The Issue Whether the Miami-Dade County Comprehensive Plan Amendment adopted by Ordinance 2018-109 on September 27, 2018 (the “Plan Amendment”), is “in compliance,” as that term is defined in section 163.3184(1)(b), Florida Statutes (2018).1
Findings Of Fact The Parties and Standing Respondent, Miami-Dade County (“the County”), is a political subdivision of the State of Florida with the duty and authority to adopt and amend a local government comprehensive plan, pursuant to section 163.3167, Florida Statutes. The Limonar Petitioners are limited liability companies under the laws of the State of Florida whose principal places of business are in Florida. The Limonar Petitioners own property within the area affected by the Plan Amendment. Petitioner, Michelle Garcia, resides and owns property in the County near the area affected by the Plan Amendment. Petitioner, Tropical Audubon Society (“Tropical”), is an environmental organization in South Florida dedicated to conserving and restoring South Florida ecosystems, focusing on birds and other wildlife, as well as their habitats. Tropical owns property in the County. Each of the Petitioners submitted oral or written comments, recommendations, or objections concerning the Plan Amendment to the County during the time period beginning with the Plan Amendment adoption hearing and ending with the Plan Amendment transmittal hearing. The parties stipulated that Ms. Garcia’s substantial interests will be adversely affected by the Plan Amendment given that her property is located in the County near the area affected by the Plan Amendment. The Plan Amendment The Plan Amendment amends the Plan to allow an extension of State Road 835 (also known as the Dolphin Expressway) from its current terminus at Northwest (NW) 137th Avenue and NW 12th Street to the West Kendall suburban area of the County. The approximate 13-mile extension is planned as a six-lane expressway from its current terminus to Southwest (SW) 8th Street and SW 167th Avenue, then continuing as a four-lane expressway to connect with SW 136th Street in Kendall. The proposed extension is referred to herein as the “new corridor.” The Plan Amendment incorporates the new corridor on the County’s Future Land Use Map (“FLUM”), as well as the Transportation Element map series, including both the traffic circulation and Mass Transit subelements. Additionally, the Plan Amendment changes some existing, and adds several new, policies in the Land Use, Transportation (including Traffic Circulation and Mass Transit subelements), Open Space, and Intergovernmental Coordination Elements. The new corridor was first envisioned in 2012, when the Miami-Dade Metropolitan Planning Organization (“MPO”), since renamed the Transportation Planning Organization (“TPO”), added the southwest extension of SR-836/Dolphin Expressway to its Long-Range Transportation Plan (“LRTP”) as a “partially funded project.” “Partially funded” means that the TPO authorized the project to move forward for study—in the case of the new corridor, to undertake a Project Development and Environment (“PD&E”) Study—but that the project is not yet approved for construction funding. The LRTP describes the purpose and need for the new corridor as follows: The new extension will address existing highway congestion and enhance mobility in the fastest growing area of the county. The purpose of the SR- 836 (Dolphin) SW Extension is to: Improve system connectivity, Improve access to and from the area to major employment centers such as the MIA, the MIC, the Port of Miami, Downtown Miami, Doral, as well as educational and commercial centers within the study area, Provide north south expressway access to serve existing and future travel demand, Improve hurricane/emergency evacuation routes and travel times, Evaluate multimodal transportation opportunities to improve connectivity to the fast growing southwest area of Miami-Dade County, Evaluate the best alternative for the SR-836 (Dolphin) SW Extension that is technically sound, environmentally sensitive and publicly acceptable. The new corridor is to be funded by the Miami-Dade Expressway Authority (“MDX”).3 UDB and UEA The entirety of the new corridor will be located outside of the County’s urban development boundary (“UDB”). Some portions of the new corridor lie within the area known as the urban expansion area (“UEA”), but the majority of the new corridor lies outside the UEA. The UDB is a defining feature of the Plan, which distinguishes the area where urban development may occur through the year 2020 from areas where it should not occur. The County’s plan accommodates urban development within the UDB by increasing development densities and intensities inside the UDB. The UDB was originally established in 1975 and comprised 233,000 acres. The UDB boundary was significantly amended in 1988, following enactment of Florida’s Growth Management Act, by the addition of 16,000 acres. Between 1990 and 2012, only about 2,400 acres have been added to the UDB, most of which was added by a 2006 amendment to the Plan. At least in part, the UDB operates to limit development pressure on the County’s agricultural lands located to the west of the UDB between the urbanized area and the Everglades National Park. A 2012 Environmental 3 MDX was dissolved by chapter 2019-169, Laws of Florida. The legislation has been challenged and a current appeal is pending before the First District Court of Appeal. See Fla. Dep’t of Transp. v. MDX, Case No. 19-3625 (Fla. 1st DCA 2019). Protection Agency study noted, “the dwindling supply of agricultural land is an especially urgent issue.” The study characterized the County as “dangerously close” to losing its “critical mass” of land in active agriculture usage. The Plan provides for expansion of the UDB to provide additional countywide development capacity “when the need for such change is determined to be necessary through the Plan review and amendment process.” The UEA was established in 1993 and is the area currently projected to be needed to accommodate development in the area between the 2020 UDB boundary and 2030 UEA boundary. Until this area is brought into the UDB through an amendment to the Plan, development within the UEA is limited to uses consistent with “Agriculture” and “Open Land” areas, as defined in the Plan. Residential development outside the UDB is limited to one