 R . Mobility Plan & Mobility Fee TABLE 12. LANE MILES & DAILY VEHICLE MILES OF TRAVEL (VMT) Maintaining Entity LANE MILES :71 2023 DAILY VMT County 58.3 35.8% 299,986 21.1% Limited Accesst271.97"5% 548,230 38.6% Total 16 00 Source: 2023 Areawide VMT & VMC Analysis by Ownership ( ). Limited Access is Interstate 4. The share of the overall cost of the Mobility Plan is also being used as a metric to gauge mitigation and more accurately reflects the total share of future needs on City, County, and State Roads. The use of vehicle miles of travel is more reflective of current travel patterns, not future travel or the need for mobility project to meet the demands of development activity. The 2045 Mobility Plan has numerous components that include both funded and unfunded mobility projects. The 2045 Mobility Plan does not account for an extension of an infrastructure sales tax within Seminole County. County Road projects included in the Mobility Plan, both funded and unfunded, consist of a 0.26 mile shared -use path on Rangeline Rd and 0.74 miles of sidewalk on North St, as part of the Bicycle and Pedestrian Master Plan and a County -planned 1.14 miles of Complete Street Retrofit to CR 427 / Ronald Reagan Blvd and the intersection of SR 434 and CR 427 / Ronald Reagan Blvd. The Mobility Plan itself recommends two (2) PHBs and two (2) multimodal intersection improvements along CR 427 / Ronald Reagan Blvd at Wildermere, Georgia Ave, Maine Ave, and W Church Ave. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 58 Mobility Plan & Mobility Fee The analysis in Table 13 shows that County projects make up close to 6% of the total mileage of new projects in the Mobility Plan, just over 3% of the total Mobility Plan Cost and almost 11% of the of the total increase in Person Miles of Capacity. The total cost for mobility projects on County Roads is $4,932,000, while the total cost of the Mobility Plan is estimated at $156,093,203. TABLE 13. MOBILITY PLAN COUNTY ROAD PROJECTS County Road Miles Planning Level Cost (PLC) Person Miles of Capacity (PMC) Longwood Bicycle & Pedestrian Master Plan (Recommended Projects on County Roads) 1.75 4.88% $1,444,000 0.93% 5,867 2.42% CR 427 / Ronald Reagan Blvd 1.14 3.18% $1,750,000 1.12% 17,784 7.34% Ronald Reagan Blvd & Wildmere PHB 0.00 0.00% $710,000 0.45% 1,200 0.50% Ronald Reagan Blvd & Main Ave Intersection 0.00 0.00% $532,000 0.34% 1,000 0.41% Ronald Reagan Blvd & W Church Ave Intersection 0.00 0.00/ $532,000 0 0.34/ 1,000 0 0.4/1 Ronald Reagan Blvd & Georgia Ave PHB 0.00 0.00% $710,000 0.45% 1,200 0.50% ...-18.06% 1 $5,678,000 Source: Complete Streets Plan (..,,_.idix E). Intersections & Parking Plan (..��_.._... ). Table 13 shows the cost of all County improvements included in the Mobility Plan and their percentage of the total Mobility Plan cost. Table 14 shows the portion of unfunded County improvements, compared to the total Mobility Plan cost. The Complete Street Retrofit on CR 427 / Ronald Reagan Blvd will be jointly funded by the County the City. All other County Road projects recommended in the Mobility Plan are assumed to be unfunded. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 59 a_� Mobility Plan & Mobility Fee Unfunded County Road projects make up less than 3% of the total mileage of new projects in the Mobility Plan. The County Road share drops slightly when accounting for unfunded Mobility Plan projects versus the total cost of the Mobility Plan. Unfunded County projects account for just over 2% of the total Mobility Plan cost, while accounting for almost 4% of the of the total increase in Person Miles of Capacity. TABLE 14. MOBILITY PLAN UNFUNDED COUNTY ROAD PROJECTS County Road Miles Planning Level Cost (PLC) Person Miles of Capacity (PMC) Longwood Bicycle & Pedestrian Master Plan (Recommended Projects on County Roads) 1.75 4.88% $1,444,000 0.93% 5,867 2.42% Ronald Reagan Blvd & Wildmere PHB 0.00 0.00% $710,000 0.45% 1,200 0.50% Ronald Reagan Blvd & Main Ave Intersection 0.00 0.00% $532,000 0.34% 1,000 0.41% Ronald Reagan Blvd & W Church Ave Intersection 0.00 0.00% $532,000 0.34% 1,000 0.41% Ronald Reagan Blvd & Georgia Ave PHB 0.00 0.00% $710,000 0.45% 1,200 0.50% Unfunded•...153,928,000 11 4r. -IN Source: Complete Streets Plan (Appendix E). Intersections & Parking Plan (Appendix F). The recommended County Road projects in the Bicycle and Pedestrian Master Plan were assumed to be unfunded. Intersection projects proposed on CR 427 / Ronald Reagan Blvd were assumed to be unfunded, however the City could chose to assume a certain percentage of County funding. This would further reduce the percentage of unfunded County projects. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 60 Mobility Plan & Mobility Fee DEFINITIONS Access Improvements mean on -site improvements required to provide motor vehicle and multimodal ingress and egress to development activity, which may include rights -of -way, easements, paving of adjacent or connecting roadways, turn lanes and deceleration/acceleration lanes, sidewalks, bike lanes, trails, paths, transit stops, mobility hubs, along with traffic control devices, roundabouts, traffic signals, mid -block crossings, mid -block signals, signage, markings, drainage, and utilities intended to serve the development activity. Additive Fee means a mobility fee rate based on a unit of measure that generates high levels of person travel demand per unit such as service bays, car wash stalls, or fueling for motor vehicles or drive-thru lanes for banks, quick service restaurants, and pharmacies. Additive mobility fees per unit of measure are assessed in addition to mobility fees assessed per use based on square footage or the applicable unit of measure for the use. Affordable or Workforce Residential means a dwelling unit and shall include those uses specified in the ITE Trip Generation Manual underthe Land Use Code Series 200, except for Land Use Codes 253, 254, and 255. Residential includes accessory dwelling units, dormitories, and tiny homes. The City may elect to establish a program that establishes criteria to qualify as affordable or workforce housing. Until the City establishes a program, and an applicant receives formal approval, the affordable or workforce housing mobility fee rate would not be applicable. Amenities and Ancillary Uses means buildings, structures, and lands with a clubhouse, meeting spaces, laundry facilities, guard houses, fields, courts, indoor or outdoor recreation uses, garages, parking structures, barns, sheds, landscape maintenance facilities that do not generate additional person travel demand, are not open to the public, are not a commercial use. These amenities are generally associated with residential developments and overnight lodging. These uses are not assessed a mobility fee unless they are open to the public and charge for use either through cash or electronic payment or through membership or club dues. Assessment Area means a geographic area of the City or a specific development pattern where mobility fees are assessed on development activity. Bank Drive-Thru or Free -Standing ATM means any bank, financial institution, credit union, with a drive-thru lane used for banking purposes such as deposits, withdrawals, balance inquires, or bill pay. The drive-thru may include either a teller window, pneumatic device for transferring banking information or funds, or an Automated Teller Machine (ATM). An ATM inside or attached to a building that has a use open to the public or end user is not assessed a separate fee as a stand-alone ATM. This use also includes free standing bank drive-thru lanes and freestanding walk-up or drive- thru ATM machines. The fee shall be based upon the total number of drive-thru lanes with a banking window, pneumatic device, or ATM and/or the total number of free-standing ATM's. Free-standing ATM's may be either walk-up or feature drive-thru lanes. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 61 Mobility Plan & Mobility Fee Benefit District means areas a geographic area of the City where mobility fees paid by development activity are expended on Mobility Plan projects. Capacity means the maximum sustainable flow rate, at a service standard, at which persons or vehicles reasonably can be expected to traverse a point or a uniform section of a bicycle facility, pedestrian facility, roadway, or shared -use multimodal facility during a given time -period under prevailing conditions. For transit, the capacity is the maximum number of persons reasonably accommodated riding a transit vehicle, along with the frequency and duration of transit service. Commercial and Retail Uses mean those commercial activities which provide for sale, lease, or rent of goods, products, services, vehicles, or accommodations for use by individuals, businesses, or groups and which include those uses specified in the ITE Trip Generation Manual under Land Use Code Series 800 and 900. Community Serving means those uses that are operated by non-profit civic organizations, governmental entities, foundations, or fraternal organizations, including places of assembly. Community serving also includes uses such as YMCA, museum, art studio, gallery, cultural center, community meeting spaces, community theater, library, or a fraternal or masonic lodge or club, or any community and civic based uses that do not sell retail goods or services for profit and that participates in community and public activities. Food, beverages, goods, and services may be offered for ancillary fundraising and sales to support the community serving use. Complete Streets means a transportation policy and design approach that requires multimodal transportation improvements to be planned, designed, operated, and maintained to enable safe, convenient and comfortable travel and access for users of all ages and abilities regardless of their mode of transportation and to allow for safe travel by those walking, bicycling or using other forms of non -motorized travel, riding public transportation or driving motor vehicles or low speed electric vehicles. Separate and defined spaces are provided for the various modes of travel planned within the street cross-section. Convenience Retail shall mean a use that sell convenience beverages, food, goods, products, and fuel. Uses include convenience stores, gas stations, fast food, and quick service restaurants with and without drive-thru lanes. Convenience retail uses fall under ITE Land Use Code Series 800 and 900 and include retail uses that generate 250 or more trips per 1,000 square feet or similar trips per an equivalent unit of measure. Development Activity shall mean new residential and non-residential construction, any new land development or site preparation activity, any new construction of buildings or structures, any modification, reconstruction, redevelopment, or upgrade of buildings or structures, any change of use of a building, land, or structure, and any special exception approval, variance, or special use permit that results in an increase in person travel demand (aka impact) above the demand generated by the existing use of property. Property includes submerged lands. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 62 Mobility Plan & Mobility Fee High Impact Retail shall mean grocery stores, supermarkets, superstores, variety stores, package stores, liquor, or alcohol for off -site consumption, where 50% or more of the gross square footage of the use is for the sale of edible or drinkable goods. These uses may offer other goods, products, and services such as on -site consumption of food or beverages, pharmacies, cleaning and household supplies, pharmacies, and other personal services. High Impact Retail uses also include banks, credit unions, sit-down restaurants, and pharmacies. These uses generally generate between 75 and 250 daily trips per 1,000 sq. ft. Indoor Commercial Recreation means facilities that primarily focus on individual or group fitness, exercise, training or provide recreational activities. The uses typically provide exercise, dance or cheerleading classes, weightlifting, yoga, Pilates, cross -fit training, fitness, and gymnastics equipment. Indoor commercial recreation also includes uses such as bowling, pool, darts, arcades, video games, batting cages, trampolines, laser tag, bounce houses, skating, climbing walls, and performance centers. Food, beverages, equipment, and services may be offered for ancillary sales. Industrial means uses that typically have ancillary office space and may have display or merchandise display areas for various trades and industries that are not open to the general public. Industrial uses are also located in land uses and zoning districts intended for industrial uses. Commercial storage means facilities or acreage in which one or more warehouses, storage units or vaults are rented for the storage of goods and/or acreage or is providing for the storage of boats, RVs, vehicle trailers and other physical items that are larger than what is typically stored within an enclosed structure. The acreage for outdoor storage, excluding drive aisles, buffers, and stormwater management areas, shall be converted to square footage for purposes of calculating the fee. This shall not include an individual's personal property where such items are stored by the owner of the land and not for commercial purposes, subject to allowance by land development and zoning regulations. Industrial Uses means those activities which are predominantly engaged in the assembly, distribution, fabrication, finishing, packaging, processing, production, storage, and/or warehousing of goods and products and which include those uses specified in the ITE Trip Generation Manual under Land Use Code Series 000 and 100 but excluding governmental uses. Institutional Uses means those public or quasi -public uses that serve one or more community's social, educational, health, cultural, and religious needs and which include those uses specified in the ITE Trip Generation Manual under the Land Use Code Series 500, and includes Land Use Codes 253, 254, 255, and 620. Land Use Codes 540 and 550 are included in office uses and 580 and 590 falls under community serving. Federal, state, and local government institutional uses, except for community development districts, are exempt from payment of mobility fees. ITE Trip Generation Manual means and refers to the latest edition of the report entitled "Trip Generation" produced by the Institute of Transportation Engineers (ITE), and any official updates hereto. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 63 Mobility Plan & Mobility Fee Level of Service (LOS) means a quantitative stratification of the level of service provided to a facility, roadway, or service stratified into six letter grade levels, with "A" describing the highest level and "F" describing the lowest level; a discrete stratification of a level of service continuum. Long Term Care means communities designed for long term care of on -site residents, such as assisted living facilities, congregate care facilities and nursing homes, with common dining and on - site health facilities for residents that is not a general retail or commercial use open to the public. This use includes ITE Trip Generation Manual Land Use Codes 253, 254, 255, and 620. Low Speed Streets mean a multimodal transportation facility based on either the Dutch Woonerf concept that treats all modes equally with no defined spaces for any mode or bicycle boulevards which feature pavement markings, signage and posted speed limits. Low speed streets also include shared streets which typically do not have raised curbs, distinct pavement markings, traffic control devices, defined parking spaces, or vehicular speed limit signs or have posted speed limits fifteen (15) miles per hour or less. A low -speed street often features signage and sometimes a speed limit that indicates there are multiple users of the shared street. Medical Office means a building or buildings that provide medical, dental, or veterinary services and care. Medical office shall also include any clinics, emergency care uses, and any uses specified in the ITE Trip Generation Manual under Land Use Code Series 600, including Land Use Code 720. Land Use Code 620 is included under Long Term Care land uses. Micromobility means electric powered personal mobility devices such as electric bicycles, electric scooters, hoverboards, One -Wheel, Unicycle, electric skateboards, and other electric assisted personal mobility devices. Low speed vehicles such as golf carts or mopeds are not considered personal micromobility devices. Microtransit Vehicle means low speed vehicles such as autonomous transit shuttles, golf carts neighborhood electric vehicles, or trolleys subject to requirements established by a governmental entity responsible for approval, permitting or regulating said vehicles. Mobile Residence means land uses for the temporary or permanent placement of mobile homes, RVs, tiny homes on wheels, or travel trailers within predefined lots or spaces that have connections for communications, electric, water and wastewater. Mobile residential parks may have common amenities and ancillary buildings with recreation uses, laundry and park office that do not generate additional travel demand and are not assessed a mobility fee. Mobility means the ability to move people and goods from an origin to a destination by multiple modes of travel in a timely (speed) manner. Mobility Fee means a monetary exaction imposed on new development activity to fund projects identified in a mobility plan. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 64 Mobility Plan & Mobility Fee Mobility Fee Expenses means expenditures for: (a) the repayment of principal and interest or any redemption premium for loans, advances, bonds, bond anticipation notes, and any other form of indebtedness then outstanding consistent with statutory allowances and used to advance mobility projects identified in the Mobility Plan; (b) reasonable administrative and overhead expenses necessary or incidental to expanding and improving mobility projects; (c) crosswalks, traffic control and crossing warning devices, landscape, trees, multimodal way finding, irrigation, hardscape, and lighting related to projects; (d) micromobility devices, microtransit vehicles, programs and services, (e) transit circulators, facilities, programs, shuttles, services and vehicles; (f) reasonable expenses for engineering studies, stormwater reports, soil borings, tests, surveys, construction plans, and legal and other professional advice or financial analysis relating to projects; (g) the acquisition of right-of- way and easements for the improvements, including the costs incurred in connection with the exercise of eminent domain; (h) the clearance and preparation of any site, including the demolition of structures on the site and relocation of utilities; (i) floodplain compensation, wetland mitigation and stormwater management facilities; (j) all expenses incidental to or connected with the issuance, sale, redemption, retirement, or purchase of bonds, bond anticipation notes, or other forms of indebtedness, including funding of any reserve, redemption, or other fund or account provided for in the ordinance or resolution authorizing such bonds, notes, or other form of indebtedness consistent with statutory allowances and used to advance mobility projects identified in the Mobility Plan; (k) reasonable costs of planning, design, engineering, and construction, including mobilization, maintenance of traffic during construction and CEI (construction engineering and inspection) services of mobility projects, (1) county administration, implementation updates to the mobility plan and mobility fee, including any analysis, assessments, counts, data collection, plans, programs or studies needed for mobility projects, (m), local match for federal, state and county funded projects. Mobility Fee Off -Set means the equivalent amount of a mobility fee associated with an existing use of a building that is being redeveloped or where a change of occupancy or use is requested. The equivalent mobility fee shall be based on the current use of the building, or the most recent use of the building for a vacant building. Upon demolition of a building, offsets shall be available for up to five years from the date of demolition, unless otherwise provided for in a written agreement with the City or specified in an implementing ordinance. Mobility Fee Schedule means the uses for which a Mobility Fee is to be assessed on development activity within Mobility Fee Assessment Areas. The schedule includes the Mobility Fee rates per unit of measure for each land use. Mobility Fee Technical Report shall mean the City of Longwood 2045 Mobility Plan and Mobility Fee Technical Report dated December 2023 and prepared by NUE Urban Concepts, LLC that documents the analysis, data and methodology used to develop a Mobility Fee and is adopted pursuant to an implementing ordinance which authorizes imposition of the Mobility Fee. This may also be referenced as Mobility Plan and Mobility Fee Technical Report, Technical Report, or 2045 Mobility Plan and Mobility Fee Technical Report. