increased to additional service to meet demand and maintain up to fifteen (15) minute headways based on the capacity and productivity of the service. (c) Within each Urban Transportation Mobility District, achievement of the LOS for all functionally classified roadways shall be based on an Areawide LOS. The Areawide LOS shall be determined by dividing the sum (∑) of total traffic by the sum (∑) of the total maximum service volume at the adopted LOS guideline for all functionally classified roadways. The Capital Improvements Element (CIE) identifies the multimodal infrastructure projects needed to meet adopted level of service guidelines and proactively address project transportation needs from new development and redevelopment within the Urban Cluster by 2040 (Policy 1.1.6). Updates of the CIE include an analysis to ensure areawide LOS is achieved for each mobility district and that progress is being made toward achieving the identified LOS guidelines for non-auto modes. A VMT and mode share analysis is also conducted for each mobility district and the urban cluster. If the areawide LOS for motor vehicles falls below adopted guidelines within a mobility district, then the CIE update will identify either additional motor vehicle capacity projects or additional non-auto projects to provide enhanced mobility. Additional policies address amendments to the CIE, future land use plan, urban cluster boundary and annexations. Roadway capacity projects must focus on development of an interconnected network that provides alternatives to state roads, including additional lanes over I-75. County and state roadways (other than I- 75) are limited to no more than four motor vehicle lanes and all bridges over the interstate must provide for transit, bicycle lanes, sidewalks and/or multi-use paths. Policies include flexibility for transportation facility construction scheduling/time frames to accommodate development based on the level of development activity. Dedicated transit lanes must be designed and constructed on new roadway projects on the Rapid Transit Corridors map and the county coordinates provision of park and ride facilities with transit supportive development on those corridors. Mitigation Fund and Credits Multimodal transportation mitigation funds are placed in special revenue/mobility project trust funds established for the three (3) transportation mobility districts for funding of scheduled transportation improvements consistent with the capital improvements element. Funds are placed in the transportation mobility district trust fund from which the revenues were collected and spent in that district, as well Article XII Concurrency Management, Sec. 407.125.1(g)1, Alachua County Unified Land Development Code. In no case is a development allowed to be required to pay more than its impact on the transportation system. Article XII Concurrency Management, Sec. 407.125.1(h) of the Alachua County Unified Land Development Code addresses credits from these payments. Applicants may request credit from the multimodal transportation mitigation payment for dedicating non-site related ROW and the construction of infrastructure consistent with the capital improvements element. They may also request credit for funding transit operations to/from the development consistent with transit service identified in the CIE. Multi-modal transportation mitigation credits may be transferred to other developments within the same transportation mobility district, so long as all the developments are owned by the same development entity. If the credit is based on an improvement or right-of-way dedication for a facility that forms the border of two transportation mobility districts, the credit could be used in either district.
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