dwelling unit per five acres (1du/5acres). New Corridor Path The new corridor is planned to pass through lands that are protected by a variety of regulations and development limitations. Figure 1 depicts the location of the new corridor on the Plan Land Use Map, identified as the solid black line beginning at the western end of NW 12th Street and following a winding path west and southwest to its termination at SW 136th Street. [Remainder of page intentionally blank] Figure 1 From its connection with the existing SR 836 corridor, the new corridor will first traverse an area designated “Open Land,” which, according to the Plan is “set aside for uses other than urban development.” It is more than “simply surplus undeveloped land,” and is intended to serve resource- based functions like agriculture or development of potable water supply. According to the Plan, “Open Land areas primarily consist of wetlands.” The only use definitively allowed in this subarea is rural residential. The Plan provides that all other proposed uses will be reviewed on a case-by-case basis. More particularly, the new corridor will traverse the County’s Open Land Subarea 3, which contains the Tamiami-Bird Canal Basins and the eastern portion of the North Trail and Bird Drive Everglades Basins. The basins are recharge areas for the Biscayne Aquifer, the primary source of the County’s drinking water. The Plan provides that the following land uses may be considered for approval in this subarea: [R]ural residences at one dwelling unit per 5 acres (“1 du/5”), compatible institutional uses, public facilities, utility and communications facilities, seasonal agricultural use, recreational use, or limestone quarrying and ancillary uses. Uses that could compromise groundwater quality shall not occur in this area. Any land alteration and development in the Bird Drive or North Trail basins shall conform to the wetland basin plans adopted for those basins pursuant to policies of [the Plan]. The new corridor will traverse a portion of the Bird Drive Basin outside the UDB. Existing development in that area is limited to agriculture and the C-4 detention basin. The detention basin is utilized by the South Florida Water Management District (“District”) to hold water drained from the C-4 canal prior to storm events in order to prevent flooding of the Sweetwater residential community lying to the north. A majority of the new corridor will be located within the County’s West Wellfield protection area, and a portion will run through the 30-day and 100- day travel-time contours. The contours represent the time it takes for a substance released at the contour line to travel to a production well.4 A short segment of the new corridor, approximately three-quarters of a mile, will traverse the Pennsuco wetlands, characteristically high-quality swamps and wet prairies not suited for agriculture or urban development. It is a restored wetland area that has been used as a mitigation project for developers and rock miners over the last 20 to 30 years (i.e., a “mitigation bank”). The mitigation project is under the jurisdiction of the District and other environmental agencies, and is almost complete. The Pennsuco wetlands are also designated as critical habitat for endangered species, including the wood stork, the Florida bonneted bat, the Everglades snail kite, and the Florida Panther. The Pennsuco wetlands are designated on the FLUM as Environmental Protection (“EP”). According to the Plan, the EP designation applies to those areas in the County “most environmentally significant, most susceptible to environmental degradation, and where such degradation would adversely affect the supply of potable fresh water or environmental systems of County, regional, State, or national importance.” The final stretch of the new corridor will traverse Agriculturally- designated lands, mostly within the UEA. Land with this designation “contains the best agricultural land remaining in [the County].” The Plan provides that protection of viable agriculture is a priority of the County. Principle uses allowed in this category “should be” agriculture and uses ancillary to,5 and directly supportive of, agriculture and farm residences. Notably, the Plan provides that, in order to protect the 4 The times are calculated based on a non-reactive substance, i.e., water. Chemicals and other contaminants may have different actual travel times. 5 Uses ancillary to agriculture are those related to preserving, processing packaging, or selling agricultural products; farm supplies; and sale and service of farm machinery and implements. agricultural industry, “uses and facilities that support or encourage urban development are not allowed in this area.” The Comprehensive Everglades Restoration Plan The Comprehensive Everglades Restoration Plan (“CERP”) is an extensive environmental restoration project primarily aimed at restoring as much natural Everglades wetland habitat as possible and re-establishing healthy freshwater flows to parts of the Everglades which have suffered from historic alteration of its hydrology, a result of fragmentation of the ecosystem for urban development and agriculture. CERP is a multi-decade, inter-agency process implemented primarily by the District and the U.S. Army Corps of Engineers (“the Corps”). CERP includes approximately 68 individual projects, approved by a formal process set out in federal law. The projects are compiled in a “yellow book,” originally produced in 1999 and delivered to Congress for approval. Some projects are set forth in great detail, while others are conceptual, but each project identifies a set of hydrologic or ecologic objectives that it is proposed to meet. Restoring surface water flows to the Everglades is a balancing act. While the Everglades is in need of more fresh water, allowing unregulated flows to the Everglades means flooding urban and agricultural properties which were once part of the Everglades system. On the other hand, the urban and agricultural areas depend on surface water flows for water supply, directly or indirectly through groundwater recharge (to prevent saltwater intrusion), for drinking water and agricultural production. CERP regulates the free flow of surface water to provide needed water for urban and agricultural uses, and avoid flooding those areas, while providing as much fresh water to the