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 65 Mobility Plan & Mobility Fee Mobility Plan shall mean the Complete Streets Plan, Intersections & Parking Plan, and Multimodal Plans, Studies, Programs, and Policies Plan included in the City of Longwood 2045 Mobility Plan dated December 2023 and prepared by NUE Urban Concepts, LLC that identifies mobility projects within the City to meet future person travel demand between 2023 and 2045 and serves as the basis for the City's Mobility Fee. Mobility Plan Implementation shall mean mobility projects identified in the Mobility Plan in recognition that the Mobility Plan may be amended over time, development activity improvements maybe required beyond their impact and eligible to apply for credits, and that the Capital Improvements Program is updated annually and may include amended or new mobility projects. Mobility Project shall mean corridor and intersection improvements such as bike lanes, buffered bike lanes, protected bike lanes, intersections, interchanges, landscape, shared -use paths, trails, greenways, boardwalks, multimodal lanes, pedestrian overpasses or underpasses, roads, roundabouts, sidewalks, streets, and streetscape. Mobility projects also include policies, programs and services, wayfinding, micromobility devices, and microtransit vehicles and lanes. Projects can include new or additional road travel lanes and turn lanes, upgrade of roads that results in a change in functionally classification of the road, complete and low speed streets, new or upgraded traffic signals, traffic synchronization, mobilization, maintenance of traffic, survey, geotechnical and engineering, utilities, construction, PD&E, planning, engineering and inspection, utility relocation, right-of-way, easements, land acquisition, stormwater management facilities. These projects may also be referred to as Mobility Plan projects, multimodal projects, or projects in the Mobility Fee Technical Report and Mobility Fee Ordinance. Mode means the choice of travel that a person undertakes and can include walking, jogging, running, bicycling, paddling, scooting, flying, driving a vehicle, riding a boat, transit, taxi or using a new mobility technology. Motor Vehicle means a car, SUV, truck, van, or motorcycle that is either electric powered, gasoline powered, a hybrid, or some other fuel source that propels the motor vehicle. Motor Vehicle Charging or Fueling means the total number of vehicles that can be charged or fueled at one time (fueling positions). Increasingly, land uses such as superstores, (i.e., super Wal-Mart), variety stores, (i.e., Dollar General), and wholesale clubs (i.e., Costco) are also offering vehicle charging and fueling with or with/out small convenience stores. Outside of Florida, several grocery store chains are also starting to sell fuel. Free standing vehicle charging stations that charge a fee for use and are not a requirement of the City as an ancillary use of a development shall be required to pay a mobility fee. The mobility fee rate per charging or fueling position would be in addition to any mobility fee per square foot under the applicable retail land use with vehicle charging or fueling. Motor vehicle charging stations that are not a primary use or function of a commercial or retail use and are either required by the City or provided as an ancillary use are exempt from payment of the mobility fee. The City shall have the ability to determine if a charging or fueling station is a commercial use. © 7073 NUE Urban Concepts, LLC. All rights reserved. Page 66 Mobility Plan & Mobility Fee Motor Vehicle Cleaning shall mean a building, stalls, stations, or tunnels for the cleaning, detailing, polishing, washing, or waxing of motor vehicles or boats which fall under the description of ITE Trip Generation Manual Land Use Code Series 800 and 900. This use includes full -service, partial service, and self-service uses. The unit of measure shall be the number of bays or stalls for self-service cleaning, and the number of approach lanes for automated, semi -automated, or tunnel washes where payment is rendered or a card, code, or other means is used to access the cleaning service. For uses with automated, semi -automated, or tunnels, finishing stations for detailing, drying, or vacuuming Mobility Fees shall also be assessed at a rate of one (1) station per every five (5) finishing stations. For uses with self-service bays or stalls, which typically feature a greater number of facilities than automated or semi -automated facilities, finishing stations for detailing, drying, or vacuuming, Mobility Fees shall also be assessed at a rate of one (1) station per every ten (10) finishing stations. Motor Vehicle Service shall mean a building, bays, service bays, stalls, or stations for the routine maintenance of motor vehicles including oil changes, cleaning, or replacing filters, replacing windshield wipers, changing tires, providing for maintenance, service, and repair, and changing and topping off vehicle fluids and falls under the description of ITE Trip Generation Manual Land Use Code Series 800 and 900. Any building square footage associated with motor vehicle service would fall under retail uses and pay the applicable mobility fee per the square footage of the building not associated with the quick lube service. Multimodal means multiple modes of travel including, but not limited to walking, bicycling, jogging, rollerblading, skating, scootering, riding transit, driving a golf cart, low speed electric vehicle or motor vehicle. Multimodal facility means a sidewalk, bicycle lane, buffered or protected bicycle lane, multimodal or flex lane, high occupancy vehicle lane, shared -use path, trail, greenway, boardwalk, transit stop, transit station, transit pull-out, crosswalk, mid -block crossing, pedestrian signal, mobility hub, low speed street, shared street, traffic calmed street, streetscape, hardscape, or traffic calming. Non -Residential Square Feet means the sum of the gross floor area (in square feet) of the area of each floor level under cover, including cellars, basements, mezzanines, penthouses, corridors, lobbies, stores, and offices, that are within the principal outside faces of exterior walls, not including architectural setbacks or projections. Included are all areas that have floor surfaces with clear standing head room (six feet six inches, minimum) and are used as part of primary use of the property of their use. If an area within or adjacent to the principal outside faces of the exterior walls is not enclosed, such as outdoor restaurant seating, areas used for storage of goods and materials, or merchandise display, and is determined to be a part of the primary use of property, this gross floor area is considered part of the overall square footage of the building. Areas for parking, circulation, ingress, egress, buffers, conservation, walkways, landscape, stormwater management, and easements or areas granted for transit stops or multimodal parking are not included in the calculation of square feet. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 67 Mobility Plan & Mobility Fee Office means banks, financial services, general offices, hospitals, higher education, post -secondary trade schools, and professional activities primarily involving the provision of professional or skilled services, including but not limited to accounting, legal, real estate, insurance, financial, engineering, architecture, accounting, and technology. Office Uses means those businesses which provide professional services to individuals, businesses, or groups and which include those uses in the ITE Trip Generation Manual under Land Use Code Series 600 and 700 and includes Land Use Codes 540, 550, 911 and 912. Land Use Code 620 is included under institutional uses. Off -site Improvement means improvements located outside of the boundaries of development activity or on the opposite side of a right-of-way not adjacent to the boundary of the development activity, excluding improvements such as mid -block crossings, traffic signals, left turn lanes that are part of development activity relate access improvements. If an improvement provides a benefit to person travel not associated with development activity such as a turn lane serving another development or an off -site sidewalk connection to a school or park shall generally be considered an off -site improvement. Off -site improvements also include mobility projects that are not a site - related or development activity requirement of the Comprehensive Plan, land development regulations, development order condition, or a condition of a access or right-of-way permit. Outdoor Commercial Recreation means outdoor recreational activity including land uses with miniature golf, batting cages, video arcade, bumper boats, go-carts, golf driving ranges, tennis, racquet or basketball courts, soccer, baseball and softball fields, paintball, skating, cycling or biking that require paid admittance, membership or some other type of fee for use. Buildings for refreshments, bathrooms, changing and retail may be included. The fee shall be based upon the total acreage of the facility for active uses outside of buildings and all buildings used to carry out a primary function of the land use activity. Areas for parking, buffers and stormwater that are not active features of the land use are excluded from the fee acreage. The use would generallyfall under the ITE Land Use Code Series 400. Overnight Lodging means places of accommodations, such as bed and breakfast, inns, motels, hotels and resorts that provide places for sleeping and bathing and may include supporting facilities such as restaurants, cocktail lounges, meeting and banquet rooms or convention facilities, and limited recreational facilities (pool, fitness room) intended for primary use by guest(s) and which include those uses specified in the ITE Trip Generation Manual under the Land Use Code Series 300. Person Miles of Capacity (PMC) means the number of persons "capacity" that can be accommodated, at a determined standard, on a facility while walking, bicycling, riding transit, driving, or using a mobility assisted device over a defined distance. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 68 Mobility Plan & Mobility Fee Person Miles of Travel (PMT) means a unit used to measure person travel made by one person where each mile traveled is counted as one person mile. PMT is calculated by multiplying person trip length by the number of person trips. The increase in future person miles of travel is used to plan multimodal project needs that form the basis for a mobility fee. Person Miles of Travel Factor (PMTf) shall mean the factor utilized to convert vehicle miles of travel to person miles of travel based on the 2017 National Household Travel Survey. Person Travel Demand (PTD) means travel demand from development activity based on trip generation, pass -by trips, person trips, person trip lengths, limited access travel, urban area travel, and both the origin and destination of trips. The resulting mobility fees are roughly proportional to the person travel demand per use and assessment area provided on the mobility fee schedule. Person Trip (PT) means a trip by one person by one or more modes of travel including, but not limited to, driving a motor vehicle or low speed electric vehicle, riding transit, walking, bicycling or form of person powered, electric powered or gasoline powered device. Person Trip Length (PTI) means the length, in miles, of a person trip per trip purpose. Private Education means building or buildings used for pre-school, private school, childcare, or day care where students are educated by a non -governmental entity with grades ranging from pre- kindergarten to 12th grade. Private schools do not include Charter Schools, which are exempt from local government fees per Florida Statute. Childcare and day care shall mean a facility where care for young children is provided, normally during the daytime hours. Day care facilities generally include classrooms, offices, eating areas and playgrounds. Postsecondary education falls under office uses. These uses are under ITE Trip Generation Manual under Land Use Code Series 500. Quality of Service (QOS) means a quantitative stratification of the quality of service of personal mobility stratified into six letter grade levels, with "A" describing the highest quality and "F" describing the lowest quality: a discrete stratification of a quality -of -service continuum. Quick Service Restaurant Drive-Thru means a quick service restaurant where an order for food is placed or a pick-up/delivery lane where an order is picked -up by either a customer that placed an online order or a delivery service. Quick service restaurants are establishments serving beverages, food, or both with higher turnover, quick service, and may feature either counter service or selection of items from a counter and would fall under the descriptions of ITE Trip Generation Manual Land Use Codes 930, 933, 934, 935, 936, 937, and 938. The vehicle will proceed to one or more common pick-up windows, lockers, stations, or functional equivalent after the order has been placed. Quick service restaurant with drive-thru may be located in multi -tenant retail or free-standing retail buildings. This use also includes any quick service restaurants that do not offer indoor seating and are intended to primarily be served by vehicle delivery services or pick-up or drive-thru only orders placed online. These uses may provide a walk-up order window. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 69 Mobility Plan & Mobility Fee Recreation Uses mean those public or quasi -public uses that serve a community's social, cultural, fitness, entertainment, and recreational needs, which include applicable land uses specified in the ITE Trip Generation Manual under Land Use Code Series 400 and 500. Residential Uses mean a dwelling unit and shall include those uses specified in the ITE Trip Generation Manual under the Land Use Code Series 200. Residential means a dwelling unit and shall include those uses specified in the ITE Trip Generation Manual under the Land Use Code Series 200, except for Land Use Codes 253, 254, and 255. Residential includes tiny homes, accessory dwelling units, and dormitories. Residential and Lodging Uses means a dwelling unit or room in overnight accommodations or mobile home or RV park and shall include those uses specified in the ITE Trip Generation Manual under the Land Use Code Series 200 and 300 and Land Use Code 416. Land Use Codes 253, 254, and 255 are considered institutional uses. Residential Square Feet means the sum of the area (in square feet) of each dwelling unit measured from the exterior surface of the exterior walls or walls adjoining public spaces such as multifamily or dormitory hallways, or the centerline of common walls shared with other dwelling units. Square feet include all livable, habitable, and temperature controlled enclosed spaces (enclosed by doors, windows, or walls). This square footage does not include unconditioned garages or unenclosed areas under roof. For multifamily and dormitory uses, common hallways, lobbies, leasing offices, and residential amenities are not included in the square feet calculation, unless that space is leased to a third -party use and provides drinks, food, goods, or services to the public or paid memberships available to individuals that do not reside in a dwelling unit. Retail means entertainment, personal service, restaurant, and retail uses. This includes land uses under ITE Land Use Codes Series 400, 800, and 900. Retail includes all uses that do not fall under High Impact or Convenience Retail uses. Service Standard means the adopted or desired quality or level of service for a bicycle facility, pedestrian facility, roadway, shared -use multimodal facility, or transit. Shell Building means the foundational and structural elements that separate interior and exterior space and includes the roof, walls, windows, doors, mechanical systems, and rough plumbing and electric. Common areas are typically finished. Interior spaces are designed to be finished by the tenant with wall coverings, ceiling, flooring, lighting, electrical and plumbing finishes, and furnishings. The floor may or may not be finished with concrete to allow for flexibility in the location of plumbing service lines. 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 70 Mobility Plan & Mobility Fee Small Retail Business means entertainment, personal service, restaurant, and retail uses. Buildings maybe either free-standing or multi -tenant. The City of Longwood may elect to establish a program that establishes criteria to qualify as a small retail business. Until the City establishes a program, and an applicant receives formal approval, the small retail business mobility fee rate would not be applicable. This includes land uses under ITE Land Use Codes Series 400, 800, and 900. Streetscape means hardscape elements such as pavers, benches, lighting, trash and recycling receptacles, fountains, seating, shade structure, crosswalks, landscape elements such as canopy and understory trees, shrubs, bushes, grasses and flowers, green infrastructure and architectural structures and projections that provide shade and protection from various weather conditions. Trip means travel between locations, often times between an origin, such as a home, to a destination, such as a business, but the trip can end and begin at the same location, such as walking a dog in the neighborhood where the home is both the origin and destination. Trip Length shall mean the length of a trip per trip purpose. Trip Purpose means the primary purpose at the destination of a trip such as travel to buy goods, services, or meals, entertainment, recreation, school, work, places of assembly, errands, medical, day care, or work related. Trip purpose may be either home based, meaning the trip originates at a residence, or non -home based, meaning the trip originates at a destination other than a residence. Use shall mean a use of land for residential or non-residential purposes. For Mobility Fee purposes the terms land use and use are interchangeable. The inclusion of a land use or use on the Mobility Fee schedule does not mean that land use or use is permitted by the City's Comprehensive Plan or Land Development Regulations. Any defined term in this Technical Report does not supersedes definitions in the City's Comprehensive Plan or Land Development Regulations for purposes of non - mobility fee related items. Vehicle Miles of Travel (VMT) means a unit to measure vehicle travel made by a motor vehicle where each mile traveled is counted as one vehicle mile regardless of the number of persons in the vehicle. VMT is calculated by multiplying the length of a road segment by the total number of vehicles on that road segment. Vehicle Occupancy (VO) means the total number of persons in a single motor vehicle making a trip. Vehicle Trip means a single motor vehicle, regardless of the number of persons in the motor vehicle. The Remainder of This Page Intentionally Left Blank 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 71 (P Mobility Plan & Mobility Fee RECOMMENDED NEXT STEPS The adoption of the 2045 Mobility Plan and Mobility Fee may require additional tasks to administer and implement the Plan and Fee. The following are recommended next steps that the City of Longwood should consider commencing: (1) Seminole County Mobility Fee Coordination: Longwood should begin discussions with Seminole County on addressing impact on County Roads and a share of Mobility Fees to be set aside as a local match for funding the design and construction of improvements to County Roads. The City will need to address the County's Mobility Fee Ordinance requirements to replace the County Mobility Fee with a City Mobility Fee. The City will also need to develop an interlocal agreement with the County related to collection of County Mobility Fees. Longwood should begin discussions with the County on integrating the Mobility Plan projects into the 2024 sales tax referendum and consideration of the Charter County Infrastructure Surtax. (2) FDOT, MetroPlan Orlando Coordination: Longwood should begin discussions with FDOT and MetroPlan on integrating the Mobility Plan projects into the 2045 LRTP and closely coordinate with both parties as MetroPlan begins to start the development of the 2050 LRTP. The coordination should also address the incorporation of Mobility Plan projects into existing funded and planned projects, and the pursuit of funding for Mobility Plan projects through existing or upcoming grant and funding request opportunities. (3) Comprehensive Plan Amendment: Within one year from the date of adoption of the Mobility Fee, the City will need to amend the Comprehensive Plan to recognize adoption of the 2045 Mobility Plan and Mobility Fee and remove policies related to Transportation Concurrency Exception Areas (TCEA's), Transportation Concurrency, and proportionate share. The Amendment would need to update the various tables of improvements to ensure internal consistency. (4) Multimodal Quality of Service Standards (QOS) & Land Development Regulations: Longwood should consider developing Complete Street design standards and policies based on Multimodal Quality of Service (QOS) standards to implement the 2045 Mobility Plan. Longwood should also consider replacing traffic impact analysis with site access analysis or mobility solutions reports to incorporate the 2045 Mobility Plan and ensure new development is addressing both vehicular and multimodal transportation. The LDRs should the update to ensure that new development is designing its internal streets in a Complete 9 2023 NUE Urban Concepts, LLC. All rights reserved. Page 72 a_� Mobility Plan & Mobility Fee Street manner and that external impacts and improvements appropriately address multimodal transportation. Longwood should also consider implementing FDOT's Context Classification (Figure 16). Figure 16. FDOT's Context Classification ray€:. �aMt 1 arc c* 16 -- +� _ I.. Cl. �i:1t�"i.