Oviedo City Zoning Code

(A)

General. All development requirements for street, sidewalk, and bicycle facilities shall be fulfilled in accordance with the City of Oviedo Engineering Standards Manual (ESM). If any discrepancy is discovered between this LDC and the ESM or any other City policy, the most stringent and restrictive specification, condition, and/or directive shall apply. All applicable development shall also comply with the requirements established in the Americans with Disabilities Act (ADA) of 1990 and the Florida Fire Prevention Code (FFPC).

(B)

Motor vehicle, pedestrian, and bicycle facility connections shall be provided by the developer between adjacent neighborhoods, and between residential areas and convenience shopping areas, schools, and recreation areas.

(C)

Right-of-Way (ROW).

(1)

ROW Widths. Street right-of-way shall meet the standards of Table 11.1.1: Right-of-Way Design Widths.

(2)

Additional ROW and ROW Dedication. The ESM prohibits half streets and substandard rights-of-way and pavement widths. Additional right-of-way or pavement width may be required to promote public safety and convenience or to ensure adequate access, circulation and parking. New developments adjacent to existing public rights-of-way shall be responsible for providing and dedicating additional right-of-way to meet the right-of-way width requirements as specified herein. Rights-of-way shall be dedicated to the public unless adequate provisions are made for private maintenance. The right-of-way dedication may be credited against required mobility transportation impact fees, as appropriate. Buildings may not be located in proposed rights-of-way.

(D)

Street Design Standards.

(1)

Standard Street Types.

Streets are designed to accommodate multimodal traffic, serve a variety of users and promote economic vitality. This section is intended to acknowledge this and provide guidance for future street construction and reconstruction.

(a)

Streets shall be constructed in accordance with the dimensions provided in Table 11.1.1: Right-of-Way Design Widths and the additional standards specific to each type where provided. Where applicable, additional or more stringent standards in Article IV, Section 4.13, target areas, shall be applied. In no case shall the streets constructed be out of compliance with the minimum standards of the ESM.

(b)

Streets shall include street trees consistent with Article XII Subsection 12.3(B)(2), street trees.

(c)

Local streets shall provide connectivity outside of direct access from residences or businesses to the surrounding street network, where feasible.

(d)

Sample cross sections are provided in Figures 11.1.1: Example Street Cross-Section (Local Commercial or Collector) and 11.1.2: Example Local Neighborhood Street Cross-Section. Example cross-sections do not show every potential configuration. Letter designations in the cross-sections correspond to the letter designations for standards in Table 11.1.1.

TABLE 11.1.1: RIGHT-OF-WAY DESIGN WIDTHS

¹ Rural sections allowed only with approval of the City Engineer.

² Additional width may be required to meet other standards including off-street bicycle lanes and on-street parking.

³ Additional width may be required to meet the standards of the Fire Prevention Code.

⁴ Subject to FDOT standards.

⁵ May be reduced to eleven (11) feet with approval of the City Engineer, if more than one (1) travel lane.

⁶ May be reduced to ten (10) feet with approval of the City Engineer if it meets the criteria for local commercial and local neighborhood with the provision of additional right-of-way for on-street parking in excess of the travel lane, or the prohibition of on-street parking.

⁷ Additional width may be required to meet the streetscape standards of the target areas in Article IV, Section 4.13.

(e)

Local Commercial.

(i)

Local streets serving commercial, industrial, mixed-uses, and multifamily housing are considered local commercial streets.

(ii)

On-street parking is encouraged on streets with a posted speed limit of thirty (30) MPH or less.

Figure 11.1.1—Example Street Cross-Section (Local Commercial or Collector)

Note: Cross-reference labels to Table 11.1.1 for dimensions.

(f)

Local Neighborhood.

(i)

Local streets directly serving single-family and multiplex lots are considered local neighborhood streets.

(ii)

Streets built to the standards of local neighborhood streets should not have centerline marking or marked parking.

(iii)

Local neighborhood streets may meet the standards of local commercial streets standards at the option of the applicant.

(iv)

Pavement width on local neighborhood streets may be reduced to twenty (20) feet with approval of the City Engineer if it meets the criteria of this section and on-street parking is prohibited.

(v)

Traffic calming measures in Subsection 11(2)(A)(3) shall be included to reduce speeding for block segments longer than one thousand three hundred twenty (1,320) feet in length.