Everglades as possible. Large portions of the four-square mile Bird Drive Basin have been acquired by the District and the Department of the Interior (“DOI”) to implement a CERP project known as Component U. Component U has several major objectives, including goundwater recharge, reducing seepage from the Everglades National Park buffer areas, enhancing and maintaining wetland viability within the basin, flood attenuation, water treatment of outflows from west Dade wastewater treatment plant, and supplying water to meet demands of the downstream conveyance systems. The state conservation lands north and east of the basin, particularly conservation area 3A, are, at times, inundated with so much water that the wetland literally drowns. CERP projects, including the L31 canal (adjacent to Krome Avenue) and the small canal associated with the Dade/Broward levee, were designed to “shuttle” collected water from the conservation areas and store it for proportionate distribution to both urban areas and the Everglades National Park. Component U is envisioned as both a surface water storage and treatment area, to assist in regulation of water flowing to both the Everglades and the urban areas from the conservation areas to the north and north east. It is related to a larger project to reroute water flowing through the L31 canal, west of Krome Avenue, to the east side of the Bird Drive Basin and eventually into the Bird Drive Canal, utilizing the large, undeveloped basin for storage and treatment, as well as flood control. Additionally, Component U would provide an aquifer recharge function while storing excess water, which would benefit the West Wellfield lying due south. Because of its location relative to several other CERP projects, the Bird Drive Basin plays a critical strategic role in the overall plan for restoration of the southern Everglades. The water quality, conveyance, and storage objectives it is required to meet, along with its flood-attenuation objectives, are relied upon as part of the planning and operation of the other CERP projects in the region to restore the hydrology of the state-owned Water Conservation Areas, Everglades National Park and Florida Bay, and Biscayne Bay. The Bird Drive Basin project is a necessary flow way for restored water levels along the eastern edge of the Everglades, necessary to prevent the flow of too much water through the more central portions of the Everglades, which results in drowning out native plant and animal species. Among the goals of the project is to recharge groundwater and drinking water supplies, and to buffer developed areas in the County from flooding that would result from the higher restored water levels into Everglades National Park. The Bird Drive Recharge project is important to the County as a seepage management project to ensure that restoration of water levels does not affect County landowners and to provide the County with water supply to nearby wellfields. These wetlands are a hydrological buffer between the high water table of Everglades National Park and the much lower water table of the developed areas east of Krome Avenue. This buffer reduces the hydrological gradient of the area, thereby reducing groundwater seepage from the park. Challenges to the Plan Amendment Petitioners allege (as stipulated by the parties) that the Plan Amendment: (1) creates internal inconsistencies with numerous existing Plan goals, objectives and policies, in contravention of section 163.3177(2); (2) fails to discourage the proliferation of urban sprawl, as required by section 163.3177(6)(a)9.; (3) violates the requirement in section 163.3177(6)(d)2.k., that the Plan maintain a conservation element that directs incompatible “future land uses” away from wetlands; (4) violates the requirements in section 163.3177(6)(b)2.a., e., and 3.a., that the Plan maintain a transportation element “to plan for a multimodal transportation system,” address “[a]ll alternative modes of travel,” “identif[y] . . . land use densities, building intensities, and transportation management programs to promote public transportation systems in designated public transportation corridors,” and address “provision of efficient public transit services” and the requirement in section 163.3177(6)(b)1. that the element reflect certain “data, analysis, and associated principles and strategies”; (5) fails to be “based upon relevant and appropriate data and analysis,” as required by section 163.3177(1)(f); (6) fails to “be based upon surveys, studies, and data regarding the area, as applicable, including the character of undeveloped land,” as required by section 163.3177(6)(a)2., and to be based on an “analysis of the suitability of the plan amendment for its proposed use considering the character of the undeveloped land, soils, topography, natural resources, and historic resources on site,” as required by section 163.3177(6)(a)8.; and (7) violates the requirement of section 163.3177(1) that the Plan “maintain[] meaningful and predictable standards for the use and development of land and provide[] meaningful guidelines for the content of more detailed land developments and use regulations.” Petitioners’ umbrella contention is that the Plan Amendment is contrary to the Plan as a whole—which limits urban services and development to within the UDB, prioritizes implementation of CERP, seeks to preserve remaining agricultural areas and a viable agriculture industry, and is completely dependent on a sensitive aquifer for drinking water—by allowing a four- and six-lane expressway outside of the UDB, through an area identified for a CERP project, bisecting agricultural areas, through a wetland preservation area, and within the West Wellfield. Petitioners’ arguments can be categorized generally as concerns with land use, environment, CERP, agriculture, and transportation. UDB and Land Development Issues Petitioners contend that constructing the new corridor outside of the UDB is inconsistent with the purpose of the UDB, and with the overarching construct of the Plan to achieve the desired development form while protecting both sensitive natural resources and agriculture. The Plan provides that the UDB distinguishes “the area where urban development may occur through the year 2020 from areas where it should not occur.” Translating this concept to infrastructure investment, the Plan provides