�;' •�. ,9" .. c1-xaWral cY-Rural C2r-Reral town .3..abarban ...-Suburban e4-urban men. ral Gs -urban linter e6-urban care lamspreServeR lna naMml Sparsely sexed lanRs'. may Small mnceMa9onsW Realtlentlal Commerolal Mxo{nses setwiMM small Mu oiusesselwAM1ln Areas wlNlM1e rlgreel censNes rwlltlemessmrdNon, Irclntleagrl[albrellanr, tleveMpetla metliably Reshy realtlenlial uses MnRly nen-resAenral 1—wlN awDI 0 onnecRO small tlorl¢wlNa anO WIIdmg.9g ,antl wtiNin 1,[lutling Mnds rmnitade grassrantl,wmolanp anh murder-dy M[al antl ,-thin large elocksantla swltn large tluficing '.d neMnM1. Mayealeno welt-cunrkcktl roatlway Fo6Y tlassifiea large urtranlze0 krseNemenitlueM naNrel wedantls. mWrLareas', pmlutles ma ny dlscmnetmorsparee-prinLsantllarge to ng clslanses. The reaeuay mNmrh. Typl[ally Areas �populafim 11,DOD ,rrrj. coMNens. M1i9orAAwry. r.d., network. paMing 1.w 1, nerverku—y[nn—. .mt,t,d a,,,d Many are regional centers antl large hlece -a l..oral mlphremmtls few hlecla antl denied tleRnarons. rulld,,g. hate sr—d or sparse mmedi-ly aMng ire mr,d,r as partofad0c or mixetlases, areewroplome mtlnnway nel k cr herintl the uses hrnrng ranter da r .V..antlarewiminawJl- m...away. mmrmnity,lmm, or city. mnreCm rmtlw.y n.1— (7) Service Charge Study: Longwood should also consider undertaking or updating a service charge study. Florida Statute limits administrative charges to the cost of administering and implementing mobility fees. The service charge study would provide a factual basis for assessment of a service charge to offset administrative cost. The service charge would also address future updates and application fees for special studies, request for credits or offsets, and special assessments. (8) Administrative Procedures: Longwood should consider developing or updating administrative procedures to administer and implement the Mobility Plan and Mobility Fees. The mobility fee ordinance will address big picture legal and statutory requirements. Administrative procedures will govern day-to-day administration and provide the City with continuity of service should staff turnover occur. (9) Multimodal Baseline Analysis: Longwood should consider a comprehensive inventory of its existing multimodal network and developing GIS files to digitally map its multimodal network. The analysis should utilize multimodal quality of service standards and establish baseline conditions and current QOS levels provided. This will enable the City to measure performance of the mobility plan over time. The City should also start an annual traffic count program for its streets where data is not collected by the County or FDOT. The counts would allow the City to monitor progress of the Mobility Plan. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 73 (7) Service Charge Study: Longwood should also consider undertaking or updating a service charge study. Florida Statute limits administrative charges to the cost of administering and implementing mobility fees. The service charge study would provide a factual basis for assessment of a service charge to offset administrative cost. The service charge would also address future updates and application fees for special studies, request for credits or offsets, and special assessments. (8) Administrative Procedures: Longwood should consider developing or updating administrative procedures to administer and implement the Mobility Plan and Mobility Fees. The mobility fee ordinance will address big picture legal and statutory requirements. Administrative procedures will govern day-to-day administration and provide the City with continuity of service should staff turnover occur. (9) Multimodal Baseline Analysis: Longwood should consider a comprehensive inventory of its existing multimodal network and developing GIS files to digitally map its multimodal network. The analysis should utilize multimodal quality of service standards and establish baseline conditions and current QOS levels provided. This will enable the City to measure performance of the mobility plan over time. The City should also start an annual traffic count program for its streets where data is not collected by the County or FDOT. The counts would allow the City to monitor progress of the Mobility Plan. © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 73 Mobility Plan & Mobility Fee CONCLUSION The City of Longwood's Mobility Fee is based on the projects identified in the 2045 Mobility Plan. The future travel demand analysis provided in this Technical Report clearly demonstrates there is growth in travel demand projected within the City. The Mobility Plan establishes the framework over the next 22-years to move people, provide choices, and meet future travel demand through expansion of the City's multimodal transportation system by adding curbless shared streets, boardwalks, shared -use paths, trails, sidewalks, traffic calming, intersections, PHBs, multimodal crossings, parking improvements, a mobility hub, and multimodal plans, studies, programs, and policies. The City's Mobility Fee is a streamlined, equitable way for development activity to mitigate its impact to the multimodal transportation system. Mobility Plan projects and the Mobility Fee are based on the projected increase in person miles of travel and person miles of capacity between 2023 and 2045: consistent with the "needs" requirement of the dual rational nexus test. The Mobility Fee is also based on the person travel demands attributable to new development activity and is roughly proportional to the impact the development has on the City, County, and State Roads within the Mobility Study Area, consistent with Florida Statute Sections 163.3180 and 163.31801. The implementation of a Mobility Fee Benefit District, where a Mobility Fee paid by development activity is to be expended to fund multimodal projects within a Mobility Fee Benefit District, ensures that the Mobility Fee will meet the "benefits" requirement of the dual rational nexus test. The City's Mobility Fee will be assessed and collected by the City on development activity that results in an increase in person travel demand within the City. The Mobility Fee has been developed to offset the impact of development activity on City, County, and State Roads within the Study Area. The City needs to meet with Seminole County to discuss replacement of the County's Mobility Fee with the City's Mobility Fee. The discussion should include determining potential set asides of Mobility Fee funds for funding improvements on County Roads. The analysis of existing vehicle miles of travel (VMT) for County Roads within the Mobility Study Area is 35%. The share of the cost of mobility projects on County Roads within the Mobility Study Area is roughly 3%. The share of unfunded mobility projects on County Roads in the Mobility Plan is just under 2%. The Mobility Fee includes some increases that are above the current County Mobility Fee. The City can charge a Mobility Fee upon adoption of the Mobility Fee ordinance, so long as the Mobility Fee does not exceed the County's Mobility Fee. The City could then phase -in the increase in Mobility Fees 90 days after adoption of the ordinance at a rate not to exceed 12.5% © 7073 NUE Urban Concepts, LLC. All rights reserved. Page 74 a_� Mobility Plan & Mobility Fee per year above current fees. All of the City fees are either less than or roughly 10% above County Mobility Fees, therefore all City fees can go into effect either immediately after adoption or after 90 days following adoption. The City will need to develop a program for development activity to qualify for the reduced affordable and workforce housing rate and the small retail business rates on the Mobility Fee schedule. The Technical Report also identifies several additional actions that the City should consider undertaking. The 2045 Mobility Plan, based on growth in population and increases in person miles of travel, includes mobility projects that provide the person capacity "needed" to meet the travel demands of development activity. The new growth evaluation demonstrates that new development is not being assessed more than its "attributable and assignable" share of the cost of the Mobility Plan. The person travel demand for each use included in the Mobility Fee schedule meets the "rough proportionality test" established through case law. The establishment of Mobility Fee Benefit Districts ensures that Mobility Fees will be expended to provide a mobility "benefit" to development activity that pays a Mobility Fee. Payment of the Mobility Fee addresses mitigation of the person travel demand generated by development activity within the City. The 2045 Mobility Plan and the Mobility Fee meets the "dual rational nexus test" and is consistent with the requirements of Florida Statute Sections 163.3180, 163.31801 and Florida Statute Chapter 380. The Remainder of This Page Intentionally Left Blank © 2023 NUE Urban Concepts, LLC. All rights reserved. Page 75 MAP A Mobility Study Area (MSA) Green Way Blvd w x w r ' EE Williamson Ind SEPTEMBER 2023 Major Collector Minor Collector City of Longwood Mobility Study Area (MSA) 0 0.5 1 mi M —.-L�A A® MOBILITY COHORT � VIJ■ NUE URBAN CONCEPTS .. E _ .. o ... o . , o „ o .. , LAND USE • MOBILITY • PARKING • FEES Mobility Plan ------------ c��NECi1NG r-------' II 1 r-----' I ' I I I 1 I I I f I -- i \ I E I I= I - _ ! 1 \1 W I---- ' . . I 1 _J I I I + I 215D EE Williamson Rd 1 I 1 I o r 'I 215K Longsdale Ave 85 I ' 1 �I 2151 21SLrip 1I - - - - - - - - - - I I 30 85 AN �! i __i 85 1215E Orange Ave -r 4i� \r`r 1 - I I � 25 215C 11215'J 1 1 1 I 50 Ln Ln ----i1 I N L, 1 I 215E _ I 215G 235 24 15H 135 SR 434 22225 i k` ____________, II r _14 230 �\ ✓�'Li '\\ �` 215B „ IN m U NO 4�215A g5 Wildmere Ave _ i ` 5 Bennett Dr � I la %I— — — to r In i Ir------I i I I I 135 Dog Track Rd ' I ± I 1 I I 0 025 OSmi Complete Streets Projects Complete Street Retrofit New Complete Street Curbless Shared Street Multi -Use Trail Shared -Use Path Traffic Calming Traffic Ops Improvement — — Boardwalk Intersection Projects Pedestrian Hybrid Beacon (PHB) ♦ Mobility Intersection Improvement Multimodal Intersection Improvement • Trail Crossing ' Longwood City Limits NUE�URBAN CONCEPTS ED ❑ = C� MOBILITY COHORT LAND USE • MOBILITY • PARKING • FEES I MAP C Mobility Plan Nc- Bicycle & Pedestrian Master Plan RP 9P• C�NNECi1N� FLO4 r-----------�. l I .. 1 i rl 1 1 E I I I I 1 EE Williamson Rd 215D i - 1 � � I N O 1 it 215K Longsdale Ave 85 r c' , 80 ' 26 •0 215 L 30 85 `I i --- ;r---------I i i / I --------; ij 85 �G.� s! 215E Orange Ave + ---, i �" 25 215C215JL + Eso L Warren Ave In r1� SR 434 215F 215G 230 2401#15H 135 SR 434 225 --; 23�5 140 ;220 1 I 1 5 Bennett Dr I � I I 35 I i I _UQ_rtJi 5t 0.25 0.5 mi mommu== A 1 85 Wildmere Ave00 / / I 1 I � rr ----j Dog Track Rd Complete Street Retrofit New Complete Street Curbless Shared Street Multi -Use Trail Shared -Use Path Traffic Calming Traffic Ops Improvement Boardwalk Intersections & Parking Pedestrian Hybrid Beacon (PHB) ♦ Mobility Intersection Improvement ♦ Multimodal Intersection Improvement • Trail Crossing ' Longwood City Limits L-- Bicycle/Pedestrian Master Plan Recommended Improvements Recommended Intersections *Bicycle & Pedestrian Master Plan projects shown for connectivity purposes. Detailed project information can be found in the City of Longwood Bicycle & Pedestrian Master Plan. /i •r \ f, I -- NUE URBAN CONCEPTS D D - C ® MOBILITY COHORT LAND USE • MOBILITY • PARKING • FEES MAP D Mobility Fee Assessment Area Assessment Area 4 I � it L�nwcj[qHills Rd rrl urcb � 0 j T E Warren L,� U T91 �. �l 434 Longwood Assessment Area IL___; Longwood City Limits �I �I f L� I V f I{� 4+tJ, III 1 Wil re Aver rack Rd 0 0.5 1 mi I 1 1 A ® MOBILITY COHORT IMALK NUE URBAN CONCEPTS LAND USE • NGGILITY • PARKING • FEES MAP E Mobility Fee Benefit District 0 Longwood Mobility Fee Benefit District 0 Extra Jurisdictional Benefit District Road Network _1 Longwood City Limits Green Way Blvd 'Ott - .Y o _ o General Hutchinson Pkwy ri I:I? Williamson d Long oodH" 7� L v r� � � G N Warren Ave E Church Ave ri SR 434 �1 41 SR 434 CD J� m a w - o Q Dog Track R North St a cn 3 0 n. n. Y 1: Central Pkwy SR 436 SR 43 u.�1�►1�'riiaEw 0 o.s 1 mi NUE URBAN CONCEPTS D D = C ®MOBILITY COHORT LAND USE •MOBILITY •PARKING •FEES APPENDIX A: Florida Department of Economic Opportunity (DEO) Transportation Guidance DEJFLGR �' �A1 L1OL41p1N �HE'TRc °eca+`�`o.�Miic`"rr Search this site... ESPANOL I KREYOL jam..+tlnll•0..1v.,, pPPQRI IJNRT C._ Transportation Planning VHome Transportation Element Section 163.3177(6)(b), Florida Statutes, establishes the requirements for transportation and mobility planning in local government comprehensive plans. Community Planning Comprehensive plans must focus on providing a multimodal transportation system that emphasizes public transportation systems, where feasible, and encourages Table of Contents economic development through flexible transportation and mobility options for Florida communities. Links to transportation planning related issues and organizations are included below to help provide additional information on transportation mobility planning in Florida. Areas of Critical State Concern Program Multimodal Transportation Accessing Comprehensive Plans and Plan Amendments A multimodal transportation system recognizes the importance of providing mobility options through a variety of integrated travel modes, such as by bus or rail (Florida Papers) transit, bicycle, automobile, or foot. A well -designed multimodal transportation network minimizes impacts to the environment and enhances the livability of ORC Reports and Notices neighborhoods by increasing transportation options, expanding access, and increasing connectivity between destinations. of Intent A well -designed and efficient transportation network can help create a sustainable development pattern that contributes to the community's prosperity, enhances Evaluation and Appraisal transportation efficiency by minimizing vehicle trips and contributes to a healthier environment by reducing air pollution and greenhouse gas emissions. Review of the Comprehensive Plan The Transportation Element of a local government's comprehensive plan should contain policies that will create a well-connected multi -modal transportation General Information network; support increased residential densities and commercial intensity; help walking become more practical for short trips; support bicycling for both short- and About Developments of long-distance trips; improve transit to serve frequented destinations; conserve energy resources; reduce greenhouse gas emissions and air pollution; while Regional Impact and maintaining vehicular access and circulation. Key multimodal transportation strategies can include the following: Florida Quality Developments ► Create an interconnecting grid network of streets, connectors, arterials and sidewalks that provide a complete and accessible transportation network; Developments of ► Establish land use patterns that support a mixture of residential, commercial and retail uses, and dense populations and urban intensities, so that transit Regional Impact Repository service may be provided more efficiently and economically; List of Local ► Increase the viability of pedestrian and bicycle travel; Governments Qualifying ► Integrate land use and transportation planning to create communities that provide transportation choice; and, as Dense Urban Land Areas ► Accommodate the flow of freight throughout the state so that the economy can continue to grow. Revitalization of Expired Homeowners Association Other multimodal transportation planning efforts, such as transit -oriented developments, defined in section 163.3164(46), Florida Statutes, are being developed Declarations and and planned by the Cities of Boca Raton, Clearwater, Gainesville, Jacksonville, Miami, Tampa and West Palm Beach, and in Broward, Miami -Dade, Palm Beach Covenants and Pinellas Counties and other locations. Below are a several examples of successful multimodal transportation planning efforts in Florida: Community Planning ► Alachua County, Department of Growth Management, Transportation Planning L' - Alachua County's Mobility Plan includes transit -oriented Staff Directory (Alphabetical) development and multimodal transportation planning as one of several methods being implemented to provide mobility options. Community Planning ' City of Gainesville, Planning Department, Comprehensive Planning [' - The City of Gainesville comprehensive plan includes six mixed -use Review Team categories and eight Special Area Plans based on Traditional Neighborhood Development standards and an established Urban Infill and Redevelopment Assignments Area. Complete Streets Complete Streets is a transportation strategy to develop an integrated, connected networks of streets that are safe and accessible for all users, including pedestrians, bicyclists, motorists, and transit riders of all ages and abilities. According to Smart Growth America and the National Complete Streets Coalition, Complete Streets make active transportation such as walking and bicycling convenient, provide increased access to employment centers, commerce, and educational institutions, and allow greater choice in travel. In Florida, complete streets are context -sensitive. For example, a street considered complete for use within a dense urban area would look and function very differently from one located in a rural area, and a complete suburban street would look and function differently from both the urban and rural complete streets. One way to think about what elements are necessary to create a complete street is to determine its context within the community and based upon that context, match the design and operation of that street with the direction and guidance provided in the local government's comprehensive plan. As an example, some communities use an Urban -Rural Transact (or simply Transact) to assign portions of their community into approximately five or six "context zones" based on the degree of development intensity desired and geographic location, ranging from very low intensity rural context zones to more intense urban context zones. For each context zone, the community establishes a context in terms of appropriate public facility design, urban design, general spatial form, and appropriate street types. This approach allows the local government to determine, in its comprehensive plan or other public planning document, which portions of the community fit within which context zone, and to provide guidance within the comprehensive plan as to what mobility functions (such as walking, biking, transit use) are most important in that context zone, and what design features and operational characteristics are appropriate for streets in that location. Several examples of communities have initiated complete streets planning in Florida. Here are a few excellent examples: ► Model Design Manual for Living Streets - Los Angeles County, 2011 ► Deerfield Beach Complete Street Guidelines Lr ► Ft. Lauderdale Complete Streets Lr Transportation Concurrency In accordance with the Community Planning Act, local governments may establish a system that assesses landowners the costs of maintaining specified levels of service for components of the local government's transportation system