This item had its first reading on November 1, 2016. This ordinance is before you for a second and final public hearing.

As the City continues its efforts to encourage and incentivize redevelopment downtown, amendments to the Downtown (D) and Downtown Core (DC) future land use categories are recommended. Specifically, an increase in residential density is needed to support the proposed Residences at Orange Lake development, which carries a combination of the D and DC Categories. The D Category allows a maximum residential density of 15 units per acre. It encompasses approximately 73 acres and is located between Sims Lane and Indiana Avenue to the north, US Highway 19 to the west, Harrison Street to the east and Delaware Avenue to the south. Last year, the DC Category was established with a maximum residential density of 30 units per acre. The area designated DC is located in the heart of downtown, located south of Central Avenue, north of Missouri Avenue, east of River Road and west of Adams Street.

The Staff proposes to increase the maximum densities for both, while maintaining the same 2:1 proportion between them. The proposal includes increasing the density in the D Category from 15 to 20 dwelling units per acre and the DC category from 30 to 40 dwelling units per acre. The City is eager to encourage higher-density residential development downtown, in order to foster increased demand for goods and services provided downtown, including the existing and recently-opened restaurants and retail businesses, as well as a wider range of businesses in the future. The refurbishment of Sims Park provides an excellent recreational amenity within walking distance for downtown residents. Providing more residential options downtown and generating demand for commercial spaces is key to making downtown a complete urban center where people live, work, shop and socialize. 

These proposed residential densities are similar to the maximum residential densities allowed in the downtowns of similarly-size cities in the region, as indicated in the following table:

The cities of Zephyrhills and Tarpon Springs have adopted form-based development codes for their downtowns, establishing a floor area ratio intensity standard of 1.25. A floor area ratio of 1.25 yields 54,450 square feet of development per acre. With an average residential unit size of 1,200 square feet, this would yield a density of 45 units per acre.

The Staff proposes to further amend the D category to encourage, rather than require, ground floor retail uses in residential developments. A lack of flexibility on a project-by-project basis may deter some proposals of higher-density residential development downtown. 

The DC Category regulations make reference to the category’s “former land use designation.” The proposed amendments clarify that the former land use designation was the D Category.

From a public infrastructure perspective, having residents located closer to goods and services downtown provides opportunities to reduce vehicle miles traveled and to reduce traffic congestion. The City has made significant investments in the public realm in downtown, including streets, sidewalks, parks and civic spaces, which make walking and biking safer and more comfortable and provide pedestrians and cyclists with multiple destinations in close proximity.

The City has established a Transportation Concurrency Exception Area (TCEA) in the downtown, which includes the DC Category. The purpose of it is to reduce the potential negative impacts that transportation concurrency requirements would have on the City’s efforts to encourage and attract redevelopment efforts downtown, such as requiring additional traffic lanes to accommodate an increase in vehicle trips generated by new development. Higher-density residential development is appropriately located downtown where residents can rely on transportation modes other than the car, such as Pasco County Public Transportation (PCPT) transit buses, walking and cycling. Downtown is served by PCPT Route 14. Maintaining the grid street system is a key component in the TCEA.   

The proposed new language is shown with underlining and deleted language is shown with strikethrough.

Compatibility with Comprehensive Plan:

The proposal is consistent with the following Comprehensive Plan objectives and policies:

• FLU Table 1.1.3 – (The purpose of the Downtown future land use category is to) (p)rovide a mix of housing that responds to the City’s changing household demographics (e.g., age, household formation/size, income, etc.).

• FLU Table 1.1.3 – In addition to those purposes identified for the Downtown future land use category, the purpose of the Downtown Core category is to:

o   Encourage the best use of the premium location and to strengthen the city’s core.

o   Provide for a critical mass of residential and non-residential uses that support a resilient and sustainable urban center.

o   Provide for a functional mix of downtown-appropriate development that offers a high-quality public realm with interesting places to live, work, and socialize.

• FLU Policy 1.2.2 – The City shall encourage a balanced land use mix providing for a variety of housing styles, densities and open space.

• FLU Policy 1.4.1 - The City shall continue to require development to be located in areas where urban services are available or will be provided while maintaining the adopted level of service standards concurrent with the impacts of development as outlined in the Capital Improvements Element, or otherwise comply with the policy requirements for by the Transportation Concurrency Exception Area as related to mobility improvements.

• FLU Policy 1.4.8 - The City shall discourage amendments to the Future Land Use Map which would reduce the efficient functioning of transportation facilities. The designated Transportation Concurrency Exception Area shall meet this requirement through implementation of the TCEA strategies set forth in the Transportation Element that prioritize multimodal mobility.

• FLU Policy 1.4.9 - Through enforcement of the Land Development Code regulations, the City shall continue to ensure that the transportation facilities function safely and effectively to meet the level of service requirements within the Transportation and Capital Improvements elements or the provisions of the Downtown Transportation Concurrency Exception Area by:

(c)   Locating higher intensity uses where transportation facilities and services can provide the most efficient access.

(e)   Implementing the objective and policies of the Transportation Concurrency Exception Area in the Transportation Element.

• FLU Goal 2 - To establish Transportation Currency Exception Areas to reduce the adverse impact transportation concurrency may have on urban infill development, redevelopment and the achievement of the City’s redevelopment goals, and to encourage a wide range of planning strategies for enhancing livability and overall quality of life in the City.

• FLU Objective 2.1 - Designate Downtown New Port Richey as a Transportation Concurrency Exception Area (TCEA) to reduce the adverse impact transportation concurrency may have on the achievement of New Port Richey Redevelopment Plan goals and objectives, and to implement and fund mobility, urban design, mixed uses and network connectivity strategies to address transportation needs within the Downtown TCEA.

• LIV Policy 2.5.8 – Maintain and periodically review height and density maximums to discourage single uses that represent the inefficient use of land and public facilities and are not consistent with the size and scale of the surrounding neighborhood.

• TRA Goal 3 - To establish and designate the Downtown redevelopment area as a Transportation Concurrency Exception Area (TCEA) to reduce the adverse impact transportation concurrency requirements may have on urban infill and redevelopment, and the achievement of the City’s redevelopment goals and to implement and fund mobility, urban design, mixed-uses and network connectivity strategies to address transportation needs within the Downtown TCEA.

• TRA Policy 3.1.3 - The Downtown TCEA will become more pedestrian-oriented through mixed-use development utilizing urban design principles including, but are not limited to:

a.        clustered densities to preserve open space and enhance multi-modal opportunities,

b.       transit-oriented densities and/or intensities,

c.        building placement/build-to lines