that “public expenditures for urban service and infrastructure improvements shall be focused on the area within the UDB, and urban infrastructure is discouraged outside the UDB.” (emphasis added). The Plan further provides, “Critical in achieving the desired pattern of development is adherence to the 2020 UDB and 2030 UEA boundary,” and that “since its inception [the Plan] has provided that the UDB serve as an envelope within which public expenditures for urban infrastructure will be confined.” Petitioners’ expert planning witness, Mr. Hawkins, explained that “this regulatory line is not one that just says we are going to have urban land uses on one side and not on the other. We are also going to limit the provision of urban services across the line.” The County offered little response to this allegation. In a series of leading questions on direct examination, Mr. Woerner was asked whether the Plan Amendment is inconsistent with policy language that begins, “Given the fundamental influences of infrastructure and service availability on land markets and development activities …” Mr. Woerner gave a conclusory “no” answer, to which Mr. Kerbel asked, “And is that for the reasons you’ve already addressed?” Mr. Woerner agreed. However, none of the prior questions addressed anything regarding public expenditures for urban infrastructure. The Plan Amendment proposes development of urban infrastructure outside the UDB, and thus, outside of the envelope within which the Plan dictates public expenditures for urban infrastructure “will be confined,” in contravention of the Plan’s direction that adherence with the UDB/UEA construct is “critical” to achieve the desired pattern of development for the County. The County contends that the new corridor is not “development,” a position which is untenable and is addressed in the Conclusions of Law. Petitioners proved the Plan Amendment is inconsistent with the unnumbered policy statements in paragraph 46 appearing on pages I-60, I-61, and I-74 of the Plan.6 Petitioners further allege the Plan Amendment is inconsistent with Plan policies that discourage urban sprawl, “emphasize[] concentration and intensification of development around centers of activity” and “high intensity, well-designed urban centers,” and “seek to prevent discontinuous, scattered development at the urban fringe,” such that “[u]rban services and facilities which support or encourage urban development in Agriculture and Open Land areas shall be avoided . . . [and] [a]reas designated Environmental Protection shall be particularly avoided.” Petitioners identify the following goals, objectives, and policies in support of these objections: Land Use Element Objective LU-1 and Policies LU-1B and LU-1O; Objective LU-2 and Policy LU-2B; Policy LU-8G; Policy LU-10A; Transportation Policy TC-6A; and Capital Improvement Element Objective CIE-5 and Policy CIE-5A. Petitioners’ arguments that the Plan Amendment fails to discourage urban sprawl are based on many of the same Plan policies. Petitioners contend that the mere existence of the new corridor will increase development pressure, and induce sprawl development, outside of the UDB contrary to Plan policies promoting compact, high-intensity developments in urban centers. This argument is not novel and can be summarized as, “If you build it, they will come.” Petitioners are not wrong, and the expert County planning staff raised the same concern during review of the Plan Amendment application, stating: While roadways facilitate long-distance and local travel and provide access to real property, they also 6 Provisions such as these, which are referred to as “interpretive text,” are contained in the Land Use Element section titled, “Interpretation of the Land Use Plan Map: Policy of the Land Use Element.” Although not among the element’s numbered goals, objectives, and policies, the interpretive text is expressly “adopted as County policy.” Furthermore, LU-5C requires “planning activities pertaining to development or redevelopment and the provision of public services and facilities in [the County] shall be consistent with … the locations and extent of future land uses as identified by the [FLUM] map and its interpretive text.” significantly affect the use and development of land in their immediate vicinity. In high growth areas such as [the County], any reduction in travel time between centers of population and commerce directly increases competition in the land market between urban uses, including residential and commercial uses. This could generate increased demand for development of land adjacent to the proposed expressway corridor. Because the proposed alignment is generally adjacent to but outside the UDB, the [new corridor] could have the unintended consequence of increasing development pressure on land outside the UDB, including current agricultural lands, if the proposed amendment only addressed the future construction of the roadway. In response to this concern, staff recommended adoption of, and the Plan Amendment was adopted with, the following new Policy: Traffic Circulation Subelement Policy TC-1M. [The County] approves the [new corridor] only to the extent necessary to relieve existing traffic congestion in the southwestern part of the County and to provide a reliable, robust, and faster connection to Downtown Miami and other major trip attractors across the County. To discourage urban sprawl within the Area of Impact of [the new corridor] … the County’s Concurrency Management System shall be amended to remove the additional LOS/capacity that the roadways in the Area of Impact would experience due to the diversion of trips resulting from the construction of [the new corridor] could not be used to demonstrate concurrency. The purpose of this policy is to assure that the additional capacity attributable to the [new corridor] cannot be used to support further development in the Area of Impact. In other words, “If you build it, they cannot come.” Petitioners raised many arguments to demonstrate that this language would not be effective to truly prevent urban sprawl outside the UDB. They introduced the testimony of Walter Kulash, who exclaimed that it would “be absurd” to create excess roadway capacity that could not be used by developers, and that, as a transportation engineer, “it is not at all clear to me how the chain of computation