Figure 11.1.2—Example Local Neighborhood Street Cross-Section

Note: Cross-reference labels to Table 11.1.1 for dimensions.

(g)

Residential Alley.

(i)

Minimum sixteen-foot wide pavement width and a total width of twenty (20) feet wide, or as required for fire prevention as illustrated in Figure 11.1.3.

(ii)

On-street parking is prohibited.

(iii)

The City Engineer may require that alleys be incorporated into a private easement or tract owned and maintained by a Home Owner's Association or Property Owner's Association.

Figure 11.1.3—Residential Alley Cross-Section

(2)

General. The ESM provides the requirements for streets and other pavements as well as specific street construction standards. The ESM shall be used to fulfill all requirements with regards street construction standards for including, but not limited to, the following: design slopes, subgrade requirements, base course requirements, surface course requirements, curb/curb and gutter requirements.

(3)

Statement of Certification. The project design engineer shall include a statement certifying the project has been designed in compliance with Green Book standards and City requirements.

(4)

Striping Specifications. The ESM identifies the required striping specifications.

(5)

Street Lighting. Appropriate street lighting will be provided at the developer's expense consistent with Article XVI, lighting requirements. Crosswalk lighting shall be provided pursuant to FDOT Design Manual specifications.

(E)

Bicycle and Pedestrian Facility Standards and Accommodations.

(1)

Bicycle Facilities. Bicycle traffic shall be accommodated on all new streets and all reconstructed streets.

(a)

Bicycle facilities may be provided in on-street facilities or off-street facilities. On-street facilities include bicycle lanes, keyhole lanes, separated bicycle lanes, and shared lanes. Off-street facilities include shared use paths and trails. Signage and pavement markings for all bicycle facilities shall be pursuant to FDOT Florida Design Manual (FDM).

(b)

Bicycle Shared Lanes (Sharrows). Shared lanes shall be provided where the posted speed limit is less than or equal to twenty-five (25) miles per hour.

(c)

Bicycle Lanes. Bicycle lanes with a physical barrier, which consists of tubular markers, traffic separators, islands, on-street parking, landscaping, or other form of physical barrier as approved by the City Engineer, shall be provided between the bicycle lane and the street, shall be used on curbed streets with a posted speed greater than twenty-five (25) miles per hour and greater than or equal to thirty-five (35) miles per hour. The minimum bicycle lanes width shall be pursuant to the latest version of FDOT's FDM.

(d)

Bicycle Keyhole Lanes. Pursuant to FDOT FDM Section 223, bicycle keyhole lanes shall be provided where bicycle lanes are present approaching an intersection, adjacent to a bus bay, or parking lane. Design criteria in the latest FDOT FDM shall be used to determine placement and width of keyhole lanes.

(e)

Bicycle Shared Use Paths. Shared use paths are required where the design speed is greater than thirty-five (35) miles per hour but may be provided in any context in lieu of providing bicycle lanes. Shared use paths shall be designed pursuant to the latest version of FDOT's FDM, Section 224. Either a minimum separation of ten (10) feet from the back of curb to the edge of the shared use path or a physical barrier, which may consist of tubular markers, traffic separators, islands, on-street parking, or landscaping, shall be provided between the shared use path and the street.

(f)

Any bicycle facility category that is upgraded from one (1) category to the next category, above the minimum requirements, shall be designed pursuant to the latest version of the FDOT's FDM and shall be eligible for a mobility strategy or mitigation.

(2)

Pedestrian Facilities. Pedestrian traffic shall be accommodated on all new streets and all reconstructed streets.

(a)

Sidewalks. Unless further regulated by Article IV or a shared use path is required, sidewalks shall comply with Table 11.1.1. Sidewalks shall be distanced from the back of curb based on the width of the required landscape and furnishing zone as shown in Table 11.1.1. Root barriers shall be installed pursuant to Subsection 12.3(B)(2)(e). The developer shall construct the sidewalks to the specifications set forth in the ESM. If sidewalks are not feasible, a fee equal to the cost of constructing the sidewalk shall be paid into the City's sidewalk fund upon review and approval by the City Engineer. The minimum width for a planting and furnishing zone may be reduced, with approval from the City Engineer, to accommodate parallel on-street parking or a wider sidewalk or a physically constrained lot.

(b)

Pedestrian Access. Whenever the order-approving authority finds that a means of pedestrian access is necessary to schools, parks, playgrounds, etc., and that such access is impracticable within the public right-of-way, the developer shall reserve an unobstructed easement of at least ten (10) feet and construct a sidewalk of at least six (6) feet to provide such access.