when the projected impacts of their development would adversely impact the system. This system, known as a concurrency management system, must be based on the local government's comprehensive plan. Specifically, the local government comprehensive plan must provide the principles, guidelines, standards, and strategies, including adopted levels of service, to guide the application of its transportation concurrency management system. Prior to June 2, 2011, transportation concurrency was mandatory for local governments. Now that transportation concurrency is optional, if a local government chooses, it may eliminate the transportation concurrency provisions from its comprehensive plan and is encouraged to adopt a mobility fee based plan in its place (see below). Adoption of a mobility fee based plan must be accomplished by a plan amendment that follows the Expedited State Review Process. A plan amendment to eliminate transportation concurrency is not subject to state review. It is important to point out that whether or not a local government chooses to use a transportation concurrency system, it is required to retain level of service standards for its roadways for purposes of capital improvement planning. The standards must be appropriate and based on professionally accepted studies, and the capital improvements that are necessary to meet the adopted levels of service standards must be included in the five-year schedule of capital improvements. Additionally, all local governments, whether implementing transportation concurrency or not, must adhere to the transportation planning requirements of section 163.3177(6)(b), Florida Statutes. Mobility Fee Based Plans If a local government elects to repeal transportation concurrency, it is encouraged to adopt an alternative mobility funding system that uses one or more of the tools and techniques identified in section 163.3180(5)(f), Florida Statutes: ■ Adoption of long-term strategies to facilitate development patterns that support multimodal solutions, including urban design, appropriate land use mixes, intensity and density. ► Adoption of an area wide level of service not dependent on any single road segment function. ■ Exempting or discounting impacts of locally desired development. ■ Assigning secondary priority to vehicle mobility and primary priority to ensuring a safe, comfortable, and attractive pedestrian environment with convenient interconnection to transit. ■ Establishing multimodal level of service standards that rely primarily on non -vehicular modes of transportation where existing or planned community design will provide adequate a level of mobility. ■ Reducing impact fees or local access fees to promote development within urban areas, multimodal transportation districts, and a balance of mixed -use development in certain areas or districts, or for affordable or workforce housing. Requirements for Transportation Concurrency If a local government elects to use transportation concurrency, it must adhere to the following concurrency requirements in section 163.3180(5), Florida Statutes: ► Include principles, guidelines, standards, and strategies, including adopted levels of service, to guide the application of concurrency to transportation. ► Use professionally accepted studies to evaluate the appropriate levels of service. ■ Adopt appropriate amendments to the capital improvements element of the comprehensive plan consistent with the requirements of section 163.3177(3), Florida Statutes. ■ Allow for proportionate share contributions to mitigate transportation impacts for all developments, including developments of regional impact (DRIB), consistent with section 163.3180(5)(h), Florida Statutes. ► Consult with the Florida Department of Transportation when proposed amendments affect the Strategic Intermodal System. ■ Exempt public transit facilities from concurrency. In addition, local governments are encouraged to develop tools and techniques to complement the application of transportation concurrency consistent with section 163.3180(5)(f), Florida Statutes, and to coordinate with adjacent local governments for the purpose of using common methodologies for measuring impacts to transportation facilities. Links ■ Florida Department of Transportation - Florida Transportation Plan & ■ Model Regulations and Plan Amendments for Multimodal Transportation Districts TC ■ Florida Metropolitan Planning Organizations Er ■ Florida Department of Transportation - Forecasting and Trends Office & ■ East Central Florida Corridor Task Force & ■ Florida Scenic Highways & ► Transportation Site Impact Handbook L' ■ Florida Transit -Oriented Development L' ■ A / Framework for Transit Oriented Development in Florida, published March 2011 ► Florida Department of Transportation - Pedestrian and Bicycle Design 0 ■ Florida Department of Transportation, Public Transit Office 0 ■ Florida Safe Mobility for Life Coalition 2 ■ Florida Safe Mobility for Life Coalition's Aging in Place Checklist ► The Florida Greenbook Lr ► Pasco County Mobility Fees L' APPENDIX B Florida Impact Fee Act CHAPTER 2021-63 Committee Substitute for Committee Substitute for Committee Substitute for House Bill No. 337 An act relating to impact fees; amending s. 163.31801, F.S.; defining the terms "infrastructure" and "public facilities"; requiring local governments and special districts to credit against the collection of impact fees any contribution related to public facilities or infrastructure; providing conditions under which credits may not be applied; providing limitations on impact fee increases; providing for retroactive operation; requiring specified entities to submit an affidavit attesting that impact fees were appropriately collected and expended; providing that impact fee credits are assignable and transferable regardless of when they the credits were established; requiring school districts to report specified information regarding impact fees; providing a directive to the Division of Law Revision; providing an effective date. Be It Enacted by the Legislature of the State of Florida: Section 1. Section 163.31801, Florida Statutes, is amended to read: 163.31801 Impact fees; short title; intent; minimum requirements; audits; challenges.— (1) This section may be cited as the "Florida Impact Fee Act." (2) The Legislature finds that impact fees are an important source of revenue for a local government to use in funding the infrastructure necessitated by new growth. The Legislature further finds that impact fees are an outgrowth of the home rule power of a local government to provide certain services within its jurisdiction. Due to the growth of impact fee collections and local governments' reliance on impact fees, it is the intent of the Legislature to ensure that, when a county or municipality adopts an impact fee by ordinance or a special district adopts an impact fee by resolution, the governing authority complies with this section. (3) For purposes of this section, the term: (a) "Infrastructure" means a fixed capital expenditure or fixed capital outlay, excluding the cost of repairs or maintenance, associated with the construction, reconstruction, or improvement of public facilities that have a life expectancy of at least 5 years, related land acquisition, land improve- ment, design, engineering, and permitting costs; and other related con- struction costs required to bring the public facility into service. The term also includes a fire department vehicle, an emergency medical service vehicle, a sheriffs office vehicle, a police department vehicle, a school bus as defined in s. 1006.25, and the equipment necessary to outfit the vehicle or bus for its 1 CODING: Words stricken are deletions; words underlined are additions. Ch. 2021-63 LAWS OF FLORIDA Ch. 2021-63 official use. For independent special fire control districts, the term includes new facilities as defined in s. 191.009(4). (b) "Public facilities" has the same meaning as in s. 163.3164 and includes emergency medical, fire, and law enforcement facilities. W(3) At a minimum, each local government that adopts and collects an impact fee by ordinance and each special district that adopts, collects, and administers an impact fee by resolution must an impact fee adopt a by must satisfy all of the following eonditions: (a) Ensure that the calculation of the impact fee is must be based on the most recent and localized data. (b) The local government must provide for accounting and reporting of impact fee collections and expenditures and. if a local ,,.,.-•,,..,..meat.., ntitly imposes an impaet fee to address its infras rueture neepedds, the entity must account for the revenues and expenditures of such impact fee in a separate accounting fund. (c) Limit administrative charges for the collection of impact fees Must be limited to actual costs. (d) The leeal government must Provide notice at least „ocean 90 days before the effective date of an ordinance or resolution imposing a new or increased impact fee. A local government ecruty or .V.unieip lit is not required to wait 90 days to decrease, suspend, or eliminate an impact fee. Unless the result is to reduce the total mitigation costs or impact fees imposed on an applicant, new or increased impact fees may not apply to current or pending permit applications submitted before the effective date of an ,-din nee or resolution imposing a new or increased impact fee. (e) Ensure that collection of the impact fee may not be required to occur earlier than the date of issuance of the building permit for the property that is subject to the fee. (f) Ensure that the impact fee is must be proportional and reasonably connected to, or has have a rational nexus with, the need for additional capital facilities and the increased impact generated by the new residential or commercial construction. (g) Ensure that the impact fee is must be proportional and reasonably connected to, or has have a rational nexus with, the expenditures of the funds collected and the benefits accruing to the new residential or nonresidential construction. (h) The leeal government must Specifically earmark funds collected under the impact fee for use in acquiring, constructing, or improving capital facilities to benefit new users. 2 CODING: Words stricken are deletions; words underlined are additions. Ch. 2021-63 LAWS OF FLORIDA Ch. 2021-63 (i) Ensure that revenues generated by the impact fee are m-ay not be used, in whole or in part, to pay existing debt or for previously approved projects unless the expenditure is reasonably connected to, or has a rational nexus with, the increased impact generated by the new residential or nonresidential construction. 5 a W Notwithstanding any charter provision, comprehensive plan policy, ordinance, development order, development permit, or resolution, the local government or special district must credit against the collection of the impact fee any contribution, whether identified in a proportionate share agreement or other form of exaction, related to public ern facilities or infrastructure, including land dedication, site planning and design, or construction. Any contribution must be applied on a dollar -for -dollar basis at fair market value to reduce any edueation b a impact fee collected for the general category or class of public facilities or infrastructure for which the contribution was made fees on ^ dollar for dollar basis at fir market value. (b) If a local government or special district does not charge and collect an impact fee for the general category or class of public facilities or infra- structure contributed, a credit may not be applied under paragraph (a). (6)(ra) A local government, school district, or special district may increase an impact fee only as provided in this subsection. (a) An impact fee may be increased only pursuant to a plan for the imposition, collection, and use of the increased impact fees which complies with this section. (b) An increase to a current impact fee rate of not more than 25 percent of the current rate must be implemented in two equal annual increments beginning with the date on which the increased fee is adopted. (c) An increase to a current impact fee rate which exceeds 25 percent but is not more than 50 percent of the current rate must be implemented in four equal installments beginning with the date the increased fee is adopted. (d) An impact fee increase may not exceed 50 percent of the current impact fee rate. (e) An impact fee may not be increased more than once every 4 years. (f) An impact fee may not be increased retroactively for a previous or current fiscal or calendar year. (g) A local government, school district, or special district may increase an impact fee rate beyond the phase -in limitations established under para- graph (b), paragraph (c), paragraph (d), or paragraph (e) by establishing the need for such increase in full compliance with the requirements of subsection (4), provided the following criteria are met: CODING: Words stricken are deletions; words underlined are additions. Ch. 2021-63 LAWS OF FLORIDA Ch. 2021-63 1. A demonstrated need study justifying any increase in excess of those authorized in paragraph (b), paragraph (c), paragraph (d), or paragraph (e) has been completed within the 12 months before the adoption of the impact fee increase and expressly demonstrates the extraordinary circumstances necessitating the need to exceed the phase -in limitations. 2. The local government jurisdiction has held not less than two publiclX noticed workshops dedicated to the extraordinary circumstances necessitat- ing the need to exceed the phase -in limitations set forth in paragraph (b), paragraph (c), paragraph (d), or paragraph (e). 3. The impact fee increase ordinance is approved by at least a two-thirds vote of the governing body_. (h) This subsection operates retroactively to January 1, 2021. (7) If an impact fee is increased a leeal government inereases its imp., + yes, the holder of any impact fee credits, whether such credits are granted under s. 163.3180, s. 380.06, or otherwise, which were in existence before the increase, is entitled to the full benefit of the intensity or density prepaid by the credit balance as of the date it was first established. This subseetion shall operate prespeetively and not retrespeetively. (8)(6) A local government, school district, or special district must submit with its annual financial report required under s. 218.32 or its financial audit report required under s. 218.39 a separate affidavit signed by its chief financial officer or, if there is no chief financial officer, its executive officer attesting, to the best of his or her knowledge, that all impact fees were collected and expended by the local government, school district, or special district, or were collected and expended on its behalf, in full compliance with the spending period provision in the local ordinance or resolution, and that funds expended from each impact fee account were used only to acquire, construct, or improve specific infrastructure needs Audits of fina eia board— statingstatements of leeal governmental entities and distriet seheel beards whieh submitted to the Auditor General must include an affidavit signed by the ilocalgovernmental circrcy oraiu ci rEt sczro onboard has eemplied with this seetien. M(7) In any action challenging an impact fee or the government's failure to provide required dollar -for -dollar credits for the payment of impact fees as provided in s. 163.3180(6)(h)2.b., the government has the burden of proving by a preponderance of the evidence that the imposition or amount of the fee or credit meets the requirements of state legal precedent and this section. The court may not use a deferential standard for the benefit of the government. 10 (8) Impact fee credits are assignable and transferable at any time after establishment from one development or parcel to any other that is 4 CODING: Words stricken are deletions; words underlined are additions. Ch. 2021-63 LAWS OF FLORIDA Ch. 2021-63 within the same impact fee zone or impact fee district or that is within an adjoining impact fee zone or impact fee district within the same local government jurisdiction and which receives benefits from the improvement or contribution that generated the credits. This subsection applies to all impact fee credits regardless of whether the credits were established before or after the effective date of this act. 11 (9) A county, municipality, or special district may provide an exception or waiver for an impact fee for the development or construction of housing that is affordable, as defined in s. 420.9071. If a county, municipality, or special district provides such an exception or waiver, it is not required to use any revenues to offset the impact. 12 40) This section does not apply to water and sewer connection fees. 13 414 In addition to the items that must be reported in the annual financial reports under s. 218.32, a local government, school district county, munieipality, or special district must report all of the following information data on all impact fees charged: (a) The specific purpose of the impact fee, including the specific infrastructure needs to be met, including, but not limited to, transportation, parks, water, sewer, and schools. (b) The impact fee schedule policy describing the method of calculating impact fees, such as flat fees, tiered scales based on number of bedrooms, or tiered scales based on square footage. (c) The amount assessed for each purpose and for each type of dwelling. (d) The total amount of impact fees charged by type of dwelling. (e) Each exception and waiver provided for construction or development of housing that is affordable. Section 2. The Division of Law Revision is directed to replace the phrase "the effective date of this act" wherever it occurs in this act with the date the act becomes a law. Section 3. This act shall take effect upon becoming a law. Approved by the Governor June 4, 2021. Filed in Office Secretary of State June 4, 2021. 5 CODING: Words stricken are deletions; words underlined are additions. APPENDIX C Projected Growth in Vehicle Miles of Travel Mobility Study Area (MSA) 2020 Model Network Mobility Study Area (MSA) 2045 Model Network APPENDIX C: PROJECTED GROWTH IN VEHICLE MILES OF TRAVEL (VMT) Mobility Plan Study Area Limited Access Total Year Vehicle Miles of Travel (VMT) Year Vehicle Miles of Travel (VMT) Year Vehicle Miles of Travel (VMT) 2020 1,210,498 2020 548,824 2020 1,759,322 2021 1,214,973 2021 553,510 2021 1,768,483 2022 1,219,464 2022 558,236 2022 1,777,700 2023 1,223,972 2023 563,003 2023 1,786,974 2024 1,228,496 2024 567,810 2024 1,796,306 2025 1,233,038 2025 572,658 2025 1,805,696 2026 1,237,596 2026 577,548 2026 1,815,143 2027 1,242,170 2027 582,479 2027 1,824,649 2028 1,246,762 2028 587,453 2028 1,834,215 2029 1,251,371 2029 592,469 2029 1,843,839 2030 1,255,997 2030 597,527 2030 1,853,524 2031 1,260,640 2031 602,629 2031 1,863,269 2032 1,265,300 2032 607,775 2032 1,873,074 2033 1,269,977 2033 612,964 2033 1,882,941 2034 1,274,671 2034 618,198 2034 1,892,869 2035 1,279,383 2035 623,477 2035 1,902,860 2036 1,284,113 2036 628,800 2036 1,912,913 2037 1,288,859 2037 634,169 2037 1,923,029 2038 1,293,624 2038 639,584 2038 1,933,208 2039 1,298,406 2039 645,045 2039 1,943,451 2040 1,303,205 2040 650,553 2040 1,953,758 2041 1,308,023 2041 656,108 2041 1,964,130 2042 1,312,858 2042 661,710 2042 1,974,568 2043 1,317,711 2043 667,360 2043 1,985,071 2044 1,322,582 2044 673,058 2044 1,995,640 2045 1 1,327,471 2045 1 678,805 2045 1 2,006,276 Source: Central Florida Regional Planning Model v. 7.0. Mobility Plan Study Area annual growth rate: 0.37%. Limited Access annual growth rate: 0.85% APPENDIX D 2017 National Household Travel Survey Data: Florida Appendix D: 2017 National Household Travel Survey Data for Florida: Florida Travel 5.0 Miles or Less Trip Purpose Trip Length Number of Trips Average Trip Len Length g Number of Persons per Trip p Person Trip factor (PTf ) Person Miles of Travel (pMT) Average Person Trip Length Person Miles of Travel factor (PMTf) Vehicle Miles of Travel (VMT) Average Vehicle Trip Length Number of Vehicles # of Persons per Vehicle Vehicle Occupancy factor Vof ( ) Buy Goods 1,497 760 1.97 1,287 1.69 2,476 1.92 1.68 1,471 2.04 720 1,241 1.72 Buy Meals 785 389 2.02 856 2.20 1,786 2.09 2.34 763 2.27 336 724 2.15 Buy Services 250 120 2.08 218 1.82 467 2.14 1.87 249 2.13 117 214 1.83 Family Care 11 6 1.81 13 2.17 24 1.86 2.58 9 1.87 5 11 2.20 Entertainment (Social) 252 130 1.94 304 2.34 628 2.07 2.77 227 2.36 96 220 2.29 Errands (Library Post, Office, Services) 239 142 1.68 212 1.49 361 1.70 1.58 229 1.92 119 186 1.56 Exercise 263 194 1.36 273 1.41 366 1.34 1.84 199 2.12 94 136 1.45 Home 3,162 1,616 1.96 2,886 1.79 5,874 2.04 2.01 2,925 2.27 1,291 2,426 1.88 Medical 162 63 2.57 90 1.43 227 2.52 1.41 161 2.63 61 88 1.44 Religious 199 86 2.31 187 2.17 452 2.42 2.32 195 2.50 78 176 2.26 School 203 90 2.26 192 2.13 421 2.19 2.24 188 2.44 77 173 2.25 Work 961 405 2.37 520 1.28 1,167 2.24 1.23 947 2.56 370 466 1.26 Total 7,984 4,001 2.00 7,038 1.76 14,248 2.02 1.88 7,562 2.25 3,364 6,061 1.80 Note: 2017 National Household Travel Survey Data for the State of Florida based on trips of 5.0 miles or less in length. A total of 4,001 unique survey's were used in the analysis. Person Trip factor (PTf) calculated by dividing total number of persons by total number of trips per trip purpose. Vehicle Occupancy factor (VOf) calculated by dividing total number of persons per vehicle by total number of vehicle trips per trip purpose. Person Miles of Travel (PMT) calculated by multplying number of persons per trip by average person trip length per trip purpose. Vehicle Miles of Travel (VMT) calculated by multplying number of vehicles per trip by average vehicle trip length per trip purpose. APPENDIX E Complete Streets Plan APPENDIX E: CITY OF LONGWOOD MOBILITY PLAN: COMPLETE STREETS PLAN ".1- ID F.dift N.