would work here.” However, as explained by Mr. Sandanasamy, the County’s expert transportation planner, the concurrency restriction will be implemented by comparing the roadway capacity figures prior to the opening of the roadway to any future traffic counts, to determine how much those traffic counts have been reduced. He gave the following example: Assume an arterial with a capacity of 35,000 trips, and before the new corridor opened, the actual amount of traffic counted is 30,000 trips. That means the arterial had a remaining capacity of 5,000 trips before the opening of the new corridor. Assume that when traffic is counted after the opening of the new corridor, the number of vehicles on that arterial drops to 28,000 trips—a reduction of 2,000 trips attributed to the new corridor—meaning that the remaining capacity of the arterial has increased from 5,000 trips to 7,000. Policy TC-1M would require the Concurrency Management System to log the capacity of the arterial as reduced by 2,000 trips, so that future applications would be measured against a roadway capacity of 33,000 trips. Mr. Sandanasamy concluded that the policy is intended to “prevent urban sprawl [and] allow development to go on as it was, like this roadway doesn’t exist.” The parties introduced the testimony of competing expert transportation planners on this subject; but, in the end, Petitioners’ expert, Juan Mullerat, conceded the issue, as follows: Q. [Mr. Kerbel] And in the event that there is a process in which someone seeks to amend their land uses, they would have to address the fact that the road can't be used to show concurrency, right? A. [Mr. Mullerat] Correct. * * * So at the end of the day that is why I am saying it is the same. Right now you don't have infrastructure, so you can't use it for concurrency. Once you put the infrastructure, this says that you won't be able to use that as -- in order to change the land use. Q. Okay. So it is a wash? A. It is a wash. It doesn't make—it is neither harder nor easier. New Policy LU-3Q was added to further ensure the Plan Amendment did not encourage development in the agriculturally-designated lands. The policy reads as follows: Any zoning action or amendment to [the Plan] that would approve any use other than direct agricultural production, the sale of agricultural produce, and permitted residential and Bed and Breakfast uses of property, in an area designated as Agriculture, whether as a primary use or as an accessory or subordinated use to an agricultural use, or action that would liberalize standards or allowances governing such other uses on land that is a) outside the [UDB] and b) within one mile of the right-of-way line of any portions of [the new corridor], shall require an affirmative vote of not less than five members of the affected Community Zoning Appeals Board and two-thirds of the total membership of the Board of County Commissioners then in office, where the applicable board issues a decision. Petitioners claimed this policy was not based on data and analysis to demonstrate its effectiveness. To the contrary, the language of new Policy LU-3Q was modeled on language utilized when the County adopted the Plan to allow widening of Krome Avenue, which lies outside the UDB, farther west than the new corridor. Even a cursory review of the FLUM reveals that the land uses adjacent to Krome Avenue remain agriculture. The County’s experience with development surrounding Krome Avenue is data that has been available to, and was relied upon by, the County in adopting the subject Plan Amendment. Petitioners did not prove that the Plan Amendment would induce additional urban development outside the UDB and in environmentally sensitive areas. Thus, Petitioners did not prove the Plan Amendment is inconsistent with Objective LU-1, which requires “the location and configuration of [the County’s] urban growth through the year 2030 shall emphasize concentration and intensification of development around centers of activity”; Policy LU-1O, which requires the County to “seek to prevent discontinuous, scattered development at the urban fringe in the Agricultural Areas outside the UDB”; Objective LU-2, which provides that “[d]ecisions regarding … urban expansion … shall be based on the physical and financial feasibility of providing, by the year 2020, all urbanized areas with services at levels of service (LOS) which meet or exceed the minimum standards” in the CIE; Policies LU-2B, TC-4C, and CIE-5A, which provide that urban services and facilities, including roadways, which support or encourage “urban development in Agriculture and Open Land areas shall be avoided”; Policy LU-10A, which requires the County to “facilitate contiguous urban development, infill [and] redevelopment”; and TC-6A, which mandates that the County “shall avoid transportation improvements which encourage or subsidize increased development in … environmentally sensitive areas.” The remaining policies implicated by Petitioners are irrelevant to the Plan Amendment: Policy LU-1B, which provides that “major centers of activity” and “other concentrations of significant employment … shall be sited on the basis or metropolitan scale considerations at locations with good countywide, multi-modal accessibility”; Policy LU-1S, which requires the County Strategic Plan to be consistent with the Plan; Objective LU-5 and Policy LU-5B, which pertain to the consistency of development orders with the Plan; and LU-8G, governing considerations for adding land areas to the UDB. Environmental Considerations Wellfields Petitioners allege the Plan Amendment is inconsistent with the following objectives and policies of the Conservation Element relating to protection of wellfields: CON-3, 3A, 3B; and CON-5F. CON-3, 3A, and 3B provide, in relevant part, as follows: Objective CON-3. Regulations governing approved wellfield protection areas shall be strictly enforced …. CON-3A. No new facilities that use, handle, generate, transport or dispose of hazardous wastes shall be permitted within wellfield protection areas[.] CON-3B. The water management systems that recharge regional wellfields shall be protected and enhanced. The Plan Amendment does not adversely affect the County’s ability to enforce its approved wellfield regulations. The new corridor is not a facility that uses, handles, generates, or disposes of hazardous