(c)

Pedestrian Signalization and Striping. Pedestrian signalization and striping shall be included with the improved intersection design required of development applications.

(A)

General Street Standards.

(1)

Dead Ends. Dead end streets are not allowed in the Downtown Core and Downtown Transition Future Land Use (FLU) designations. Outside of the Downtown Core and Downtown Transition FLU designations, dead end streets shall be limited to conditions where wetlands, water bodies, or infrastructure corridors prevent connections, provided that pedestrian and bicycle facilities shall be constructed where connections can be made to an existing or proposed pedestrian or bicycle network. Dead end streets shall comply with the Florida Fire Prevention Code and ensure adequate maneuverability of fire apparatus. Dead end streets may be dedicated to the public if it meets the requirements of a public street.

(2)

Layout and Design of Streets. Streets connecting adjacent developments shall be designed to discourage arterial through-traffic with the use of traffic calming measures such as offset alignments, geometrics including lane widths, signing and other design considerations provided in the Federal Highway Administration's Traffic Calming ePrimer.

(3)

Traffic Calming Measures.

(a)

Measures. Traffic calming measures include but are not limited to speed tables, horizontal chicanes, on-street parking, raised crosswalks, traffic circles or roundabouts, curvilinear street alignments, and landscaped traffic islands. The Federal Highway Administration (FHWA) provides detailed descriptions and examples of twenty-two (22) different types of traffic calming devices and strategies (Traffic Calming ePrimer FHWA Highway Safety Programs).

(b)

Location. Traffic calming devices shall be located using guidance from FHWA's Traffic Calming ePrimer.

(A)

Multimodal Access. All new development shall be served by a system of sidewalks, paths, streets, accessways, and other facilities designed to provide for multiple travel modes (pedestrians, bicycles, and vehicular). Pedestrian, bicycle, and vehicular access and circulation systems shall be coordinated and integrated to provide transportation choices within and to and from the proposed development. Every lot shall have access that is sufficient to support reasonable means of ingress and egress for emergency vehicles.

(B)

Access onto Existing Arterial or Collector Streets. Whenever a major residential subdivision that borders on or contains an existing or proposed arterial or collector street, no direct vehicular access may be provided from the lots within this subdivision on to the arterial or collector street unless the request is specifically approved by the order approving authority.

(C)

Driveways and Curb Cuts. All access points onto streets shall be constructed so that:

(1)

Driveways conform to the requirements set forth in the Florida Fire Prevention Code and the ESM; and

(2)

Vehicles can enter and exit from the lot in question without posing any substantial danger to pedestrians, themselves, or vehicles traveling in abutting streets.

(D)

Access on Paved Rights-of-Way or Easements. All new lots within a statutory subdivision shall have access to a paved right-of-way or easement. All new residential lots within a statutory subdivision shall have frontage on a paved right-of-way or publicly accessible common areas or courtyards. Variations may be approved by order approving authority subject to a fire access and parking plan.

(E)

Reconstruction of ROW. In order to provide adequate access, reconstruction of adjacent, substandard ROW may be required.

(F)

Service Drives. Where a proposed development borders on or contains a railroad ROW, limited access highway ROW, or an arterial or collector street, the City may require a service drive or suitable provisions for future service drives in order to provide adequate access to all lots while controlling the number and location of access points to external streets.

(G)

Shared and Cross-Access Drives. Shared access drives and/or cross-access easements between adjacent properties shall be required to minimize the number of driveways and to provide proper spacing of driveways accessing a street, unless determined impractical by the City Engineer.

(1)

Wherever a cross-access corridor has been required, the business sites or neighborhoods within the affected area shall be so designed as to provide for mutually coordinated or joint parking, access and circulation systems, and shall include stub-outs and other design features as necessary to make it visually obvious that the abutting properties may be connected in the future to create a unified system.

(2)

Development Prior to Abutting Use. In the event that the building site is developed prior to an abutting property, it shall be designed to ensure that its parking, access and circulation may be easily tied in to create a unified system at a later date.

(3)

Where development is proposed on a parcel that cannot adhere to the driveway spacing requirements, a temporary connection with cross-access easements may be approved. The temporary connection shall be removed when the properly spaced joint use connection is constructed.