— From To -"H 1 � MaintenanceImnesl P-.- S—I. � Tl-.1--. P""i tPLLC-I =Plmlc� Funding F—RdR S..-- 1 1-1— gamma: . f I qh I.., I-, 11 OOR --pl-s— 0, lId, P1111 �,I.'d..g 8 1. 10 ,p—d,,H end d — pIdh d- PI&I Sl.dy —1,L Ag—.-.— p _ V� AP —Id 1. bed-- 'M, a.d., P'I� lo-111 564 2,233bili OU" . ..-A (l.d,. Oakw -9— P—..) I.—. III F-- 11 O�l 1—d— dry shun lx-1a•wiae mubwse boardwalk. 20a6PlId, 20-030 5 —RR' OUIll . —dwalk l5oumwm -P—d) -d—PI nAve 1.00 Boardwalk city 1— 12 14 wide mubruse --k. 7 Mobility Plan 0362040 $3,822,000 8,40o Na Mobil 4Fees&aher 20 S, -,dP,, aye 0.215 -11—Tad an snpa lzla•wme mpbwse 11PIRL 2MI Mobion PlId, 2025-2030 $32OW 1,550 N. M.bRIl Ch—h Ave . CR 427 / —Id R BNd 0.23 C-- Sh—d S— a, n too 1. 11,— (15 MPH) —b- lh.Ild she W III --d wlm retlevebpment. widh I,-- I.—P-11 ..PIM, eveet 41IIRn 1 and IIII—11waterP, 1 .11.9 made trees, N- p—,, b searing,-- II— h .g, I and decoariveztreetwe llghlllg 2- ..bRIW d.P 041204S $6,27P,OOO 4,60) N. M.bRR, -11 Sources Mxlrimoamewnemw —h Aye —Id, S, 022 -11—T.11 an etmm a'wme mmmwe hall. .biliW PIN. .112.1 $27-1 111. N. M.biliW Fees&omen MUMmodaleonneNon Alb— S, R---d HeRM,, D- Tall -11—T.11 a, shun a'wlae mubwse hall. .biliW PNn $21R. 1. N. M.bift Fees&aver C� "' S"h"Terminus ofsavaR- — Ol E—i- (MPI U PS) — N.C-11-11.1 city h = =i(2) I.- —d. 8 110 botifl d— PD&E -dy .—d. Alfi— —� m R.I.— P-1 bI, d--d. 2046 M.bifl� 111- 20412- $Z233,— N. Mob. & aher 41 0-1, A- gebne Ra 1.07 sh-- Pam City P,ld 8.10hared-we pat h h— lgh— 111—; 2145 Mobiury Plan 2041-204S $LoP,- 3,852 Na M.blllry & Olhll SO Ave S, C427 ld RBNd 0.23 Cu,bh d �4 Pxlw d WIh I p Ih ........ ,pees as rs5b—h seating, Pergolas for h-, waterSources 1.9,11 g 2MI Mobi6N Plan —204 $6,279,0)) 4,60) N. ma"', OU" I I Wl— — 01, A- Ocs Cu--hd streetaw . ....... Ih —1 111 withon Rem 0.1.1 fl�. b= �ig p ":=genm ' — s Ih %.'� , , Pnl h� U zoos ..bRIW Plan-12 - $1,36S,— "od, N. ..bRIW 1— . .1- 12S 421R—. Rn .1. . g— Rd Hl� 'l- P'-R w/1— VIn .....d, lh -InR Complete S— 1 ��IWIId—k ROW Pldl-I, binge I-11b.d.W T20—1— II —--PIn(TI,, 1, —12 $L7S.,— 1784 $,"SOmO �, (2111 PIz. "p""" ��-1Ma(or Projects; CByof Longwood sales Tax 130 ad elryde&Petlesvian Plan lmplemenarion P.j". cd, of Longwootl OW of Longwootl 2 Potetts I II I 4, —o1 PF111 Fand p-..dg. 13sSIR - antler St SE W- of US Hwy 17 0.84 raffic Ow lmprovemenI — I ,Iu- limm, -d-Wim, ROW, & FOOT S , Iv' Pl, MI 023202 $12,296,114 lZ- $1L06S,63B.60 —Ii- 140 SP 434 R.Rn. Rd 1792 2.14 mpka Sheet P.— — ..,- S.- W. SM1aretl-- -1,, —,.Pl., 0,td,. 2P;w—d j—� , 111 -12- ,OIR $1S,7211,— ID. 141 .1 -82 Sh,Mdad —k ad ]x ..P- S.", P'—R, — —p- 5111, OR, Ilnd(,2P.7,-Ift- 1 126-z031 $20,720,111 36,036 $20,720,000 FOOT P—Ing-1-1--h., —Ily—d—p., l.Mnq 1— f 1.81 based n d- ft.. hl 2111 1—n,l ft h,,ld S 11111, —0, 1—— .,Ing FlOT S,—, 1.1— -111; T- fl— j-- 1,Uh 1h,, ClW f -d Cxy '--n WIR p,l.,.,, p,.j,,. U—gh UP .—.1 l,pl.1 -P— PlUn d _R41= (—IRI F10,R), and —Pl- O,Rnd.; C.p.,,W APPENDIX F Intersections & Parking Plan APPENDIX F: CITY OF LONGWOOD MOBILITY PLAN: INTERSECTIONS & PARKING PLAN Projeq/Map Planning Level Person Miles ID Fatlliry Name Crass Street Projec[TVPe Construction Entity Project Description Pr0lea source Tme Frame Cost/PLQ of paciry )PMC) Funtletl F untling Source Moblllty Pha P *es Pprklnp Stte anew on of va Stationq<ore one DowntownH—,Dirtri ^<ludinga mob'ioliry hum The mobility hub akal-. 300 Longrrood St ChurcM1 Ave Mobiltty Hub & S—gic P-mg M ge e^t Ciry one mherrtrdtegic tW S.gmI—i.emi ultl,ro ,i ig—Iftiim-1 first antl tart rime sq^Rau rtmiq^an ie pp �mnea fnr�a g Imm�tlal 2045 Mobiltty Plan x036304z $s,l]3,440 s,l]3 No Mobiltty Fee antl Ot- Sources m 40 on-streetp-mg spaces in locations to be tletermi d throughout the city. Spaces 301 Street Parking City fLangvood Parking Ciry uld be implementdi^small rtnps of two(2)to three(3) pam1lel spa<es.lmplemenmtion may l—regu ar or nbbon curb wtth brick pavers. Cort inclutles minor sid—k rerons[ruRion. 2045 Mobiltty Plan xox}3045 51,2]o,Wo L27o No Mobiltty Fee antl Other Sources In[ersecdats 210 al mid -block wssingr' Citywide Mid -block Crossing Ciry e e up 1oten(UU mid -block wssingr' rtM1 mummodal safety improvements cky-,. 2045 Mobiltty Plan 202-45 $e,100wo 6A00 N. MobilttySources Fe d-t, 31s MerseMon Improvements Ciry Pf Langmaad InterseRlan lmpravemeMz Clty/county/state rseRlan Improvements arougM1out the clry. x045M 11"Plan 3033- 511,1g1,000 31,11 0 No Mobil FeereaSdOt- 215A CR 427/Ronald ReaganWild— Or Petlesma Hybrid Beacon (PHB) County n[rolletl mitl-block cross eq es[Countyto contluRaroatl safety autlit for msmllaboncof safe petlertrian crossing 2045 Mobiltty Plan 20362040 $]30,000 1,200 No MobilttyFeeantlOt- Sources 215E CR 42]/Ronal¢Reagan ine Ave Muttimoeal lnterse<iion lmprwemeni County mi.Improvements:lip— signing and pavement markings plan far enhanced rzettlon <ro sing. 3045 Moblllty Plan 2031-2035 $532,000 1,000 No Moblllty Fee and OtM1er Sources 2- CR 427/Ronald Reagan Church Ave Muttimotlal lnterse<iion lmprwemeni County Improvements:lip— signing and pavement markings plan far enhanced rzettlon Cro sing. 3045 Moblllty Plan 20362040 $532,000 1,000 No Moblllty Fee and OtM1er Sources 2150 gwootl Hills Ave ¢Emma Muttimotlal lnterse<iion lmprwemeni CiryAll, Improvements:lip— signing and pavement markings plan far enhanced rzettlon <ro sing. 3045 Moblllty Plan 20262030 $532,000 1,000 No Moblllty Fee and OtM1er Sources 215E Omnge Ave Gran[St Muttimotlal lnterse<iion lmprwemeni CiryAll, Improvements:lip— signing and pavement markings plan far enhanced rzettlon <ro sing. 3045 Moblllty Plan 2023-2025 $532,000 1,000 No Moblllty Fee and OtM1er Sources is -block crossing; Requert FDOTto contluc[ a road safety x1zF R434 avage Ct Pedestrian Hybrid Beacon(PHB) FDOT autltforltheanlstalm[mrn of safe pedestrian cross g 2045 Mobiltty Plan 30363040 $994,ao0 t— 5894,600.0 M Pate90%Fl- -ding se 2:—d-atmm<sie 1rtatly. 215G SR 434 wee Si Pedertrian Hybrid Beacon (PH B) FOOT stall PHB farcantrolletl mid block trossin&Feq—FDOT to condu<[a road safey audit far the stallatlon of safe pedeztrlan crossing. 3045 Moblllty Plan 2031-2035 $]30,OW 1,200 $639,Oo0.0 Mti<Ipate 9o%FD0T funding 215H SR 434 -75 feet east of Myrtle St Pedes[rlan Hybrid Beacon (PHB) FOOT stall PHB forcantrolletl mid block trossing;Req—FOOT to coliduRargad safeyaudit for the stallatlon of safe pedeztrlan crossing. 3045 Moblllty Plan 20262030 $]30,000 1,200 $639,Ooo.O Mti<Ipate 9o%FD0T funding 2151 US Hwy 17 south of Florida Ave Mobiltty Intersection lmpwvemeni FOOT stall full, signalized intersection and multlti-1 safety enhancements. 2G45 Mobility Plan 20312035 $3,M0,000 4,000 52,736,Wo.D Anticipate 9o% FDOT funding 2. US Hwy 17 WGhurch Ave A.Hilfty [ersMion pw emeni FOOT Add eartbound leftturn l— lid multlmodal safety Improvements. 2G45 Moblllty Plan 20362040 $1,824,000 2,000 51,641,600.0 Anticipate 9o% FDOT funding 2- WGhurch Ave Talmmended Utility Easement Trail Crossing citytlsak imilcro mg on W Church Ave. 2045 Moblllty Plan 202-30 $355.000 600 No Mobllityd other ources 215E R42]/Ronald g rg ve PedesMan Hybrid Beacon (PHB) C ounry stall PHBfarcantrolletl mid block crossing witM1indirettlona1 median; Requert Counryta condutta road safety audlt.1- Installation of safe pedestrian crossing. 3045 Moblllty Plan 20262030 $]30,000 1,200 No Moblllty Fee and OtM1er Sources Pre-exkNrp Pb1n &Proposed lnMrse Pro/etfs(Jor 11,111on 11 the Moblllty Fw) Seminole County 204o Transportation Plan County 220 434 SHwy 1] Multi. —Intersection lm provemen[ FOOT upeeertnan antl safety issues atih [enlial refuge lslanes, snorter ssng tlistan<es, petles[rian signal phase provements. oM Needs HATier1(8);Sales Tax Capital Plan (20152025)Seminole County Potential Minor xox}2025 $430,000 1,W0 $43o,W0 Sales Tar Roadway & Safety -j— IR 434 USHwy 1] Mobiley ln[ersMlon lmprovemeI Fool a em vkryimprovements. —Plan Melwpoltan Trsnsportmion Plan xo41204z $;13owo zwo $1,91],oOo.O M pate 90%fD0T Umuneed N—(2—) -dmg APPENDIX F: CITY OF LONGWOOD MOBILITY PLAN: INTERSECTIONS & PARKING PLAN Projett/Map ID Fatlliry Name Cross Street Project Ty, Entity Project Description Prplec[$ourtt Tme Frame Planning Level Cost )PLQ Person Miles of bpaciry )PMC) Funtletl F untling Source aeginnmg with a smdv pnaaem evawate anernar es, min proieR propose: maior mterseRion o aaaress saretvand Rreplmion impaRed by aaiacennail matl emsswgs.May semwole coPntr zaonansporcanon Plan wpnry 230 SR 434 CR 42]/Ronald Reagan RlvO Mobilty Intersection lmprovemeni FOOT cplutleasoutnboundnghttombypassmatlto SR434andsignalopgrades. ofect Neetls Ds[Tier 1123j; Sales Tao UpRal plan Pr 12015-2025j Seminole County Poteotial Major 20262040 $1,6]0,000 4,000 $1,6]0,000 Sales Tao oulO also lookmwaysto enM1ance mulbmotlal mnnec[Niry between areas east antl mj— wesPorcRR 427/Rooald Reagan Rmd. 235 SR 4M CR 41]/ Ronald Reagan RlvO Mobilby Intersection Improvement FDOT Ptltl dual lek and nght wmlaoes from Wilma St to Myrtle R. Seminole County 2M--p—tioo Plan State __Needs-(S-30); M—N. Orando Rizetl Project List 20362W0 $15,000,000 4,000 $13,500,000.0 Mticipate 90%FDDT footling 240IR 4. CR 427/ Ronald Reagan Blvd Mobility Intersection Improvement FDOT Improve mterseRioo. minole County 2MD Transponatioo Plan State Proj.1 Neetls Lis[I6-]j; MetroPlan Orlando or tized Prgect Lizt 2D3fi2040 $1D,DDD,D00 4,DOD sgwo o.0 Mti<Ipate 9D%FDDT -ding n ne level wstestimmes M1ave been Oevelopetl for intersections antl parking projeRs basetl on ws[fromthe Ciry,County, FDOT DisMR five lCen[ral Floritlal, ana MetroPlan Orlantlo; Person Mlles of Capacity=tlaily veM1icle capacity: VeM1itle Occupancy Facwr of181 bases on data hom[M1e 201]National HouseM1oltl Travel Survey. Daily veni<le<apacRies were determinetl using FDOT Generalizes Service Volume Tables; Ti— fremes are infwl projections. -h veartW CRy of Loogwvod Ciry Commission will pnorRize projeRs th—gh the annual Capital Improvements pmgram.5ourte: Mobility Plan prep—d bVihe Mobility CPNOR. APPENDIX G Multimodal Plans, Studies, Programs & Policies Plan APPENDIX G: CITY OF LONGWOOD MOBILITY PLAN: MULTIMODAL PLANS, STUDIES, PROGRAMS & POLICIES PLAN Projld/Map Length Cons[ructi,n/ Project Plain P¢fson Mills M Funding ID Facility Name From To (Milell Protect Type Maintenance Entity Project Description S.YKe Time F.—Le(P`C)nni - Capacky(PMC) Funding Sources fi0 Micromobility& Microtransit Ordinance Citywide Citywide - Policy City AdoptMobility& Low Speed Elecric Vehicles Ordinance to codify the Micromobility& Low 2045 Mobility 2023-2025 $200,000 200 No Mobility Fees & Speed Electicromric Vehicles Program. Plan Other Sources The Citywlll develop a Micromobility & Microb—It Program regulating the use of personal and shared ntim,n ,ddy devices(eg.,e-bike,e-soders)and low speed elecMcvehicles(golfcarts,on- demand m1crd2n L neighb hr d electric v,hkles) within the City. The City will co ordinate with 65 Mlcromoblll &101— nsIt Prog2m ty C kywitle Cltywitle - Program CI[Y FOOT regarding use M mlcromobllltV devices and low speed electric vehicles on and crossing US Hwy and5Ra34.The Citywillc—d—, with Seminole Coun ty and adjacent municipa8tie. regaMing 2045 Mobility Plan 2026-2045 $SOD,o6o 500 Nq Moblllty Fee.& Other Sources e of mlcromoblllty devices and low speed elecMc vehicles on and crossing County Roads and within adjacent mun'dpah le The Program will address hours d ope2tion, safety, shared mobility providers, rentals, antl equipment. ZO Vlslon Zero Ordinance Ctywide Ctywide - Plan City Adopta Vlslon Zero Policy to codify and guide lmplemen[a[lon of Me Vision Zero ACHon Plan. 2045 Mobility 2023-2025 $50,000 50 Nq Mobility Fees& Plan Other Sources )5 Vision Zero Action Plan Citywide Citywide - Policy City Cntrt a Safe Systems Vision Zero Action Plan mimplement the Vision Zero Policy 2045 Moblliry 2L12fi-2045 $250,000 250 N. Moblllty Fees & Plan Mher5our¢s 80 Re5ldenHal Traffic Calming OMinance Citywide Citywide - Policy City Adopta Resldentlal Traffic Calming ordinance to codify Me Re5ldenHal T2ffk Calming Program. 2045 Mobility 2026-2030 $)5,000 75 Np Mobility Fees & Plan Other Sources The City.hould develops Resldentlal TraHi<Calming Prog2m as afollow-on effort[° the Moblllty Plan. The Ilmit of the Resldentlal TraHi<Calming Prog2m and OMinance shall be the CRy Ilmas. Pdoritystreets-"ndi Grant St, Orange Ave, Wlld ne Ave, Wngdale Ave, and Freeman St which have been Identified az part of c Primary MUIH2odal Network. The purpose d the Resldentlal Traffic Calming Program will be to slaw down vehicle [2ffic and Me safe and efficient prioritize entofpeople bicycling, walking, and a«essing transit. The Prog2m sM1all eztablizM1 various 85 Re5ldenHal T2fflc Calming Program Ctywide Ctywide 5.33 Program City t2ffk calImeme ming horizontal elements to be pinted zu,h as usingpavement marks[, des ingign n-street parking or,n-street bike/ multi dal lanes M narrow effective travel lane widths from M 2045 Moblllty Plan 2023-2045 $2,134,132 6,396 No Moblllty Fees & Other Sources slow cars down. The Program shall also establish criteria for vertical elements such as chicanes, speed tables, 1, In the Prog2m for t2ffic chokers, or cu extensions. sddRion, shall also establish criteria on[rol deW<ez uch as stop signs,mini traffic circles, and roundabouts. The Resldentlal Traffic CalmingtProg2m shall also establish prioritization criteria, study palm P ,antl a resident request process. Construct tUdb, calming improvements as wa-11-T2ffic calming asures will also include resurfacing where necessary. Construct approximately eight I.)miles of sid—.Ik mprovements throughout the city Exact 2045 Moblllty Moblllty Fees& 9D Sidewalk Improvements Program Citywide Citywide B.OD Program City location of sidewalk impr t.tn h.uld be determined in Conjunction with planned Captal Improvement Program (CIP) project. Plan 3D33-3045 $6,5)),23) 19,2W No Other Sources Implement away finding program to enhance theeffidi yofthe t—p,rtdi,n system, improve and facilitate placemaking. Wayfinding and route signage N an essential component d multi,*d:l,lanningelement beyond construction ofa Continuous, interconnened network of 2045 MobIIlty Moblllty Fees& 95 W.yfinding Program Citywide Citywide - Program City mul[in, infrastructure. Wayfinding can be both physical antl virtual tools that provide Predictability and consistency in the way people find their point of interests around town. The Plan -2D2 2D235 $S00,000 Boo No Other Sources Wayfinding Program should include development of a brand identity antl design standards and specifications for signage, map, a digital pp, etc thatm unique and locally distinct. The City should d ndud a Railroad Safety Study to add— safety concerns. the railroad too Railroad Safety Study Railroad Crossings Railroad Crossings - Study City crossing at Georgia Ave. The study should consider closing the railroad crossing at Georgia Ave and explore future altemati,e safe crossings south d SR 434 that would aid in alleviating 2045 Moblliry Plan 2023-2025 $,MI— 20o Nq Mobility Fees& Other Sources —gestion on SR 434. SOS B,,lop relocation SR 434 SR 434 - Program G[y Ewluate existing needs to add new bus stops and /,r improva or reI—nd! existing bus stops on Se 2045 Mobility 2026-2030 $910,000 910 No Mobility Fees& 434. Will require coordination with Lynx. Plan Other Sources Tactical urbanism is an experimental, low cost approach to street design that uses scalable, quick- buildinterventions to catalyze long-term change. Tactical urbanism is ,ken implemented wUh high levels of engagement from the community. Tactical a rbanism projects utilize low cost materials such as paint, planter, plastic delineators, street furniture, cone, crate, and barriers to implement 11D Tactical Urbanism Pro gram t i Ci de C' de dywi - P rogram <it y improvements such as crosswalk, curb exensions, open street, parklets, pedestrian plaza, walk lane, traffic si Ibox art and bic dl kin The Tactical Urbanism Pro hould Dr . gna y par g. gram s 204S Mobility Plan 2D23-2D25 $546,000 S4fi No Mobility Fees& Other Sources ical urbanism guide Mat establishes what types of street interventi,nscere permitted, the project process —including permitting, who can apply, public engagement, site Plan, traffic control plan - rials that can be used, design standards, permitted locations, installation and safety, Intenance, and monitoring antl evaluati,n. 115 ADATransition Plan Implementation Citywide Citywide - Plan City Create and upd,t, JAI, VI plicy, UP plan and ADA b-1Hon plan to be consistent with Fede2l 2045 Moblllty 3D31-2D35 $3,000,000 3,OOD N. Moblllty Fees & requirement. Plan Other Soumes 116 City of Longwood Bicycle& PedesMan Plan Update City of Longwood City of Longwood - Plan City Two future updates[, the City of Longwood Bicycle/ Pedestrian Master Plan. —5 Moblliry Plan 2030-2045 $350,000 350 N. Moblllty Fees& Other Sources Note: Planning level cost estimates have been developed for plans, studies, programs, and policies based on cost from the Clfy, County, FDOT DlsMct Five (Centel Florida), and Met,Ptn Oriando; Person Mlles of Capacity are estimated at 10%of the project cost Time frames are IDIOM projections. Each year the City of Longwood City Commission will prioritize projects through the annual Capital Improvements Prog2m. Source: Mobility Plan prepared by Me Mduddy Cohort. APPENDIX H Traffic Characteristics Data: Mobility Study Area APPENDIX H: TRAFFIC CHARACTERISTICS ..