wastes. Petitioners introduced testimony regarding the threat to the West Wellfield posed by trucks, carrying hazardous substances via the new corridor, potentially (and speculatively) spilling chemicals in an accident. Nevertheless, the greater weight of the evidence supports a finding that the new corridor is not a “facility” that transports hazardous wastes as contemplated by the policy. The meaning of “water management systems” used in Policy CON-3B, was disputed by the parties. Petitioners introduced the testimony of Dr. McVoy, who testified that he considered the wetlands of the Bird Drive Basin as the water management system that recharges the regional wellfield. Respondent introduced the testimony of Wilbur Mayorga, chief of the County’s environmental monitoring and restoration division, who is responsible for the wellfield protection areas and the boundaries thereof, and who was admitted as an expert in wellfield protection and contamination. Mr. Mayorga gave a broader, more general definition, which is ultimately not in conflict with Dr. McVoy’s definition. The Bird Drive Basin is one part of the larger system managing and conveying freshwater from Lake Okeechobee through various natural and man-made components that store, treat, and deliver water to the urban and agricultural uses, as well as the Everglades. Respondent’s hydrogeology expert, Dr. Virginia Walsh, confirmed that the Bird Drive Basin wetlands serve to recharge the County’s production wells. Dr. McVoy’s opinion was hedging—“I find it hard to see how [the system] would be enhanced and I find it hard to see how [the system] would be protected … I can’t see any way that I, as a scientist, can say that by putting a roadway on [the system] it is going to increase protection ….” Mr. Mayorga was asked directly, “In your professional opinion, would the plan amendment pose any threat to these water management systems?” Mr. Mayorga answered, “That I’m not familiar with.” His answer was puzzling and unhelpful. Significantly, both Dr. McVoy and Mr. Mayorga preferred to answer the question based on the degree of risk created. Dr. McVoy testified that building the tollway certainly increases risk of contamination to the system. Mr. Mayorga opined that removing all uses within the wellfield is the only way to achieve zero risk. He further opined that any roadway carries an inherent risk of contamination, which can be attenuated by the location of uses at the higher contour lines. As Mr. Mayorga explained, “The closer you are to the production wells, the [fewer] alternatives you have in how you manage stormwater.” In an effort to demonstrate compliance with the requirement to “protect the water management systems that recharge” the regional wellfield, Respondent points to new policy LU-1W, which requires that alignment of the new corridor remain “outside and to the east of the boundary of the 10- day travel time contour” of the West Wellfield area. In the end, Respondent’s expert witness confirmed that building the new corridor will neither protect nor enhance the water management systems that recharge the West Wellfield. Petitioners did not prove the Plan Amendment is contrary to Objective CON-3 or Policy CON-3A. However, they did prove the Plan Amendment is inconsistent with Policy CON-3B. 7 Policy CON-3F requires the County to implement cut and fill criteria for land in the North Trail and Bird Drive basins, among others. The County has already implemented those criteria and the Plan Amendment does not implicate that policy in any way. The remainder of Petitioners “wellfield” allegations overlap with alleged wetland impacts and are addressed in the following section. Wetlands Petitioners next contend the Plan Amendment is inconsistent with the following objectives and policies related to wetlands and wetland functions: CON-4 and 4A, and CON-7, 7A, and 7J, which read, in pertinent part, as follows: Objective CON-4. The aquifer recharge and water storage capacity of the presently undeveloped areas in the western and southern Miami-Dade County shall be maintained or increased. 7 In addition, to the extent Petitioners challenged the Plan Amendment as inconsistent with the interpretive text in the Land Use Element relating to Open Land Subarea 3 (North Trail and Bird Drive Basins), which reads, “Uses that could compromise groundwater quality shall not occur in this area,” that allegation was proven as well. Mr. Mayorga’s testimony that “any roadway carries an inherent risk of contamination” conceded the point that the Plan Amendment creates a risk of contamination to the wellfields. Policy CON-4A. The aquifer-recharge values of undeveloped land and the water storage values of wetland areas shall be maintained and, where feasible, enhanced or restored. Objective CON-7. [The County] shall protect and preserve the biological and hydrological functions of Future Wetlands identified in the Land Use Element. Future impacts to the biological functions of publicly and privately owned wetlands shall be mitigated.… Publicly acquired wetlands shall be restored and managed for their natural resource, habitat, and hydrologic values. Policy CON-7A. The degradation or destruction of wetlands shall be limited to activities that 1) are necessary to prevent or eliminate a threat to public health, safety or welfare; 2) are water dependent, clearly in the public interest and no other reasonable alternative exists; 3) are carried out in accordance with a basin management plan; or 4) are in areas that have been highly disturbed or degraded and where restoration of a wetland with an equal or greater value in accordance with federal, State, and local regulations if feasible. Habitats critical to endangered or threatened species shall not be degraded or destroyed. CON-7J. In evaluating applications that will result in alterations or adverse impacts to wetlands, [the County] shall consider the application’s consistency with [CERP] objectives. Wetlands play an important part in recharging the Biscayne Aquifer. They filter stormwater to remove pollutants and nutrients prior to the water’s eventual entry into the aquifer. As discussed above, wetlands can also perform the important function of storing stormwater to prevent flooding of adjacent properties, and for use in dryer seasons, if they have a confining clay (or other soil) layer above the aquifer. The new