(4)

Existing Abutting Uses. If the building site abuts an existing developed property, it shall be so designed as to tie into the abutting parking, access and circulation to create a unified system unless the Land Use Administrator, or designee, finds that this would be impractical.

(H)

Street Intersections and Driveways.

(1)

General. The design and location of urban/suburban intersections should be consistent with the specifications of the ESM.

(2)

Intersection Angles. Guidance for intersection angles is provided in the ESM. Design solutions that differ from the standards in the ESM may be allowed with the approval of the City Engineer to accommodate innovative or aesthetic design features or respond to site conditions. No more than two (2) streets shall intersect at any one (1) point without express authorization from the order approving authority.

(3)

Intersections Coinciding. Whenever possible, proposed intersections along one (1) side of a street shall align with existing or proposed intersections on the opposite side of such street.

(4)

Street Spacing. Roadway spacing standards are based on the functional classification of the roadway as defined in the Transportation Element of the Comprehensive Plan.

(a)

An arterial may intersect an arterial but only if aligned with and extending an existing arterial, or at a distance of at least one (1) mile from the intersections of existing arterials.

(b)

A collector may intersect an arterial but only if aligned with and extending an existing collector, or at a distance of at least one-half (½) mile from the intersection of an existing collector.

(c)

A collector may intersect a collector if spaced at a minimum of one thousand three hundred twenty (1,320) feet from the intersection of an existing collector.

(d)

A local commercial or local neighborhood street may intersect an arterial but only if aligned with and extending an existing local street which intersects the arterial, or at a distance of at least one thousand three hundred twenty (1,320) feet from the intersection of an existing collector or local street and the arterial.

(e)

A collector or local commercial street may intersect another collector or local commercial street only if aligned with and extending an existing collector or commercial street, or at a desirable distance of six hundred sixty (660) feet from any other intersection.

(f)

A local neighborhood or local commercial street may intersect a collector if spaced at a minimum of six hundred sixty (660) feet from any other intersection.

(5)

Spacing for Signalized Intersections. It is desirable that intersections that are to be signalized have spacing specifications that are different from that of non-signalized intersections in order that distance between signals be capable of providing reasonable cycle lengths. The need for signals will be based upon a warrant study being conducted as described in the "Manual on Uniform Traffic Control Devices." The minimum spacing of signalized intersections is one thousand three hundred twenty (1,320) feet for arterials and collectors. Traffic signals meeting signal warrants may be placed at intervals closer than the minimum standard for the arterials and collectors segment when the City Engineer determines that the addition of such signals is needed for the safety and operation of the arterials and collectors for motorists, pedestrians, and/or bicyclists based on an engineering study performed by a registered transportation engineer.

(6)

Number and Spacing of Driveways.

(a)

General. Every owner of property has a right to reasonable access but may not have the right to a particular means of access.

(b)

Driveway Spacing for Arterial, Collector, and Local Neighborhood and Local Commercial Streets. Spacing between driveways, other than single-family residential lots, fronting on the same side of the street shall conform to the table below. Distance is measured from centerline to centerline. Parcels which are otherwise unable to meet these minimum separation requirements shall utilize cross access easements to provide needed separation. Within the target areas defined in Article IV, Section 4.13, target areas, to the fullest extent possible, all access will be provided from side or rear frontages with one (1) entrance per block face, unless impracticable.

TABLE 11.3.1: SPACING OF DRIVEWAYS

(c)

Number of Driveways. Distance is measured from centerline to centerline. The number of driveways shall be based upon the frontage of the entire site and in accordance with the following criteria, unless traffic or safety conditions require the maximum number to be reduced.

TABLE 11.3.2: MAXIMUM NUMBER OF DRIVEWAYS

*Driveway separation requirements shall not apply to single-family residential units.

(d)

Driveways on opposite sides of any undivided street classified collector or arterial shall either be aligned on the same centerline or be offset at least two hundred (200) feet on collectors, or three hundred thirty (330) feet on arterials. Distance is measured from centerline to centerline.

(e)

The access drives for non-residential parcels located in the corner of two (2) or more local commercial streets shall be located no closer than seventy-five (75) feet from the intersection. If the corner parcel accesses one (1) or more arterial/collector streets, full access shall be limited to six hundred sixty (660) feet; with a right-in/right-out permitted at least three hundred thirty (330) feet from the intersection.

(f)

Controlled Access Facilities. Development along a controlled access facility shall adhere to the following criteria:

(i)

Signal Spacing. One thousand three hundred twenty (1,320) feet intervals.

