(2) Construct an off-site multi-use trail connecting two pedestrian generators. (3) Fund four (4) hybrid or alternative fuel buses. (4) Construct a surface park and ride lot designed to accommodate a multi-story parking structure at a future date, the multi-story parking structure may be constructed in-lieu of the surface lot. (5) All projects, regardless of proximity to Interstate 75, shall be required to fund transit for a cumulative twenty (20) year period. The funding of transit shall be phased in such a manner to increase service frequency coincident with the construction of the development up to eventual 10-minute headways along Rapid Transit Corridors from the development site to a centrally located transit hub on the University of Florida Campus and the Eastside Activity Center. Timing of the commencement of transit service shall be scheduled to begin when there are sufficient users projected to utilize the service. Under Policy 1.1.11, developments may receive mobility fee credit for the construction of non-site related infrastructure, purchase of buses and funding of transit required in Policy 1.1.10 above. Where the cost of the required multi-modal improvements is greater than the multi-modal transportation fee, the developer may seek reimbursement for the additional funds expended from a Community Development District (CDD) or Transportation Improvement District (TID). The Developer must enter into a Development Agreement with the County to specify timing for the infrastructure projects and funding of transit service, mobility fee credit, development entitlements, and funding mechanisms. Policy 1.1.11 allows developments to receive mobility fee credit for constructing non-site related infrastructure, purchasing buses and funding transit service. Alachua County Mobility Plan The Alachua County Mobility Plan establishes a clear policy foundation for multimodal mitigation. The mobility plan is designed to implement a system of dedicated bus rapid transit corridors on congested roadways, along with parallel roadways, supporting multiuse bicycle and pedestrian paths, and in-street bicycle lanes. It designates three Urban Transportation Mobility Districts in a designated “urban cluster” area surrounding Gainesville to encourage mixed-use, interconnected developments that promote walking and biking, reduce vehicle-miles of travel and greenhouse gas emissions and provide transit- supportive densities (Objective 1.1). Traditional neighborhood development (TND) and transit-oriented development (TOD) centers are encouraged on rapid transit and express transit corridors. The mitigation payment is reduced for TND and TOD projects with the rationale that these have less impact on the transportation system than suburban single-use developments. Allowances for higher density non-residential development and allowing these uses without special approval were key incentives that reduced costs by streamlining approval thereby garnering widespread support. In addition, a network of corridors with dedicated transit lane(s) are designated on a Rapid Transit Corridors Map “to provide a sense of permanence and provide developers seeking to build Transit Oriented Development with the assurance that there is a commitment to transit.” (Policy 1.1.6.7) The statements of intent for the Mobility Districts (Policy 1.1.3) clearly establish the transportation benefits of the multimodal transportation facilities and related strategies. For example, one intent is to
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