(MOBILITY APPENDIX I FDOT Generalized Service Tables (Core Urbanized) (Urbanized) (Transitioning) (Rural) Limited Access Peak Hour Directional B C D E 2 Lane 2,400 3,170 3,970 4,150 3 Lane 3,390 4,600 5,810 6,130 4 Lane 4,340 6,060 7,700 8,170 5 Lane 5,480 7,450 9,680 10,390 6 Lane 6,630 1 9,220 11,520 12,760 B C D E 2 Lane 2,500 3,300 4,070 4,240 3 Lane 3,570 4,900 6,080 6,360 4 Lane 4,720 6,500 8,090 8,490 5 Lane 5,790 8,020 10,020 10,610 B C D E 2 Lane 2,430 3,180 3,790 3,910 3 Lane 3,520 4,670 5,610 5,870 4 Lane 4,630 6,170 7,440 7,830 5 Lane 5,690 7,640 9,220 9,800 B C D E 2 Lane 2,010 2,770 3,270 3,650 3 Lane 2,820 3,990 4,770 5,470 4 Lane 3,630 5,220 6,260 7,300 Adjustment Factors Auxiliary Lanes Present in Analysis Direction Adjustment: +1,000 Ramp Metering Present Adjustment: Multiply by 1.05 Freeway Generalized Service Volume Tables Peak Hour Two -Way B C D E 4 Lane 4,360 5,760 7,220 7,550 6 Lane 6,160 8,360 10,560 11,150 8 Lane 7,890 11,020 14,000 14,850 10 Lane 9,960 13,550 17,600 18,890 12 Lane 12,050 16,760 20,950 23,200 B C D E 4 Lane 4,550 6,000 7,400 7,710 6 Lane 6,490 8,910 11,050 11,560 8 Lane 8,580 11,820 14,710 15,440 10 Lane 10,530 14,580 18,220 19,290 B C D E 4 Lane 4,420 5,780 6,890 7,110 6 Lane 6,400 8,490 10,200 10,670 8 Lane 8,420 11,220 13,530 14,240 10 Lane 10,350 13,890 16,760 17,820 B C D E 4 Lane 3,650 5,040 5,950 6,640 6 Lane 5,130 7,250 8,670 9,950 8 Lane 6,600 9,490 11,380 13,270 Auxiliary Lanes Present in Analysis Direction Adjustment: +1,800 Ramp Metering Present Adjustment: Multiply by 1.05 AADT B C D E 4 Lane 51,300 67,800 84,900 88,800 6 Lane 72,500 98,400 124,200 131,200 8 Lane 92,800 129,600 164,700 174,700 10 Lane 117,200 159,400 207,100 222,200 12 Lane 141,800 197,200 1 246,500 272,900 B C D E 4 Lane 50,600 66,700 82,200 85,700 6 Lane 72,100 99,000 122,800 128,400 8 Lane 95,300 131,300 163,400 171,600 10 Lane 117,000 162,000 202,400 214,300 B C D E 4 Lane 45,100 59,000 70,300 72,600 6 Lane 65,300 86,600 104,100 108,900 8 Lane 85,900 114,500 138,100 145,300 10 Lane 105,600 141,700 171,000 181,800 B C D E 4 Lane 34,800 48,000 56,700 63,200 6 Lane 48,900 69,000 82,600 94,800 8 Lane 62,900 90,400 108,400 126,400 Auxiliary Lanes Present in Analysis Direction Adjustment: +20,000 Ramp Metering Present Adjustment: Multiply by 1.05 This table does not constitute a standard and should be used only for general planning applications. The table should not be used for corridor or intersection design, where more refined techniques exist. Limited Access Input Parameters Roadway Characteristics Freeway Generalized Service Volume Tables Core Urbanized Urbanized Transitioning Rural Number of Lanes (one direction) 2-6 2.5 2-5 2-4 Posted Speed (mph) 65 70 70 70 Auxiliary Lanes No No No No Lane Width (feet) 12 12 12 12 Total Ramp Density (ramps/mile) 1.33 2.67 0.50 0.17 Facility Length (miles) 3 3 6 18 Terrain Level Level Level Level Traffic Characteristics Core Urbanized Urbanized Transitioning jk Rural Planning Analysis Hour Factor (K) 0.085 0.090 0.098 0.105 Directional Distribution Factor (D) 0.55 0.55 0.55 0.55 Peak Hour Factor (PHF) 0.95 0.95 0.92 0.88 Base Free Flow Speed (mph) 70 75 75 75 Heavy Vehicle Percent (%) 4% 4% 9% 12% Speed Adjustment Factor (SAF) 0.975 0.975 0.975 0.975 Capacity Adjustment Factor (CAF) 0.968 0.968 0.968 0.968 ffliff�' (Cl-Natural & C2-Rural) C1 &C2 Motor Vehicle Highway Generalized Service Volume Tables Peak Hour Directional Peak Hour Two -Way AADT B C D E 1 Lane 240 430 730 1,490 2 Lane 1,670 2,390 2,910 3,340 3 Lane 2,510 3,570 4,370 5,010 Adjustment Factors B C D E 2 Lane 440 780 1,330 2,710 4 Lane 3,040 4,350 5,290 6,070 6 Lane 4,560 6,490 7,950 9,110 2 Lane Divided Roadway with Exclusive Left Turn Adjustment: Multiply by 1.05 Multilane Undivided Highway with Exclusive Left Turn Adjustment: Multiply by 0.95 Multilane Undivided Highway without Exclusive Left Turn Adjustment:: Multiply by 0.75 B C D E 2 Lane 4,600 8,200 14,000 28,500 4 Lane 32,000 45,800 55,700 63,900 6 Lane 48,000 68,300 83,700 95,900 This table does not constitute a standard and should be used only for general planning applications. The table should not be used for corridor or intersection design, where more refined techniques exist. C1 &C2 Input Parameters Roadway Characteristics C1 jr C2 Number of Lanes (one direction) 1 2-3 Posted Speed (mph) 55 55 Base Free Flow Speed (mph) 60 60 Median Type Undivided Divided Shoulder Width (feet) 3 6 Lane Width (feet) 12 12 No Passing Zone 20% EAcess-Point Density (access/mile) 2 2 rain Level Level Traffic Characteristics C1 C2 Planning Analysis Hour Factor (K) 0.095 0.095 Directional Distribution Factor (D) 0.55 0.55 Peak Hour Factor (PHF) 0.88 0.88 Heavy Vehicle Percent (%) 5% 10% Speed Adjustment Factor (SAF) 0.975 0.975 Capacity Adjustment Factor (CAF) 0.968 0.968 Motor Vehicle Highway Generalized Service Volume Tables (C3C-Suburban Commercial) (OR -Suburban Residential) C3C & OR Peak Hour Directional B C D E 1 Lane * 760 1,070 ** 2 Lane * 1,520 1,810 ** 3 Lane * 2,360 2,680 ** 4 Lane * 31170 3,180 ** B C D E 1 Lane * 970 1,110 ** 2 Lane * 1,700 1,850 ** 3 Lane * 2,620 2,730 ** Motor Vehicle Arterial Generalized Service Volume Tables Peak Hour Two -Way B C D E 2 Lane * 1,380 1,950 ** 4 Lane * 2,760 3,290 ** 6 Lane * 4,290 4,870 ** 8 Lane * 5,760 5,780 ** B C D E 2 Lane * 1,760 2,020 ** 4 Lane * 3,090 3,360 ** 6 Lane * 4,760 4,960 ** AADT B C D E 2 Lane * 15,300 21,700 ** 4 Lane * 30,700 36,600 ** 6 Lane * 47,700 54,100 ** 8 Lane * 64,000 64,200 ** B C D E 2 Lane * 19,600 22,400 ** 4 Lane * 34,300 37,300 ** 6 Lane * 52,900 55,100 ** This table does not constitute a standard and should be used only for general planning applications. The table should not be used for corridor or intersection design, where more refined techniques exist. CK & OR Input Parameters Roadway Characteristics CK Number of Lanes (one direction) 1-4 Posted Speed (mph) 45 Facility Length (miles) 3.98 Traffic Characteristics Motor Vehicle Arterial Generalized Service Volume Tables LJ K 1-3 45 2.57 CK C3 R Planning Analysis Hour Factor (K) 0.09 0.09 Directional Distribution Factor (D) 0.55 0.55 Peak Hour Factor (PHF) 0.95 0.92 Base Saturation Flow Rate 1,950 1,950 Heavy Vehicle Percent (%) 4 12 Non Restrictive Restrictive (1lane) (2,3,4lanes) 4 12 Non Restrictive Restrictive (1lane) (2,3lanes) Lane Width Median Type Roadway Edge Type Curbed Flush On -Street Parking None None Control Characteristics C3C C3R Cycle Length 160 190 Major Street Through g/c 0.5 (1,2,3 lanes) 45 (4lanes) 0.5 Yellow Change Interval 5.1 5.1 Red Change Interval 2 2 Number of Signals 10 5 (C2T-Rural Town) (C4-Urban General) (C5-Urban Center) J- (C6-Urban Core) C21 C4, C5, & C6 Motor Vehicle Arterial Generalized Service Volume Tables Peak Hour Directional B C D E 1 Lane * 720 940 ** 2 Lane * 1,140 1,640 ** 3 Lane * 2,120 2,510 ** B C D E 1 Lane * * 870 1,190 2 Lane * 1,210 1,790 2,020 3 Lane * 2,210 2,810 2,990 4 Lane * 2,590 3,310 3,510 B C D E 1 Lane * * 690 1,080 2 Lane * 1,290 1,900 2,130 3 Lane 1 1,410 2,670 3,110 4 Lane * 2,910 3,560 3,640 B C D E 1 Lane * *** 790 1,030 2 Lane * *** 1,490 1,920 3 Lane * *** 2,730 2,940 4 Lane * *** 3,250 3,490 Adjustment Factors Peak Hour Two -Way B C D E 2 Lane * 1,310 1,710 ** 4 Lane * 2,070 2,980 ** 6 Lane * 3,850 4,560 ** B C D E 2 Lane * * 1,580 2,160 4 Lane * 2,200 3,250 3,670 6 Lane * 4,020 5,110 5,440 8 Lane * 4,710 6,020 6,380 B C D E 2 Lane * * 1,250 1,960 4 Lane * 2,350 3,450 3,870 6 Lane * 2,560 4,850 5,650 8 Lane * 5,290 6,470 6,620 B C D E 2 Lane * *** 1,440 1,870 4 Lane * *** 2,710 3,490 6 Lane * *** 4,960 5,350 8 Lane * *** 5,910 6,350 The peak hour directional service volumes should be adjust by multiplying by 1.2 for one-way facilities The AADT service volumes should be adjusted by multiplying 0.6 for one way facilities 2 Lane Divided Roadway with an Exclusive Left Turn Lane(s): Multiply by 1.05 2 lane Undivided Roadway with No Exclusive Left Turn Lane(s): Multiply by 0.80 AADT B C D E 2 Lane * 13,800 18,000 ** 4 Lane * 21,800 31,400 ** 6 Lane * 40,500 48,000 ** B C D E 2 Lane * * 17,600 24,000 4 Lane * 24,400 36,100 40,800 6 Lane * 44,700 56,800 60,400 8 Lane * 52,300 66,900 70,900 B C D E 2 Lane * * 13,900 21,800 4 Lane * 26,100 38,300 43,000 6 Lane * 28,400 53,900 62,800 8 Lane * 58,800 1 71,900 1 73,600 B C D E 2 Lane * *** 16,000 20,800 4 Lane * *** 30,100 38,800 6 Lane * *** 55,100 59,400 8 Lane * *** 65,700 70,600 Exclusive right turn lane(s): Multiply by 1.05 Multilane Undivided Roadway with an Exclusive Left Turn Lane(s): Multiply by 0.95 Multilane Roadway with No Exclusive Left Turn Lane(s): Multiply by 0.75 Non -State Signalized Roadway: Multiply by 0.90 This table does not constitute a standard and should be used only for general planning applications. The table should not be used for corridor or intersection design, where more refined techniques exist. * Cannot be achieved using table input value defaults. ** Not applicable for that level of service letter grade. For the automobile mode, volumes greater than level of service D become F because intersection capacities have been reached. C21 C4, C5, & C6 Motor Vehicle Arterial Generalized Service Volume Tables Input Parameters Roadway Characteristics C2T C4 C5 C6 Number of Lanes (one direction) 1-3 1-4 1-4 1-4 Posted Speed (mph) 40 45 35 30 Facility Length (miles) 0.78 1.83 1.18 0.74 Number of Signals 4 9 9 7 Traffic Characteristics C2T C4 C5 C6 Planning Analysis Hour Factor (K) 0.095 0.09 0.09 0.09 Directional Distribution Factor (D) 0.55 0.55 0.55 0.55 Peak Hour Factor (PHF) 0.92 0.95 0.95 0.95 Base Saturation Flow Rate 1,700 1,950 1,950 1,950 Heavy Vehicle Percent (%) 5 3 2 2 Lane Width 11 11 Non Restrictive Curb 10 10 Non Restrictive Curb Median Type Non Restrictive Non Restrictive Curb Roadway Edge Type Curb On -Street Parking 50% 100% 100% 100% Signal Characteristics C2T C4 C5 C6 Cycle Length 90 170 150 120 Major Street Through g/c 0.47 0.52 (1,2,3 lanes) 0.47 (4 lanes) 0.55 (1,2,3 lanes) 0.48 (4 lanes) 0.52 (1,2,3 lanes) 0.46 (4 lanes) Yellow Change Interval 4.4 4.8 4 3.7 Red Change Interval 2 2 2 2 APPENDIX Trip Generation APPENDIX 1: TRIP GENERATION Use Categories, Use Classifications, and Representative Uses Affordable & Workforce Residential Residential Overnight Lodging (Hotel, Inn, Motel, Resort) Mobile Residence (Mobile Home, Recreational Vehicle, Travel Trailer) Community Serving (Civic, Museum, Performing Arts, Place of Assembly or Worship) Long Term Care (Assisted Living, Congregate Care Facility, Nursing Facility) Private Education (Day Care, Private Primary School, Pre-K) Industrial (Assembly, Manufacturing, Nursery, Outdoor Storage, Warehouse, Utilities) Outdoor Commercial Recreation (Amusement, Golf, Multi -Purpose, Parks, Sports, Tennis) Indoor Commercial Recreation (Dance, Gym, Fitness, Indoor Sports, Kids Activities, Yoga) Office (General, Higher Education, Hospital, Professional) Medical Office (Clinic, Dental, Emergency Care, Medical, Veterinary) Small Retail Business (Entertainment, Restaurant, Retail, Services) Retail (Discount, Entertainment, Financial, Retail, Services, Superstore) High Impact Retail (Bank, Pharmacy, Sit -Down Restaurant, Supermarket, Wine & Spirits) Convenience Retail (Convenience, Motor Vehicle Charging & Fueling, Quick Service Restaurant) Bank Drive-Thru Lane or Free -Standing ATM Motor Vehicle Cleaning (Detailing, Wash, Wax) Motor Vehicle Charging or Fueling Motor Vehicle Service (Accessories, Brakes, Maintenance, Quick Lube, Repair, Tires) Quick Service Restaurant Drive-Thru Unit of Measure Trip % New Generation' Trips per dwelling 2.10 1.00 per 1,000 sq. ft. 4.20 1.00 per room 6.67 0.70 per space or lot 4.47 0.70 per 1,000 sq. ft. 5.52 0.85 per 1,000 sq. ft. 6.68 1.00 per 1,000 sq. ft. 9.82 0.85 per 1,000 sq. ft. 3.69 1.00 per acre 12.19 1.00 per 1,000 sq. ft. 24.86 2.00 per 1,000 sq. ft. 11.58 1.00 per 1,000 sq. ft. 32.84 1.00 per 1,000 sq. ft. 21.00 0.40 per 1,000 sq. ft. 42.00 0.35 per 1,000 sq. ft. 106.33 0.25 per 1,000 sq. ft. 323.32 0.15 0.20 per lane or ATM 137.06 per lane or stall 145.84 0.20 per charging or 161.50 0.20 fueling position per bay or stall 34.15 0.30 per lane 187.85 0.20 ITE Land Use Codes 50% or Residential See Residential See Overnight Lodging See Mobile Residence 560, 580 2 See Long Term Care See Private Education See Industrial 411, 430, 432, 480, 488, 490, 491 a See Indoor Recreation See Office See Medical Office 50% of Retail See Retail See High Impact Retail See Convenience Retail PF 912 ° 947, 948, 949 5 See Motor Vehicle Fueling See Motor Vehicle Service See Quick Service Restaurant APPENDIX 1: TRIP GENERATION 1 Institute of Transportation Engineers (ITE) 11th Edition Trip Generation Manual. The trip generation rates are based on the weekday trip generation rate per the indicated land use code. For uses where daily trips are not provided, the AM and PM Peak hours of adjacent street traffic where averaged and divided by a peak -to -daily ratio of 0.1(on average 10% of daily traffic occurs during peak periods). For land uses with more than one ITE code, the trip generation was calculated by weighting trips based on the number of studies completed as indicated in the ITE Trip Generation Manual to ensure that a trip generation rate based on one (1) study does not have the same weight as a trip generation rate based on thirty (30) studies. Weighting is based on the total number of studies for each ITE Code listed under a use classification. The total studies peruse were divided by the sum of studies completed for all ITE codes listed under a use classification. The final trip generation is equal to the sum of the weight per ITE code times the trip generation rate per ITE Code. See footnotes Residential and Private Education Trip Generation for examples. Internal Capture rate is 25%. The Internal Capture Factor is (1- 0.25 = 0.75). Adjusted Trip Generation obtained by multiplying Trip Generation be 0.75. 2 The rate for Church (ITE Code 560) and Museum (ITE Code 580) is based on conversion of AM and PM Peak Hour of Adjacent Street Traffic to Daily trips based on a peak -to -daily ratio of 0.07 (7% of daily traffic occurs during peak hours). Daily trip generation: (ITE 560) (((0.32+.049)/2)/0.07) = 5.786; (ITE 580) (((0.28+0.18)/2)/0.07) = 3.29 The following are the number of AM and PM studies per ITE Code: (560) = 17; (580) = 2. Community Serving Study Weight: 17+ 2 = 19; (ITE 560) 17/19 = .895, (ITE 580) 2/19 = .105. Community Serving Weighted Trips: (ITE 560) 5.786 x .895 = 5.18; (ITE 580) 3.29 x .105 = 0.35. Community Serving Weighted Trip Generation: 5.18+ 0.35 = 5.52 (numbers rounded to nearest 100th place). 3 Golf driving range converted to acreage at two (2) tee positions per one (1) acre, Soccer Complex fields converted to acres at ratio of 2 acres per 1 field, Racquet / Tennis Club assume 2 courts plus accessory buildings per acre. Utilized vehicle occupancy of two (2) persons per vehicle for all uses. 4 The rate for Bank Drive-Thru or Free Standing ATM is based on the AM and PM trip generation per drive-thru lane per ITE Code 912. The following is the Trip Generation per drive-thru lane: AM = 8.54; PM = 27.07. The following are the peak hour factors per drive-thru lane based on ITE Time of Day Travel for the 11th Edition of the ITE manual: AM = 0.063; PM = 0.102. The following are the number of Studies per Peak Hour: AM = 36; PM = 109. Total Studies = 145. Weighted Trip Study (TSw): AM 36/145 = 0.248; PM 109/145 = 0.752. Weighted Trip Generation (TGw): AM 8.54 x 0.248 = 2.12; PM 27.07 x .0.752 = 20.35. Net TGw: 2.12 + 20.35 = 22.47. Weighted Peak Hour Factor (PHw): AM 0.063 x 0.248 = 0.016; PM 0.102 x .0.752 = 0.077. Net PHw: 0.016 +0.077 = 0.092. Net Trip Generation = (TGw / PHw) or 22.47 / 0.092 = 243.40 (numbers rounded to nearest 100th place). Net Trip Generation per drive-thru lane: 243.39 - 106.33 = 137.06. The number of trips assigned per 1,000 sq. ft. for banks = 106.33 per ITE Code 912. There is an additive Mobility Fee per drive-thru lane or free standing ATM. 5 The rate for Motor Vehicle or Boat Cleaning is based on the trip generation for the following: Self Serve Car Wash (ITE Code 947), Automated Car Wash (ITE Code 948), Car Wash & Detail (ITE Code 949). The following is the Trip Generation per ITE Code: (947) = 108; (948) = 77.5; and (949) = 156.2. The daily trip generation for ITE Codes 947 and 949 are provided per stall with an average of five (5) stalls. The trip generation for ITE Code 948 is for the Peak Hour only and for one (1) tunnel. To provide for an equal comparison, the trip generation for ITE Codes 947 and 949 was multiplied by five (5) to account for the five stall and maximum trip generation. For ITE Code 948, the Peak Hour trips were converted to Daily Trips using a peak to daily ratio of 0.10 (10% of daily traffic occurs during the Peak Hour. Calculated Daily Trip Generation by ITE Code: (947) = 108 x 5 = 540; (948) = 77.5 / .10 = 775; and (949) = 156.2 x 5 = 781. The following are the number of Studies per ITE Code: (947) = 1; (948) = 3; and (949) = L. Total Studies = 5. Weighted Trip Study (TSw): (ITE 947) 1/5 = 0.20; (ITE 948) 3/5 = 0.60; and (ITE 949) 1/5 = 0.20. Weighted Trip Generation: (ITE 947) 540 x .2 = 108; (ITE 948) 775 x .60 = 465; and (ITE 949) 781 x .2 = 156.2. Trip Generation: 108+465 + 156.2 = 729.20 (numbers rounded to nearest 100th place). Net Trip Generation: 729.20 / 5 = 145.84. The Net Trip Generation is adjusted to account for the number of bays, lanes, stalls or tunnels that may be present for Motor Vehicle Cleaning Facilities. Facilities with tunnels or a single service bay generally have multiple finishing stations for detailing and vacuuming. These finishing stations factor into the equation as they reduce the overall number of bays or stalls and still accommodate higher trip generation rates. RESIDENTIAL TRIP GENERATION Total Square Trip Trip Residential Use ITE Land Trip Number of Square Footage Generation Trip Study Generation Use Code Generation Studies Footage Adjusted per 1,000 (Weighted) (Weighted) sq. ft. Single Family Detached 210 9.43 174 2,400 2.4 3.93 0.674 2.65 Single Family Attached 215 7.2 22 1,600 1.6 4.50 0.085 0.38 Multi -Family (Low -Rise) 220 6.74 22 1,200 1.2 5.62 0.085 0.48 Multi -Family (Mid -Rise) 221 4.54 11 1,100 1.1 4.13 0.043 0.18 Multi -Family (High Rise) 222 4.54 8 1,000 1 4.54 0.031 0.14 Senior Adult Housing (Single -Family) 251 4.31 15 900 0.9 4.79 0.058 0.28 Senior Housing Attached (Multi -Family) 252 3.24 6 800 0.8 4.05 0.023 0.09 Total -- -- 258 -- -- -- -- 4.20 Notes: Residential trip generation rates were converted into trip rates per 1,000 square feet. The first step in the conversion was assigning typical square footage for Lake Park by type of unit per the 11th Edition of the ITE Trip Generation Manual. The assigned square footage of each unit type is then divided by 1,000 (square footage adjusted). Trip Generation is then adjusted for localized occupancy where ITE provides occupancy characteristics. A Trip Study weighting is then calculated based on the number of studies per use. A Trip Generation weight is then calculated based on the weighted trip studies. Affordable, Attainable and Workforce Housing is 50% of the residential rate. Lake Park may elect to establish programs that establish criteria to qualify for affordable, attainable, and workforce residential designations. OVERNIGHT LODGING TRIP GENERATION TOTAL TRIP ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER CALCULATED TRIP STUDIED ITE LAND USE VARIABLE NUMBER OF GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES DAILY (WEIGHTED) STUDIES (WEIGHTED) HOTEL 310 ROOM 0.46 0.053 28 0.59 0.077 31 59 8.17 0.30 2.46 ALL SUITES HOTEL 311 ROOM 0.34 0.052 9 0.36 0.077 10 19 5.61 0.10 0.54 BUSINESS HOTEL 312 ROOM 0.36 0.071 17 0.31 0.069 24 41 4.78 0.21 1.00 MOTEL 320 ROOM 0.35 0.066 15 0.36 0.071 20 35 5.19 0.18 0.93 RESORT HOTEL 330 ROOM 0.32 0.050 6 0.41 0.050 9 15 7.30 0.08 0.56 TIMESHARE 265 ROOM 0.40 0.060 14 0.63 0.060 13 27 8.58 0.14 1.18 TOTAL -- -- -- 89 -- -- 107 196 -- 1.00 6.67 Notes: Overnight Lodging Trip Generation based on the AM and PM Peak of adjacent street traffic per room based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies. The total number of studies (TS) conducted for the AM and PM Peaks are used to calculate a Trip Study Weight (TSW). The Daily Trips (DT) generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor. AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles. The Trip Generation Weight (TGW) is calculated based on daily trips multiplied by Trip Study Weighting. The total trips per room is the sum of the weighted Trip Generation (TGW). Hotel Example: DT = ((0.46 / .053) + (0.59 / 0.077)) = 8.17; TSW = (59 / 196) = 0.30; TGW = (8.17 x 0.30) = 2.46. Hotel Trip Generation: Sum (2.46 + 0.54 + 1.00 + 0.93 + 0.56 +1.18) = 6.67. Average values in the last row are shown in italics for informational purposes only. MOBILE RESIDENCE TRIP GENERATION TOTAL TRIP ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER CALCULATED TRIP STUDIED ITE LAND USE VARIABLE NUMBER OF GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES DAILY (WEIGHTED) STUDIES (WEIGHTED) MOBILE HOME PARK 420 UNIT 0.39 0.079 9 0.58 0.094 9 18 5.55 0.45 2.50 RV PARK 416 LOT 0.21 0.066 4 0.27 0.071 6 10 3.49 0.25 0.87 RECREATIONAL HOME 260 ROOM 0.22 0.060 6 0.29 0.080 6 12 3.65 0.30 1.09 TOTAL -- -- -- 19 -- -- 21 40 -- 1.00 4.47 Notes: Mobile Residence Trip Generation based on the AM and PM Peak of adjacent street traffic per room based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies. The total number of studies (TS) conducted for the AM and PM Peaks are used to calculate a Trip Study Weight (TSW). The Daily Trips (DT) generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor. AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles. The Trip Generation Weight (TGW) is calculated based on daily trips multiplied by Trip Study Weighting. The total trips per room is the sum of the weighted Trip Generation (TGW). RV Park Example: DT = ((0.21 / .066) + (0.27 / 0.071)) = 3.49; TSW = (10 / 40) = 0.25; TGW = (3.49 x 0.50) = 0.87. RV Park Trip Generation: Sum (2.50 + 0.87 + 1.09) = 4.47. Average values in the last row are shown in italics for informational purposes only. LONG TERM CARE TRIP GENERATION AM PEAK PM PEAK TOTAL TRIP ITE LAND AM PEAK AM NUMBER PM PEAK PM NUMBER CALCULATED TRIP STUDIED ITE LAND USE VARIABLE TRIPS TRIPS NUMBER OF GENERATION USE CODE FACTOR OF STUDIES FACTOR OF STUDIES DAILY (WEIGHTED) (7 to 9) (4 to 6) STUDIES (WEIGHTED) CONGREGATE CARE FACILITY 253 DWELLING 0.08 0.047 8 0.18 0.081 9 17 1.96 0.23 0.46 CONTINUING CARE 255 UNITS 0.15 0.047 15 0.19 0.081 15 30 2.77 0.41 1.14 RETIREMENT COMMUNITY LONG TERM CARE TRIP GENERATION PER 1,000 SQ. FT. CONGREGATE CARE FACILITY 253 1000 SQ. FT. 0.26 0.047 8 0.59 0.081 9 17 6.48 0.23 1.51 ASSISTED LIVING 254 1000 SQ. FT. 0.38 0.093 5 0.48 0.088 5 10 4.77 0.14 0.65 CONTINUING CARE 255 1000 SQ. FT. 0.38 0.047 15 0.48 0.081 15 30 6.92 0.41 2.84 RETIREMENT COMMUNITY NURSING HOME 620 1000 SQ. FT. 0.55 0.075 8 0.59 0.074 8 16 7.65 0.22 1.68 TOTAL / AVERAGE 0.39 0.066 36 0.53 0.081 37 73 6.46 1.00 6.68 Notes: Long Term Care Trip Generation based on the AM and PM Peak of adjacent street traffic based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies. Congregate Care Facilities and Continuing Care Retirement Community were converted from units to 1,000 sq. ft. based