corridor is expected to destroy over 300 acres of wetlands in the Bird Drive and North Trail basins, although the exact number is unknown. Petitioners contend that violates Policy CON-7A because the project does not meet any of the four criteria. The County introduced evidence that the wetland impacts will be carried out in accordance with Bird Drive Basin management plan, thus meeting criteria three of Policy CON-7A. The final sentence of Policy CON-7A prohibits destruction of wetlands in habitats critical to threatened or endangered species. The Pennsuco wetlands are designated critical habitat to several endangered species, but the Plan Amendment implicates wetland impacts in that area. The County maintains that it has addressed this issue through an interlocal agreement with MDX, which requires that the entire span of the new corridor traversing the Pennsuco wetlands be elevated. However, the interlocal agreement is not incorporated into or adopted by reference in the Plan Amendment; thus, is not enforceable through the Plan. To the contrary, the interlocal agreement may be modified or amended upon mutual agreement of the parties.8 Petitioners proved the Plan Amendment is inconsistent with Policy CON-7. Because the new corridor will traverse the Pennsuco wetlands, an area designated as critical habitat for threatened and endangered species, the Plan Amendment violates this policy. Petitioners did not prove the Plan Amendment is inconsistent with this part of CON-7J. As discussed in the Findings of Fact 104 and 107, the County did consider the impact of the new corridor on CERP. Petitioners’ allegations of inconsistency with Objective CON-4, Policy CON-4A, and Objective CON-7, all relate to the impact of the new corridor on aquifer recharge and storage capacity of wetlands in the path of the new corridor. 8 Even if the interlocal agreement were incorporated into the Plan Amendment, this inconsistency would not be completely resolved because the interlocal agreement allows pilings or other support structures for the elevated section to be located in the Pennsuco wetlands. Dr. McVoy opined that the aquifer recharge capacities of the Bird Drive Basin, the West Wellfield, and the Pennsuco Wetlands will not be increased as a result of the Plan Amendment, but he did not testify that the Plan Amendment would inherently decrease those capacities, nor did he testify that the Plan Amendment would prevent those capacities from being maintained. Again, County staff recognized the inherent conflict between wetland functions and development of the roadway corridor, and recommended the Plan Amendment include the following new policies, which read, in pertinent part, as follows: LU-1W. [P]rior to the construction of the roadway, or any phase thereof, MDX shall prepare a surface water sheet flow analysis to demonstrate that the wetlands hydrology in this area shall be adequately retained. LU-3T. The [new corridor] is planned to traverse and impact wetlands within the Bird Drive Basins and elsewhere along its alignment and will require environmental approval and wetland mitigation. To the maximum extent feasible, mitigation for the [new corridor] shall be accomplished through acquisition, preservation, and restoration of wetlands within the Bird Drive and North Trail Basins outside the [UDB]. At a minimum, preservation of wetlands within the Bird Drive Basin shall be included as a component of the wetlands mitigation for this project. The mitigation shall also include a plan to preserve the hydrological connection and surface water flow of the wetlands remaining in these basins through the use of culverts or bridges. (emphasis added). Petitioners have two objections to this language. First, Petitioners argue the only way to preserve the hydrologic connection of the wetlands severed by construction is by bridging, rather than use of culverts. Dr. McVoy expressed the opinion that, if a wetland has water storage capacity, the roadway will need to be elevated to prevent flooding of the roadway. If the County only uses culverts, the road will still be subject to flooding in the areas where it is not culverted. Moreover, the hydrologic function of the wetlands will not be maintained because the wetlands will be disconnected in those areas. The County’s wetland expert explained that while some wetland vegetation is removed for a culverting project, the culvert allows wetland hydrology to be maintained. He gave examples of other roadways, notably Krome Avenue, where culverts have been used to maintain the hydrologic connection of wetlands severed by the roadway. Both Dr. McVoy and Mr. Spinelli have expertise in wetlands and wetland hydrology and hold different opinions on the issue. Neither witness’s testimony was more compelling than the other. Second, Petitioners attack the use of the phrase, “to the maximum extent feasible” to modify the requirement that mitigation of wetland impacts be accomplished within the Bird Drive and North Trail basins. Petitioners contend that this phrase does not provide a meaningful and predictable standard. But this is a common phrase that has been used throughout comprehensive plans that have been found in compliance, including ones prepared by Petitioners’ planning expert, Mr. Iler, and as acknowledged by Mr. Hawkins. Moreover, Mr. Woerner noted that at least three other policies in the Plan use the phrase “to the maximum extent feasible,” and he emphasized that this language provides some flexibility as to how an otherwise mandatory directive can be accomplished. As Mr. Spinelli and Mr. Woerner explained, the phrase “to the maximum extent feasible” in new Policy LU-3T is appropriate because it provides some flexibility as to the location of wetland mitigation, because, as the County’s wetland mitigation estimates showed, there were limits on the amount of available land within the Bird Drive and North Trail Basins to address the entire amount of mitigation that would likely be required. Mr. Hawkins further opined that the standard “is so deferential to the opinions stated by whoever the applicant or the developer might be in the future as to not provide a real standard that we can use today to anticipate whether we can measure compliance of this policy in the future.” However, nothing in Policy LU-3T vests discretion in, or suggests deference to, a permit applicant with