(ii)

Median Openings. Six hundred sixty (660) feet intervals.

(iii)

Driveway Curb Cuts. Three hundred thirty (330) feet spacing (from the centerline of the nearest curb cut or median opening).

(iv)

Where possible, direct access to property should be provided by local neighborhood and commercial streets, frontage streets, or cross-access easements to a joint use connection.

(v)

Any parcel without more than three hundred thirty (330) feet of street frontage or which abuts parcels with less than three hundred thirty (330) feet of street frontage shall be required to provide cross-access easements to adjacent parcels and use or provide a joint use connection.

(vi)

Property shall not be subdivided into parcels with less than three hundred thirty (330) feet of street frontage unless alternative access is provided and access rights along the controlled access facility are dedicated to the City.

(vii)

More restrictive spacing may be required in areas where existing conditions have created unsafe driving conditions.

(7)

Pavement (or Curb) Radii at Intersections. The minimum intersection radii of pavement edge, or back of curb where used, at all typical intersections without bicycle lanes or on-street parking that approximate a right angle shall be as required in the table below. For intersections where one (1) or more of the approaches have bicycle lanes or on-street parking, the applicable minimum radius shall be the effective turning radius consistent with the guidance provided in the latest FDOT Design Manual.

TABLE 11.3.3: MINIMUM CURB RADIUS

(8)

Minimum Radii. The minimum radii may be reduced where a high number of pedestrian crossings are present or are anticipated to reduce crossing distances. Reductions shall be based on guidance in the latest FDOT Design Manual.

(9)

Auxiliary Lanes. The ESM provides the specific requirements for turn lanes, tapers, storage lanes, and bypass lanes.

(A)

Street Names. Street names shall be assigned by the developer subject to approval of the order approving authority. The developer shall include a proposed list of street names with the development final engineering plans before the platting process begins. Proposed streets that obviously align with existing streets shall be given the same name. Newly created streets shall be given names that neither duplicate nor are phonetically similar to existing streets within the City's jurisdiction, regardless of the use of alternative suffixes such as lane, court, drive, etc.

(B)

Building Numbers. Building street addresses shall be assigned by the City, and a certificate of occupancy shall not be issued until the building number is posted. The posting of a building number shall conform to the requirements set forth in the Florida Fire Prevention Code.

In addition to the development orders or other permits specified in this LDC, the following permits may be required prior to issuance of a building permit:

(A)

An FDOT driveway permit is required for all proposals to access State right-of-way.

(B)

A Seminole County driveway or access permit is required for all proposals to access the County street system.

(C)

A Seminole County ROW permit is required for construction in the County ROW.

(D)

A City ROW permit is required for construction in the City ROW.

Purpose. This section emphasizes the importance of a connection to pedestrian trails and strives to create dual frontages that highlight the importance of a traditional entrance along a sidewalk or thoroughfare with a trailside entry as equally important.

(A)

A lot may have more than one (1) primary frontage. A lot line abutting a park, open space, river, trail, or pedestrian path can be designated as a primary frontage.

(B)

Sites with frontages identified as a multi-use trail, pedestrian path, or bicycle way shall construct the planned multi-use trail for the full length of the frontage, ensuring that no portion of the trail segment is narrower than the minimum width specified in the adopted master plan. Where a property abuts existing or planned trails, pedestrian, or bicycle ways on two (2) or more frontages, connectors may be provided within the property through a public access easement.

(C)

Properties positioned between a pedestrian trail and a street shall incorporate primary façades facing both public spaces.

(D)

Trail-side design should incorporate second entrances, directional signage to assist trail users where to park bicycles and enter spaces, and outdoor seating appropriate for the business use. Building utilities shall be screened from view of the trail.

(E)

Sidewalks shall allow for ADA-compliant pathways along with pedestrian-scale lighting, and other street furniture such as benches, trash receptacles, and bicycle racks.

(1)

Directional signage shall not count towards total sign area.

(2)

The order approving authority may approve deviations from this section where site constraints prevent compliance.

(F)

Bonuses may be made available for adherence to this section, as listed in Article IV, Section 4.14, density/intensity bonuses for public benefit.

Note— ¹ Shopping center is defined as: Two (2) or more commercial uses planned, constructed and/or managed as a total entity with unified design and customer and employee parking provided on-site, consisting of ten thousand (10,000) square feet or more.