on unit sizes of 330 sq. ft. and 400 sq. ft. respectively. Congregate Care Facilities AM and PM Peak Trips were multiplied by 3.3 to convert 330 sq. ft. units to 1,000 sq. ft. Continuing Care Retirement Community AM and PM Peak Trips were multiplied by 2.5 to convert 400 sq. ft. units to 1,000 sq. ft. The total number of studies (TS) conducted for the AM and PM Peaks are used to calculate a Trip Study Weight (TSW). The Daily Trips (DT) generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor. AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles. The Trip Generation Weight (TGW) is calculated based on daily trips multiplied by Trip Study Weighting. The total trips per 1,000 sq. ft. is the sum of the weighted Trip Generation (TGW). Nursing Home Example: DT = ((0.55 / .075) + (0.59 / 0.074)) = 7.65; TSW = (16 / 73) = 0.22; TGW = (7.65 x 0.22) = 1.68. Long Term Care TG: Sum(1.51 + 0.65 + 2.84 + 1.68) = 6.68. Average values in the last row are shown in italics for informational purposes only. PRIVATE EDUCATION TRIP GENERATION ITE LAND USE ITE LAND USE CODE VARIABLE AM PEAK OF GENERATOR NUMBER OF STUDIES PM PEAK OF GENERATOR TOTAL NUMBER OF STUDIES CALCULATED DAILY TOTAL NUMBER OF STUDIES TRIP STUDIED (WEIGHTED) TRIP GENERATION (WEIGHTED) ELEMENTARY SCHOOL 520 STUDENTS 0.75 46 0.45 54 1.80 100 0.19 0.34 MIDDLE SCHOOL / JR HIGH SCHOOL 522 STUDENTS 0.74 25 0.36 29 1.65 54 0.10 0.17 HIGH SCHOOL 525 STUDENTS 0.51 51 0.32 65 1.25 116 0.22 0.28 PRIVATE K-8 530 STUDENTS 1.01 14 0.6 12 2.42 26 0.05 0.12 PRIVATE K-12 532 STUDENTS 0.8 5 0.53 3 2.00 8 0.02 0.03 PRIVATE HIGH SCHOOL 534 STUDENTS 0.66 4 0.40 4 1.59 8 0.02 0.02 CHARTER ELEMENTARY SCHOOL 536 STUDENTS 1.07 26 0.72 27 2.69 53 0.10 0.27 CHARTER HIGH SCHOOL 538 STUDENTS 0.94 4 0.73 4 2.51 8 0.02 0.04 DAY CARE 565 STUDENTS 0.79 75 0.81 75 2.40 150 0.29 0.69 TOTAL 523 1.00 1.96 CALCULATED DAILYTRIP GENERATION RATE PER 1,000 SQ. FT. IS 9.82 PER 1,000 SQ. FT, DAILYTRIP GENERATION RATE OF 9.82 PER 1,000 SQ. FT. BASED ON 1,000 SQ. FT. DIVIDED BYTHE AVERAGE SQUARE FEET PER STUDENT OF 200 SQ. FT. MULTIPLIED BY WEIGHTED TRIP GENERATION PER STUDENT: (1,000 / 200 = 5.00); (1.96 X 5.00= 13.76). TRIP GENERATION ROUNDED TO NEAREST 100TH PLACE. DAILYTRIPS BASED ON THE SUM OF THE AM AND PM PEAK HOUR OF GENERATOR TIMES A PEAK -TO -DAILY FACTOR OF 1.5: (E.G., CHARTER HIGH SCHOOL 0.94+0.73 = 1.67; 1.67 X 1.5 = 2.51). PEAK HOUR DATA HAD SIGNIFICANTLY MORE STUDIES THAN DAILY DATA. TOTAL NUMBER OF STUDIES BASED ON THE SUM OF THE NUMBER OF STUDIES FOR THE AM AND PM PEAK HOUR OF GENERATOR PER SCHOOLTYPE. ALLTRIP GENERATION DATA BASED ON THE ITE TRIP GENERATION MANUAL, 11TH EDITION. AVERAGE SQUARE FEET PER STUDENT= 142.5 SQ. FT. BASED ON A WEIGHTED AVERAGE OF STUDENTS PER SCHOOLTYPE BASED ON TABLE 10 FROM THE FLORIDA DEPARTMENT OF EDUCATION REVIEW & ADJUSTMENT FOR FLORIDA'S COST PER STUDENT STATION (JANUARY 2020). INDUSTRIAL TRIP GENERATION ITE LAND USE ITE LAND USE CODE UNIT OF MEASURE DAILY TRIP GENERATION TOTAL NUMBER OF STUDIES TRIP STUDIED (WEIGHTED) TRIP GENERATION (WEIGHTED) LIGHT INDUSTRIAL 110 1,000 SQ. FT. 4.87 37 0.117 0.572 INDUSTRIAL PARK 130 1,000 SQ. FT. 3.37 27 0.086 0.289 MANUFACTURING 140 1,000 SQ. FT. 4.75 53 0.168 0.799 WAREHOUSE 150 1,000 SQ. FT. 1.71 31 0.098 0.168 MINI -WAREHOUSE 151 1,000 SQ. FT. 1.45 16 0.051 0.074 HIGH CUBE TRANSLOAD 154 1,000 SQ. FT. 1.4 91 0.289 0.404 HIGH CUBE FULLFILLMENT 155 1,000 SQ. FT. 1.81 10 0.032 0.057 HIGH CUBE FULLFILLMENT - SORTING 155 1,000 SQ. FT. 6.44 2 0.006 0.041 HIGH CUBE PARCEL HUB 156 1,000 SQ. FT. 4.63 8 0.025 0.118 HIGH CUBE COLD STORAGE 157 1,000 SQ. FT. 2.12 5 0.016 0.034 DATA CENTER 160 1,000 SQ. FT. 0.99 2 0.006 0.006 UTILITY 170 1,000 SQ. FT. 12.29 13 0.041 0.507 SPECIALTY TRADE 180 1,000 SQ. FT. 9.82 20 0.063 0.623 AVERAGE (STUDIES = TOTAL) 4.28 315 1.00 3.69 Notes: Industrial Trip Generation based on the Daily Rate from the 11th Edition of the ITE Trip Generation Manual. The total number of studies (TS) conducted for Daily Trips are used to calculate a Trip Study Weight (TSW). The Trip Generation Weight (TGW) is calculated based on daily trips multiplied by Trip Study Weighting. The total trips per 1,000 sq. ft. is the sum of the weighted Trip Generation (TGW). Light Industrial Example: TSW = (37 / 315) = 0.117; TGW = (4.87 x 0.117) = 0.572. Industrial TG: Sum(0.572 + 0.289 + 0.799 + 0.168 + 0.074 + 0.404 + 0.057 + 0.041 + 0.118 + 0.034 + 0.0006 + 0.507 + 0.623) = 3.69. Average values in the last row are shown in italics for informational purposes only. INDOOR COMMERCIAL RECREATION TRIP GENERATION TOTAL TRIP TRIP ITE LAND AM PEAK AM PEAK AM NUMBER PM PEAK PM PEAK PM NUMBER CALCULATED ITE LAND USE VARIABLE NUMBER OF STUDIED GENERATION USE CODE (7 to 9) FACTOR OF STUDIES (4 to 6) FACTOR OF STUDIES DAILY STUDIES (WEIGHTED) (WEIGHTED) ROCK CLIMBING GYM 434 1,000 SQ. FT. 1.40 0.068 1 1.64 0.123 1 2 16.96 0.04 0.65 MULTI -PURPOSE 435 1,000 SQ. FT. 0.00 0.068 0 3.58 0.123 3 3 14.55 0.06 0.84 TRAMPOLINE PARK 436 1,000 SQ. FT. 0.00 0.068 0 1.50 0.123 3 3 6.10 0.06 0.35 BOWLING ALLEY 437 1,000 SQ. FT. 0.81 0.068 1 1.16 0.123 5 6 10.67 0.12 1.23 HEALTH / FITNESS 492 1,000 SQ. FT. 1.31 0.068 6 3.45 0.123 8 14 23.66 0.27 6.37 ATHLETIC CLUB 493 1,000 SQ. FT. 3.16 0.068 2 6.29 0.123 3 5 48.80 0.10 4.69 COMMUNITY CENTER 495 1,000 SQ. FT. 1.91 0.068 12 2.50 0.123 15 27 24.21 0.52 12.57 TOTAL d 0.068 21 0.123 31 52 1.00 24.86 Notes: Indoor Commercial Recreation Trip Generation based on the AM and PM Peak of adjacent street traffic per 1,000 squate feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies. The total number of studies (TS) conducted for the AM and PM Peaks are used to calculate a Trip Study Weight (TSW). The Daily Trips (DT) generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor. AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles for ITE Land Use Code 495 (Recreational Community Center). This was the only indoor recreational use with a reported daily trip distribution. The Trip Generation Weight (TGW) is calculated based on daily trips multiplied by Trip Study Weighting. The total trips per 1,000 SQ. FT. is the sum of the weighted Trip Generation (TGW). Community Center Example: DT = ((1.91 / .068) + (2.50 / 0.123)) = 24.21; TSW = (27 / 52) = 0.52; TGW = (24.41 x 0.52) = 12.57. Indoor Commercial Recreation Trip Generation is the sum of (0.65 + 0.84 + 0.35 + 1.23 + 6.37 + 4.69 + 12.57) = 24.86. Average values in the last row are shown in italics for informational purposes only. OFFICE TRIP GENERATION WEIGHTED WEIGHTED DAILY TRIPS NUMBER OF TRIP USE ITE VARIABLE (DT) STUDIES (TS) TRIP STUDY GENERATION (TSw) (TGw) OFFICE 710 1,000 SQ. FT. 10.84 59 0.38 4.15 SMALL OFFICE 712 1,000 SQ. FT. 14.39 21 0.14 1.96 CORPORATE HEADQUATERS 714 1,000 SQ. FT. 7.95 7 0.05 0.36 SINGLE TENANT 715 1,000 SQ. FT. 13.07 12 0.08 1.02 HOSPITAL 610 1,000 SQ. FT. 10.77 7 0.05 0.49 OFFICE PARK 750 1,000 SQ. FT. 11.07 10 0.06 0.72 RESEARCH & DEVELOPMENT 760 1,000 SQ. FT. 11.08 22 0.14 1.58 BUSINESS PARK 770 1,000 SQ. FT. 12.44 16 0.10 1.29 TOTAL 1 11.45 1 154 1 1.00 11.58 Notes: Office Trip Generation based on Daily Weekday Trip Generation per 1,000 squate feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Daily Trips (DT) generation is based on ITE Trip Generation Manual 11th edition. The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Office Example: TSw = (59 / 154) = 0.38; TGw = (10.84 x 0.38) = 4.15. Office Trip Generation is the sum of (4.15 + 1.96 + 0.36 + 1.02 + 0.49 + 0.72 + 1.58 + 1.29) = 11.58. Average values in the last row are shown in italics for informational purposes only. MEDICAL OFFICE TRIP GENERATION WEIGHTED WEIGHTED DAILY TRIPS NUMBER OF TRIP USE ITE VARIABLE (DT) STUDIES (TS) TRIP STUDY GENERATION (TSw) (TGw) HOSPITAL 610 1,000 SQ. FT. 10.77 7 0.16 1.71 MEDICAL OFFICE 720 1,000 SQ. FT. 36.00 18 0.41 14.73 CLINIC 630 1,000 SQ. FT. 37.60 9 0.20 7.69 VETERINARY 640 1,000 SQ. FT. 21.50 6 0.14 2.93 EMERGENCY CARE 650 1,000 SQ. FT. 24.94 4 0.09 2.27 TOTAL 1 26.16 1 44 1.00 29.33 Notes: Medical Office Trip Generation based on Daily Weekday Trip Generation per 1,000 square feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Daily Trips (DT) generation is based on ITE Trip Generation Manual 11th edition. The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Medical Office Example: TSw = (18 / 44) = 0.41; TGw = (36.00 x 0.41) = 14.73. Medical Office Trip Generation is the sum of (1.71 + 14.73 + 7.69 + 2.93 + 2.27 + 29.33). Average values in the last row are shown in italics for informational purposes only. RETAIL TRIP GENERATION USE ITE LAND USE CODE UNIT OF MEASURE DAILY TRIPS (DT) NUMBER OF STUDIES (TS) WEIGHTED TRIP STUDY (TSw) WEIGHTED TRIP GENERATION (TGw) BUILDING MATERIALS & LUMBER 812 1,000 SQ. FT. 17.05 13 0.03 0.57 FREE STANDING DISCOUNT SUPERSTORE 813 1,000 SQ. FT. 50.52 72 0.19 9.42 VARIETY STORE 814 1,000 SQ. FT. 63.66 29 0.08 4.78 FREE STANDING DISCOUNT STORE 815 1,000 SQ. FT. 53.87 21 0.05 2.93 NURSERY GARDEN CENTER 817 1,000 SQ. FT. 68.10 10 0.03 1.76 MULTI -TENANT GREATER THAN 150K 820 1,000 SQ. FT. 37.01 108 0.28 10.36 MULTI -TENANT 40K to 150K WITHOUT SUPERMARKET 821 1,000 SQ. FT. 67.52 7 0.02 1.22 MULTI -TENANT UNDER 40K 822 1,000 SQ. FT. 54.45 4 0.01 0.56 AUTO SALES NEW 840 1,000 SQ. FT. 27.84 18 0.05 1.30 AUTO SALES USED 841 1,000 SQ. FT. 27.06 14 0.04 0.98 AUTO PARTS SALES 843 1,000 SQ. FT. 55.34 12 0.03 1.72 TIRE STORE 848 1,000 SQ. FT. 27.69 13 0.03 0.93 DISCOUNT CLUB 857 1,000 SQ. FT. 42.46 20 0.05 2.20 SPORTING GOODS SUPERSTORE 861 1,000 SQ. FT. 23.78 8 0.02 0.49 HOME IMPROVEMENT 862 1,000 SQ. FT. 30.74 19 0.05 1.51 ELECTRONIC SUPERSTORE 863 1,000 SQ. FT. 41.05 5 0.01 0.53 DISCOUNT HOME FURNISHINGS 869 1,000 SQ. FT. 20.00 8 0.02 0.41 DEPARTMENT STORE 875 1,000 SQ. FT. 22.88 5 0.01 0.30 TOTAL 1,000 SQ. FT. 40.61 386 1.00 42.00 Notes: Retail Trip Generation based on Daily Weekday Trip (DT) Generation per 1,000 square feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Variety Store Example: TSw = (29 / 386) = 0.08; TGw = (63.66 x 0.08) = 4.78. Retail Trip Generation is the sum of (0.57 + 9.42 + 4.78 + 2.93 + 1.76 + 10.36 + 1.22 + 0.56 + 1.30 + 0.98 + 1.72 + 0.93 + 2.20 + 0.49 + 1.51 + 0.53 + 0.41 + 0.30) = 42.00. Average values in the last row are shown in italics for informational purposes only. HIGH IMPACT RETAIL TRIP GENERATION WEIGHTED TRIP ITE LAND USE NUMBER OF WEIGHTED TRIP USE UNIT OF MEASURE DAILY TRIPS (DT) GENERATION CODE STUDIES (TS) STUDY (TSw) (TGw) MULTI -TENANT 40K to 150K WITH SUPERMARKET 821 1,000 SQ. FT. 94.49 17 0.12 11.00 SUPERMARKET 850 1,000 SQ. FT. 93.84 22 0.15 14.14 PHARMACY WITH DRIVE-THRU 881 1,000 SQ. FT. 108.4 16 0.11 11.88 MARIJUANA DISPENSARY 882 1,000 SQ. FT. 211.12 7 0.05 10.12 LIQUOR STORE 899 1,000 SQ. FT. 107.21 5 0.03 3.67 DRIVE-IN BANK 912 1,000 SQ. FT. 100.35 19 0.13 13.06 FINE DINING RESTAURANT 931 1,000 SQ. FT. 83.84 10 0.07 5.74 HIGH TURN OVER RESTAURANT 932 1,000 SQ. FT. 107.2 50 0.34 36.71 TOTAL 1,000 SQ. FT. 1 113.31 146 1 1.00 106.33 Notes: High Impact Retail Trip Generation based on Daily Weekday Trip (DT) Generation per 1,000 square feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Supermarket Example: TSw = (22 / 146) = OAS; TGw = (93.84 x 0.15) = 14.14. High Impact Retail Trip Generation is the sum of (11.00 + 14.14 + 11.88 + 10.12 + 3.67 + 13.06 + 36.71) = 106.33. Average values in the last row are shown in italics for informational purposes only. CONVENIENCE RETAIL TRIP GENERATION USE ITE LAND USE CODE UNIT OF MEASURE DAILY TRIPS (DT) NUMBER OF STUDIES (TS) WEIGHTED TRIP STUDY (TSw) WEIGHTED TRIP GENERATION (TGw) CONVENIENCE STORE 851 1,000 SQ. FT. 762.28 8 0.05 36.08 FAST FOOD WITHOUT DRIVE-THRU 933 1,000 SQ. FT. 450.49 6 0.04 15.99 FAST FOOD WITH DRIVE-THRU 934 1,000 SQ. FT. 467.5 71 0.42 196.40 COFFEE DONUT WITHOUT DRIVE-THRU 936 1,000 SQ. FT. 930.80 25 0.15 137.69 COFFEE DONUT WITH DRIVE-THRU 937 1,000 SQ. FT. 533.57 6 0.04 18.94 CONVENIENCE STORE WITH GAS (2 TO 8 POSITIONS) 945 1,000 SQ. FT. 624.2 34 0.20 125.58 CONVENIENCE STORE WITH GAS (9 TO 15 POSITIONS) 945 1,000 SQ. FT. 700.43 11 0.07 45.59 CONVENIENCE STORE WITH GAS (16 TO 24 POSITIONS) 945 1,000 SQ. FT. 1283.38 8 0.05 60.75 TOTAL 1,000 SQ. FT. 719.08 169 1.00 637.03 FAST FOOD WITH DRIVE-THRU NO INDOOR SEATING 935 PER DRIVE-THRU 888.06 6 0.06 54.37 COFFEE DONUT WITH DRIVE-THRU NO INDOOR SEATING 938 PER DRIVE-THRU 398.10 20 0.20 81.24 GASOLINE SERVICE STATION 944 PER FUEL POSITION 172.01 18 0.18 31.59 CONVENIENCE STORE WITH GAS (2-4K) 945 PER FUEL POSITION 265.12 48 0.49 129.85 CONVENIENCE STORE WITH GAS (4-5.5K) 945 PER FUEL POSITION 257.13 5 0.05 13.12 CONVENIENCE STORE WITH GAS (5.5-10K) 945 PER FUEL POSITION 345.75 1 0.01 3.53 TOTAL 387.69 98 1.00 313.71 NET TRIP GENERATION (BASED ON TGw PER 1,000 SQ. FT. MINUS TGw PER DRIVE-THRU & FUEL POSITION: 637.03 - 313.71 = 323.32) 323.32 Notes: The Coffee Donut without drive-thru (ITE Code 936) daily trips based on AM Peak trips of 93.08 divided by a peak hour factor of .10 (93.08 / 0.10 = 930.08) based on ITE Trip Generation time of day distribution for ITE Code 937. The Fast -Food with drive-thru and no indoor seating (ITE Code 935) daily trips based on PM Peak trips of 59.5. divided by a peak hour factor of .067 (59.50 / 0.067 = 888.06) based on ITE Trip Generation time of day distribution for ITE Code 937. The Coffee Donut with drive-thru and no indoor seating (ITE Code 938) daily trips based on AM Peak trips of 39.81 divided by a peak hour factor of .10 (39.81 / 0.10 = 398.10) based on ITE Trip Generation time of day distribution for ITE Code 937. Convenience Retail Trip Generation based on Daily Weekday Trip (DT) Generation per 1,000 square feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Convenience Store Example: TSw = (8 / 169) = 0.05; TGw = (762.28 x 0.05) = 36.08. Convenience Retail Trip Generation is the sum of (36.08 + 15.99 + 196.40 + 137.69 + 18.94 + 125.58 + 45.59 + 60.75) = 637.03. The trip generation for convenience retail is reduced by the trip generation associated with drive-thru lanes and fuel positions: (637.03 - 313.71 = 323.32). Average values in the last row are shown in italics for informational purposes only. MOTOR VEHICLE CHARGING & FUELING TRIP GENERATION GASOLINE SERVICE STATION 944 PER FUEL POSITION 172.01 18 0.25 43.00 CONVENIENCE STORE WITH GAS (2-4K) 945 PER FUEL POSITION 265.12 48 0.67 176.75 CONVENIENCE STORE WITH GAS (4-5.5K) 945 PER FUEL POSITION 257.13 5 0.07 17.86 CONVENIENCE STORE WITH GAS (5.5-10K) 945 PER FUEL POSITION 345.75 1 0.01 4.80 TOTAL 260.00 72 1.00 242.41 NET TRIP GENERATION (BASED ON TGw PER FUEL POSITION X 2 (PER 1,000 SQ. FT.) MINUS TGw PER DRIVE-THRU & FUEL POSITION: ((242.21 x 2) - 323.32 = 161.50) 161.50 USE ITE LAND USE CODE UNIT OF MEASURE PASS -BY RATE (PB) NUMBER OF STUDIES (TS) WEIGHTED PASS -BY STUDY (PBw) WEIGHTED PASS -BY (PBw) GASOLINE SERVICE STATION (AM) 944 PER FUEL POSITION 0.63 12 0.11 0.07 GASOLINE SERVICE STATION (PM) 944 PER FUEL POSITION 0.57 17 0.15 0.09 CONVENIENCE STORE WITH GAS (AM) 2-8 FUEL POSITIONS 945 PER FUEL POSITION 0.60 16 0.14 0.08 CONVENIENCE STORE WITH GAS (AM) 9-20 FUEL POSITIONS 945 PER FUEL POSITION 0.76 28 0.25 0.19 CONVENIENCE STORE WITH GAS (PM) 2-8 FUEL POSITIONS 945 PER FUEL POSITION 0.56 12 0.11 0.06 CONVENIENCE STORE WITH GAS (PM) 9-20 FUEL POSITIONS 945 PER FUEL POSITION 0.75 28 0.25 0.19 TOTAL 0.65 113 1.00 0.67 Notes: Motor Vehicle charging and fueling positions based on Daily Weekday Trip (DT) Generation per 1,000 square feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Gasoline Service Station Example: TSw = (18 / 72) = 0.25; TGw = (172.01 x 0.25) = 43.00. Motor Vehicle charging and fueling positions Trip Generation is the sum of (43.00 + 176.75 + 17.86 + 4.80) = 241.21. The average number of fuel positions is two (2) per 1,000 Sq. Ft. The trip generation per fuel position is reduced by the trip generation associated with convenience retail: ((242.21 x 2) - 323.32 = 161.50). Pass -By (aka % New Trips) based on same methodology. Pass -by rates based on ITE Trip Generation Manual, 11th Edition. Average values in the last row are shown in italics for informational purposes only. MOTOR VEHICLE SERVICE TRIP GENERATION TOTAL WEIGHTED AM PM CALCULATED WEIGHTED ITE LAND AM PEAK AM PEAK PM PEAK PM PEAK NUMBER TRIP ITE LAND USE USE CODE VARIABLE (7 to 9) FACTOR NUMBER (4 to 6) FACTOR NUMBER OF STUDIES DAILY TRIPS TRIP STUDY GENERATION OF STUDIES OF STUDIES (DT) (TSw) (TS) (TGw) TIRE STORE 848 SERVICE BAY 2.10 0.066 9 3.42 0.091 10 19 34.70 0.35 11.99 TIRE SUPERSTORE 849 SERVICE BAY 2.01 0.066 11 3.17 0.091 12 23 32.64 0.42 13.65 QUICK LUBE VEHICLE SHOP 941 SERVICE BAY 3.00 0.083 1 4.85 0.115 10 11 39.16 0.20 7.83 AUTOMOBILE CARE CENTER 942 SERVICE BAY 1.52 0.083 1 2.17 0.115 1 2 18.59 0.04 0.68 TOTAL 22 33 55 1.00 34.15 Notes. Motor Vehicle Service Trip Generation based on the AM and PM Peak of adjacent street traffic per Service Bay based on the 11th Edition of the ITE Trip Generation Manual due to the limited number of daily studies. The total number of studies (TS) conducted for the AM and PM Peaks are used to calculate a Weighted Trip Study (TSw). The Daily Trips (DT) generation is based on the average of the AM Peak divided by the AM Peak factor and the PM Peak divided by the PM Peak factor. AM and PM Peak factors based on the 11th Edition ITE Trip Generation Manual Vehicle Time of Day Distribution for Vehicles for ITE Land Use Codes 848 and 941. The Weighted Trip Generation Weight (TGw) is calculated based on Daily Trips multiplied by Weighted Trip Study. The total trips per Service Bay is the sum of the Weighted Trip Generation (WTG). Tire Store Example: DT = ((2.10 / .066) + (3.42 / 0.091)) = 34.70; TSw = (19 / 55) = 0.35; TGw = (34.70 x 0.35) = 11.99. Motor Vehicle Service Trip Generation per bay is the sum of (11.99 + 13.65 + 7.83 + 0.68) = 34.15. Average values in the last row are shown in italics for informational purposes only. QUICK SERVICE RESTAURANT DRIVE-THRU TRIP GENERATION WEIGHTED ITE LAND USE NUMBER OF WEIGHTED TRIP TRIP USE CODE UNIT OF MEASURE DAILY TRIPS (DT) STUDIES (TS) STUDY (TSw) GENERATION (TGw) FAST FOOD WITH DRIVE-THRU NO INDOOR SEATING 935 PER DRIVE-THRU 888.06 6 0.23 204.94 COFFEE DONUT WITH DRIVE-THRU NO INDOOR SEATING (AM) 938 PER DRIVE-THRU 398.10 20 0.77 306.23 TOTAL 643.08 26 1.00 511.17 NET TRIP GENERATION (BASED ON TGw PER DRIVE-THRU MINUS CONVENIENCE RETAIL TGw PER 1,000 SQ. FT.: 511.17 - 323.32 = 187.85) 187.85 ITE LAND USE PASS -BY RATE NUMBER OF WEIGHTED WEIGHTED USE CODE UNIT OF MEASURE (PB) STUDIES (TS) PASS -BY STUDY PASS -BY (PBw) (PBw) FAST FOOD WITH DRIVE-THRU NO INDOOR SEATING 935 PER DRIVE-THRU 0.31 2 0.40 0.12 COFFEE DONUT WITH DRIVE-THRU NO INDOOR SEATING 938 PER DRIVE-THRU 0.90 3 0.60 0.54 TOTAL 0.61 5 1.00 0.66 Notes: The Coffee Donut without drive-thru (ITE Code 936) daily trips based on AM Peak trips of 93.08 divided by a peak hour factor of .10 (93.08 / 0.10 = 930.08) based on ITE Trip Generation time of day distribution for ITE Code 937. The Fast -Food with drive-thru and no indoor seating (ITE Code 935) daily trips based on PM Peak trips of 59.5. divided by a peak hour factor of .067 (59.50 / 0.067 = 888.06) based on ITE Trip Generation time of day distribution for ITE Code 937. The Coffee Donut with drive-thru and no indoor seating (ITE Code 938) daily trips based on AM Peak trips of 39.81 divided by a peak hour factor of .10 (39.81 / 0.10 = 398.10) based on ITE Trip Generation time of day distribution for ITE Code 937. Quick Service Restaurant Drive-Thru Trip Generation based on Daily Weekday Trip (DT) Generation per 1,000 square feet (SQ. FT.) based on the 11th Edition of the ITE Trip Generation Manual. The simple average for daily trips is for information purposes only to illustrate the difference compared to weighted trips. The total number of studies (TS) conducted are used to calculate a Weighted Trip Study (TSw). The Weighted Trip Generation (TGw) is calculated based on Daily Trips (DT) multiplied by the Weighted Trip Study (TSw). The total trips per 1,000 SQ. FT. is the sum of the Weighted Trip Generation (TGw). Fast Food With Drive-Thru and No Indoor Seating Example: TSw = (6 / 26) = 0.23; TGw = (888.06 x 0.23) = 204.94. Quick Service Restaurant Drive-Thru Trip Generation is the sum of (204.94 + 306.23) = 511.17. The trip generation per drive-thru lane is reduced by the trip generation associated with convenience retail: (511.17 - 323.32 = 187.85). Pass -By (aka % New Trips) based on same methodology. Pass -by rates based on ITE Trip Generation Manual, 11th Edition. Average values in the last row are shown in italics for informational purposes only. APPENDIX K Person Travel Demand Per Land Use (PTDu) APPENDIX K: PERSON TRAVEL DEMAND PER LAND USE (PTDu) Use Categories, Use Classifications, and Representative Uses Residential & Lodging Uses Affordable, Attainable & Workforce Residential Unit of Measure per 1,000 sq. ft. Person Trip Factor (PTf) 1.79 Person Trip Length (PTI) 2.04 Trip Purpose Factor (TPf) 0.412 Person Travel Demand (PTD) 2.15 Residential per 1,000 sq. ft. 1.79 2.04 0.412 4.30 Overnight Lodging (Hotel, Inn, Motel, Resort) per room 1.83 2.04 0.412 4.88 Mobile Residence (Mobile Home, Recreational Vehicle, Travel Trailer) per space or lot 1.79 2.04 0.412 3.20 Institutional Uses Community Serving (Civic, Museum, Performing Arts, Place of Assembly or Worship) = per 1,000 sq. ft. 1.96 2.05 0.231 2.79 Long Term Care (Assisted Living, Congregate Care Facility, Nursing Facility) per 1,000 sq. ft. 1.76 2.01 0.231 3.71 Private Education (Day Care, Private Primary School, Pre-K) per 1,000 sq. ft. 1.75 1.93 0.231 4.17 Industrial (Assembly, Manufacturing, Nursery, Outdoor Storage, Warehouse, Utilities) per 1,000 sq. ft. 1.34 2.09 0.231 1.62 Outdoor Commercial Recreation (Amusement, Golf, Multi -Purpose, Parks, Sports, Tennis) per acre 1.69 1.72 0.231 5.57 Indoor Commercial Recreation (Dance, Gym, Fitness, Indoor Sports, Kids Activities, Yoga) per 1,000 sq. ft. 1.69 1.72 0.231 11.35 • Office (General, Higher Education, Hospital, Professional) per 1,000 sq. ft. 1.28 2.24 0.231 5.22 Medical Office (Clinic, Dental, Emergency Care, Medical, Veterinary) per 1,000 sq. ft. 1.47 1.95 0.231 14.79 ornmercial & Retail Uses Small Retail Business (Entertainment, Restaurant, Retail, Services) per 1,000 sq. ft. 1.87 1.99 0.357 7.59 Retail (Discount, Entertainment, Financial, Retail, Services, Superstore) per 1,000 sq. ft. 1.75 1.94 0.357 12.12 High Impact Retail (Bank, Pharmacy, Sit -Down Restaurant, Supermarket, Wine & Spirits) per 1,000 sq. ft. 1.82 1.98 0.357 23.25 Convenience Retail (Convenience, Motor Vehicle Charging & Fueling, Quick Service Restaurant) per 1,000 sq. ft. 1.64 1.92 0.357 37.07 Bank Drive-Thru Lane or Free -Standing ATM per lane or ATM 1.49 1.70 0.357 16.86 Motor Vehicle Cleaning (Detailing, Wash, Wax) per lane or stall 1.64 1.92 0.357 22.30 Motor Vehicle Charging or Fueling per charging or fueling position 1.49 1.70 0.357 19.86 Motor Vehicle Service (Accessories, Brakes, Maintenance, Quick Lube, Repair, Tires) per lane 1.64 1.92 0.357 7.83 Quick Service Restaurant Drive-Thru per lane 2.01 2.01 0.357 36.85 APPENDIX L Person Travel Characteristics APPENDIX L: TRIP CHARACTERISTICS BY TRIP PURPOSE Trip Purpose Person Miles of Travel (PMT) Trip Purpose Factor (TPf) Home 5,874 0.412 Goods 2,476 0.174 Meals 1,786 0.125 Services 467 0.033 Errands 361 0.025 Shopping Total 5,089 0.357 Family Care 24 0.002 Entertainment 628 0.044 Exercise 366 0.026 Medical 227 0.016 Religious 452 0.032 School 421 0.030 Work 1,167 0.082 Other Total 3,285 0.231 Total 14,248 1.000 Source: 2017 NHTS (Appendix D). APPENDIX M Mobility Fee Schedule APPENDIX M: CITY OF LONGWOOD MOBILITY FEE Land Use Categories, Use Classifications, and Representative Uses Unit of Measure Mobility Fee .. Affordable or Workforce Residential Z' 3 per dwelling unit $488 Residential 3 per 1,000 sq. ft. $975 Overnight Lodging (Hotel, Inn, Motel, Resort) 4 per room $1,108 �rMinTU. . Community Serving (Civic, Museum, Performing Arts, Place of Assembly or Worship) per 1,000 sq. ft. $672 Long Term Care (Assisted Living, Congregate Care Facility, Nursing Facility) per 1,000 sq. ft. $842 Private Education (Day Care, Private Primary School, Pre-K) per 1,000 sq. ft. $1,005 Industrial (Assembly, Brewing, Distilling, Distribution, Fabrication, Flex Space, Manufacturing, Nursery, Outdoor 5 Storage, Processing, Trades, Warehouse, Utilities) per 1,000 sq. ft. $368 Outdoor Commercial Recreation (Amusement, Golf, Multi -Purpose, Parks, Sports, Tennis) 4' 6 per acre $1,263 Indoor Commercial Recreation (Dance, Gym, Fitness, Indoor Sports, Kids Activities, Yoga) 4,6 per 1,000 sq. ft. $2,576 A 0 Office (General, Higher Education, Hospital, Professional) per 1,000 sq. ft. $1,184 Medical Office (Clinic, Dental, Emergency Care, Medical, Veterinary) per 1,000 sq. ft. $3,356 Small Retail Business (Entertainment, Restaurant, Retail, Services) 7 per 1,000 sq. ft. $1,722 Retail (Discount, Entertainment, Financial, Retail, Services, Superstore) 8 per 1,000 sq. ft. $2,750 High Impact Retail (Bank, Pharmacy, Sit -Down Restaurant, Supermarket, Wine & Spirits) 9 per 1,000 sq. ft. $5,278 Convenience Retail (Convenience, Convenience with Gas, Quick Service Restaurant) 9 per 1,000 sq. ft. $8,413 Bank Drive-Thru Lane or Free -Standing ATM 11 per lane or ATM $3,825 12 Motor Vehicle Cleaning (Detailing, Wash, Wax) per lane or stall, plus per 5 stations $5,060 Motor Vehicle Charging or Fueling 13 per charging or fueling position $4,508 Motor Vehicle Service (Accessories, Brakes, Maintenance, Quick Lube, Repair, Tires) 14 per bay or stall $1,777 Quick Service Restaurant Drive-Thru 15 per lane $8,363 APPENDIX M: CITY OF LONGWOOD MOBILITY FEE Reserved. 2 The City of Longwood may elect to establish a program that establishes criteria to qualify as affordable or workforce housing. Shown as a reduced rate as permitted per Florida Statute (Fla. Sta.) 163.3180 (5) (f) 6. Can be waived by the City per Fla. Sta. 163.31801 (11) per affordable definition in Fla. Sta. 420.9071). Until the City establishes criteria to define affordable or workforce housing and an applicant receives formal approval as affordable or workforce housing, the affordable or workforce housing mobility fee rate would not be applicable. 3 Residential square feet is the sum of the area (in square feet) of each dwelling unit measured from the exterior surface of the exterior walls or walls adjoining public spaces such as multifamily or dormitory hallways, or the centerline of common walls shared with other dwelling units. Square feet include all livable, habitable, and temperature controlled enclosed spaces (enclosed by doors, windows, or walls). This square footage does not include unconditioned garages or unenclosed areas under roof. For multifamily and dormitory uses, common hallways, lobbies, leasing offices, and residential amenities not accessible to the public are not included in the square feet calculation, unless that space is leased to a third -party use and provides drinks, food, goods, or services to the public or paid memberships available to individuals that do not reside in a dwelling unit. 4 Any space that is leased to a third -party use or provides drinks, food, goods, or services to the public shall be required to pay the applicable mobility fee per the individual uses identified in the mobility fee schedule. 6 Acreage for any unenclosed material and vehicle storage, including but not limited to boats, commercial vehicles, recreational vehicles (RV), and trailers, sales and display shall be converted to square footage. 6 For Commercial Recreation Uses that feature both indoor facilities and outdoor recreation, the indoor shall be based on the indoor mobility fee rate, the outdoor shall be made on the outdoor rate, any other uses shall pay the applicable mobility fee for the land use. 7 The City of Longwood may elect to establish a program that establishes criteria to qualify as a small retail business. Until the City establishes a program and an applicant receives formal approval, the small retail business mobility fee rate would not be applicable. Shown as a reduced rate as permitted per Florida Statute (Fla. Sta.) 163.3180 (5) (f) 6. 8 Retail includes all uses that do not fall under High Impact or Convenience Retail and generate less than 75 daily trips per 1,000 sq. ft. per the latest ITE Generation Manual or alternative study. 9 High Impact Retail includes banks, pharmacies, sit down restaurants (non fast food), grocery stores, supermarkets, beer, liquor, package, wine and spirits stores, bars, nightclubs, lounges. These uses generate between 75 and 250 daily trips per 1,000 sq. ft. per the latest ITE Generation Manual or alternative study. Convenience Retail includes convenience stores, gas stations, service stations, coffee, donut, sandwich, food and beverage that would be considered fast food or quick service restaurants. These uses generate between more than 250 daily trips per 1,000 sq. ft. per the latest ITE Generation Manual or alternative study. 10 Additive mobility fees are assessed in addition to the mobility fee assessed with the square footage of the building. 11 Bank shall pay the retail rate for the square footage of the building under the retail use category. Drive-thru lanes, Free Standing ATM's and Drive-thru lanes with ATM's are assessed a separate fee per lane or per ATM and are added to any mobility fee associated with a bank building. The free-standing ATM is for an ATM only and not an ATM within or part of another non -financial building, such as an ATM within a grocery store. 12 Motor Vehicle cleaning shall mean any car wash, wax, or detail where a third party or automatic system performs the cleaning service. Mobility Fee are assessed per bay, lane, or stall, plus per every five finishing stations (vacumm, dry, wax, etc), plus a retail rate associated with any additional building square footage under retail uses. A facility with multiple payment or pre -paid membership lanes that enter a single tunnel are charged based on the number of lanes accessing the tunnel, plus finishing stations and any retail buildings. 13 Rates per vehicle charging or fueling position apply to a convenience store, gas station, general store, grocery store, supermarket, superstore, variety store, wholesale club or service stations with fuel pumps. In addition, there shall be a separate mobility fee for the square footage of any retail building per the applicable mobility fee rate under commercial and retail uses. The number of charging or fueling positions is based on the maximum number of vehicles that could be charged or fueled at one time. Non-commercial vehicle charging stations associated with residential or non-residential uses that are required by the City or are provided by the owner as an amenity and not a commercial purpose shall not be assessed a mobility fee. 14 Motor Vehicle service includes maintenance, repair, and servicing of motor vehicles. Mobility Fee are assessed per bay or stall, plus a retail rate associated with any additional building square footage under retail uses for waiting areas, parts, supplies, and transactions. 15 Any drive-thru associated with a quick service restaurant will be an additive fee in addition to the applicable retail mobility fee per square foot of the building. The number of drive-thru lanes will be based on the number of lanes present when an individual places an order or picks up an order, whichever is greater. Quick service restaurants include those in convenience stores or multi -tenant buildings. APPENDIX N Vehicle Availability & Miles of Travel U.S. households with more vehicles travel more but use additional veh... ess - Today in Energy - U.S. Energy Information Administration (EIA) 10/5/21, 10:59 AM ciar� U.S. Energy Information Administration Skip to sub -navigation Today in Energy June 7, 2018 U.S. households with more vehicles travel more but use additional vehicles less Average annual vehicle miles per household (201T) vehicle miles per year 5D,0[ — 40,000 30,000 20,000 10,000 0 number of vehicles per more household none one two three four five than five Source: U.S. Energy Information Administration, based on U.S. Department of Transportation, Federal Highway Administration, 2017 National Household Travel Survey Households in the United States with more vehicles not only travel more, but they often put more miles on their most -used (primary) vehicle compared with households with fewer vehicles, according to the Federal Highway Administration's National Household Travel Survey (NHTS). Households with just one vehicle drove an average of about 11,100 miles per year, while households with more than five vehicles traveled a total of about 41,800 miles; each additional vehicle within a household had less average use. About two-thirds of households have either one or two vehicles. 1 fl[1 38,090 41,8 other vehicles 3rd vehicle 2nd vehicle nwatused vehicle pert-ent of total households 34% 33% 9% 15% 60A 2% 1 % U.S. households with more vehicles also tend to drive their primary vehicle more than households with fewer vehicles. While a two - vehicle household travels about 14,600 miles annually with the most -used vehicle, a five- or more vehicle household travels about 18,600 miles annually with the most -used vehicle. For U.S. households with more than one vehicle, the average use per vehicle within a household is greatest in a two -vehicle home, where the average vehicle travels about 11,000 miles. This average declines as households add more vehicles; a six -vehicle home averages about 6,700 miles per vehicle. Gasoline consumption by household vehicles depends on both driving behavior (measured by vehicle miles traveled, or VMT) and vehicle fuel economy (measured in miles per gallon). Changes in gasoline prices are typically the primary factor in short-term fluctuations in gasoline expenditures, while changes in VMT and fuel economy (i.e., vehicle purchases) are more likely to influence longer -term trends. In 2017, the total VMT for household vehicles was 2.11 trillion vehicle miles, down from the 2.25 trillion vehicle miles reported by NHTS for 2009, the previous NHTS survey year. Vehicle travel in households with only one vehicle increased from 2009 to 2017, which was https://www.eia.gov/todayinenergy/detail.php?id=36414 Page 1 of 3 U.S. households with more vehicles travel more but use additional veh...ess - Today in Energy - U.S. Energy Information Administration (EIA) 10/5/21, 10:59 AM the only category to do so. U.S. annual vehicle miles traveled per vehicle (2009 and 2017) one •�• two 2017 2009 vehicle miles traveled increase number of three vehicle rn iles traveled decrease vehicles per - household four five six 0 1 2 3 4 5 6 7 0 9 10 11 12 13 cia thousand miles per vehicle Source: U.S. Energy Information Administration, based on U.S. Department of Transportation, Federal Highway Administration, 2017 National Household Travel Survey and Technical Memo People in households in the United States without vehicles may still have access to vehicle travel or travel by other modes. Based on annualized person miles traveled, on average, a person in a zero -vehicle household uses transit modes such as bus, subway, and rail about eight times more than households with one or more vehicles. Similarly, these same zero -vehicle households take greater advantage of taxis and non -motorized modes of travel such as walking or biking. Distribution of travel modes in the United States, 2017 percent of person miles traveled 10 040 90% 90% 70% 60% 60% 40% 30% 20% 10% 0% e] walk or bicycle other (airplane, boat) transit (bus, subway, rail) taxi (includes ride -hailing services) on -road vehicles none one two three four five more number of vehicles per household than five Source: U.S. Energy Information Administration, based on U.S. Department of Transportation, Federal Highway Administration, 2017 National Household Travel Survey The NHTS has been conducted by the U.S. Department of Transportation's Federal Highway Administration eight times since 1969. The latest data year for this survey is 2017, a year with relatively low gasoline prices, which tends to increase vehicle travel. Principal contributor: Mark Schipper https://www.eia.gov/todayinenergy/detail.php?id=36414 Page 2 of 3 APPENDIX O Mobility Fee Comparison APPENDIX O: CITY OF LONGWOOD MOBILITY FEE COMPARISON Use Categories, Use Classifications, and Representative Uses City of Seminole Percent Caution: This comparison is between two different fees, each using different methodologies and data, Unit of Measure Longwood County Change performed by different consulting firms, and last updated at different times. Mobility Fee Mobility Fee Affordable or Workforce Residential' per dwelling unit $488 $741 -34.20% Residential 2 per 1,000 sq. ft. $975 $1,258 -22.45% Overnight Lodging (Hotel, Inn, Motel, Resort) 3 per room $1,108 $1,086 2.05% Community Serving (Civic, Museum, Performing Arts, Place of Assembly or Worship) 5 per 1,000 sq. ft. $672 $652 3.08% Long Term Care (Assisted Living, Congregate Care Facility, Nursing Facility) 6 per 1,000 sq. ft. $842 $840 0.29% Private Education (Day Care, Private Primary School, Pre-K) 7 per 1,000 sq. ft. $1,005 $990 1.52% Industrial Assembl Brewin Distillin Distribution Fabrication, Flex S ace, Manufacturin Nurser ( y' g' g' p g' y' per 1,000 sq. ft. $368 $530 -30.42% $ Outdoor Storage, Processing, Trades, Warehouse, Utilities) Outdoor Commercial Recreation (Amusement, Golf, Multi -Purpose, Parks, Sports, Tennis) 9 per acre $1,263 -- -- Indoor Commercial Recreation (Dance, Gym, Fitness, Indoor Sports, Kids Activities, Yoga) 10 per 1,000 sq. ft. $2,576 $2,975 -13.41% Office (General, Higher Education, Hospital, Professional) 11 per 1,000 sq. ft. $1,184 $1,470 -19.48% Medical Office (Clinic, Dental, Emergency Care, Medical, Veterinary) 12 per 1,000 sq. ft. $3,356 $5,614 -40.22% APPENDIX O: CITY OF LONGWOOD MOBILITY FEE COMPARISON Small Retail Business (Entertainment, Restaurant, Retail, Services) 13 per 1,000 sq. ft. $1,722 $1,737 -0.85% Retail (Discount, Entertainment, Financial, Retail, Services, Superstore) 14 per 1,000 sq. ft. $2,750 $2,523 8.98% High Impact Retail (Bank, Pharmacy, Sit -Down Restaurant, Supermarket, Wine & Spirits) 15 per 1,000 sq. ft. $5,278 $4,920 7.27% Convenience Retail (Convenience, Convenience with Gas, Quick Service Restaurant) 16 per 1,000 sq. ft. $8,413 $7,686 9.47% Bank Drive-Thru Lane or Free -Standing ATM 17 per lane or ATM $3,825 -- per lane or stall, Motor Vehicle Cleaning (Detailing, Wash, Wax) 18 plus per 5 $5,060 -- -- stations 19 Motor Vehicle Charging or Fueling per charging or fueling position $4,508 $4,223 o 6.74/o Motor Vehicle Service (Accessories, Brakes, Maintenance, Quick Lube, Repair, Tires) 20 per bay or stall $1,777 $1,603 10.87% 21 Quick Service Restaurant Drive-Thru per lane $8,363 -- -- APPENDIX O: CITY OF LONGWOOD MOBILITY FEE COMPARISON Note: The land use categories are not the same between the City Mobility Fee and the County Mobility Fee. The closest land use was chosen for comparative purposes. The Technical Report, Studies, and Ordinances for all fee should be evaluated for more detail regarding a specific fee. The Seminole County Mobility Fee was adopted in 2021 based on 2020 and earlier data, the City of Longwood Mobility Fee is pending adoption and based on the most recent and localized data available as of 2023. 1 County Fee based on average of Affordable Housing for Single -Family and Multi -Family. 2 County Fee based on average of Single Family less than 1,500 Sq. Ft. and Multi -Family 1 to 2 stories. City Mobility Fee calculated per sq. ft., so fee based on habitable sq. ft. per dwelling unit. 3 County Fee based on Hotel. 4 Reserved. 6 County Fee based on Church. 6 County Fee based on Nursing Home. Fee is per bed. Comparison assumes four beds per 1,000 sq. ft. 7 County Fee based on Private K-12 per student and assumed 6 students per 1,000 sq. ft. 8 County Fee based on average of Industrial and Passive Warehouse. 9 County Fee only provide rate for a Golf Course per Hole. Not an equivalent use. Would be an independent calculation. 16 County based on Fitness Center. 11 County Fee based on Office. 12 County Fee based on Medical Office. 13 County Fee based on Retail less than 20,000. County does not have a small retail business. Note ITE 11th Edition Trip Generation significant change in retail trip generation. 14 County Fee based on Retail 20,000 or greater. Note ITE 11th Edition Trip Generation significant change in retail trip generation. 16 County Fee based on average of sit-down restaurant and supermarket. Note ITE 11th Edition Trip Generation significant change in supermarket trip generation and multi -tenant retail use. 16 County Fee based on Convenience Retail. 77 County does not have a comparable Fee. Would be a new use. Note ITE 11th Edition Trip Generation significant changed in bank trip generation. 18 County does not have a Fee. Car washes are now automated and high trip generating land uses. Would be a new use. 79 County Fee based on Gasoline Station. Note ITE 11th Edition Trip Generation significant change in convenience store with gas trip generation. 20 County has a fee based on quick lube service. 21 County does not have a comparable Fee. Would be a new use. Note quick service restaurants are actively adding drive-thru lanes and constructing quick service restaurant uses with multiple drive-thru's and no seating. Contact: Jonathan B. Paul, AICP I Principal North Central Florida Office: Southeast Florida Office: 747 SW 2nd Ave I M B 28, 2000 PGA Blvd, Suite 190 Suite 4440 Gainesville, FL 32601 Palm Beach Gardens, FL 33408 P 833- N U C-8484 E nueurbanconceptsC gmaiLcom www.nueurbanconcepts.com _TNE NUE URBAN CONCEPTS ��U1Ic LAND USE •MOBILITY• PARKING •FEES 00113 futureplan MIN.