respect to the issue of feasibility. It is plain that, as with other policies in the CDMP, the County would ultimately determine feasibility. In summary, the Plan does not prohibit destruction of all wetlands in environmentally-sensitive areas. Rather, it limits damage to projects meeting certain criteria, at least one of which is met by this project. The Plan anticipates mitigation of wetland acreages lost due to development, and requires the water storage, recharge capacity, and hydrology of wetlands be maintained or increased. Finally, the Plan requires restoration of publicly- acquired wetlands “managed for their natural resource, habitat, and hydrologic values.” The Plan Amendment will disturb and destroy wetlands, which will be undertaken in accordance with the basin management plans for the Bird Drive and North Trail basins. The Plan Amendment requires MDX to demonstrate that the wetland hydrology can be maintained by submitting sheet flow analysis prior to construction. Mitigation of wetlands acquired can increase storage capacity by removal of melaleuca and restoration of the confining layer. Petitioners did not prove that the Plan Amendment violates any of the cited Conservation Element policies, with the exception of CON-7A, because it allows destruction of portions of the Pennsuco wetlands. CERP Protection of the Everglades is one of the highest priorities of the Plan. The Land Use Element provides that the County’s “growth policy includes … that the intensification of physical development and expansion of the urban area should be managed … in recognition of the County’s physical limitations to horizontal expansion due to the location of the Everglades National Parks[.]” Land Use Policy LU-3S states that “[The County] continues to support the [CERP] and related regional and local habitat restoration and preservation initiatives through its … long-range land planning initiatives.” Future Land Use Element Figure 14 clearly depicts the Bird Drive Basin as “Future Wetlands and CERP Water Management Areas.” The Conservation Element “builds upon past and present initiatives such as … planning for the Bird Drive-Everglades [and other] basins.” Petitioners contend the Plan Amendment is contrary to Policy CON-7J, which provides, as follows: In evaluating applications that will result in alterations or adverse impacts to wetlands[,] [the County] shall consider the applications’ [sic] consistency with [CERP] objectives. Applications that are found to be inconsistent with CERP objectives, projects or features shall be denied. (emphasis added). Petitioners maintain the Plan Amendment will adversely impact wetlands in the Bird Drive Basin, which is designated as CERP Component U, and should be denied as inconsistent with that CERP project and its related objectives. 9 All parties agreed that only the District has authority to determine whether the Plan Amendment is consistent with CERP. As part of the required review of the Plan Amendment, the District commented on the proposed Plan Amendment. In its comment letter, the District noted that “[a] portion of the lands within the proposed study area for the expressway extension have been identified as having potential use with regard to Everglades restoration projects.” The District advised that the 9 The County introduced evidence, all of which constituted hearsay, to prove that the District has determined Component U to be infeasible and has instead moved toward a conveyance concept for the Bird Drive Basin, which, ostensibly requires less property. The issue is a red herring. No matter the size or scale of the CERP project, the District remains the agency with authority to determine whether the Plan Amendment interferes with the project. County had not supplied enough information “that would help the District evaluate the proposed project’s compatibility with the CERP [project],” and directed that County staff “coordinate with appropriate District staff to provide sufficient information.”10 The County did not provide additional information to the District and did not receive any determination from the District regarding the Plan Amendment’s consistency with CERP. Petitioners did not prove that the Plan Amendment is inconsistent with CERP, or that the County failed to consider consistency with CERP, thus, they did not prove the Plan Amendment is internally inconsistent with Policy CON-7J. However, Petitioners did prove the Plan Amendment is not supported by data and analysis on this point. Rather than providing the District with the additional information it requested to determine consistency with CERP, the County replied that it would continue to work with the District during the permitting process and “may be able to include features … that provide benefits that are both compatible and consistent with the intent of the CERP.” While only the District has the authority to determine consistency of the Plan Amendment with CERP, the County, not the District, has the duty and authority to determine consistency with its own Plan, including Policy CON-7J. 10 The District’s letter constitutes hearsay evidence for which there is no applicable exception in section 90.803, Florida Statutes. See Ehrhardt’s Florida Evidence § 803.8 (“A third kind of public record is admissible under [the Federal Evidence Code], but was intentionally omitted from section 90.803(8)”—“records and reports by a public official when the official is required to interpret and evaluate facts and information supplied by persons outside the agency.”). If the letter addressed the material disputed fact of whether the Plan Amendment was inconsistent with CERP, those statements would be inadmissible. However, the undersigned determined that statements regarding the need for more information on the issue are admissible, because they do not go to a material disputed fact. The County introduced the testimony of expert planning witness, Mark Woerner, in an attempt to prove that the County need not have a final determination of consistency with CERP prior to adopting a plan amendment. Mr. Woerner testified that the Plan merely requires the County to be aware of particular CERP projects when staff reviews plan amendments.11 Mr. Woerner’s testimony is contrary to the plain language of the policy, which requires the denial of a plan amendment that is found to be inconsistent with a CERP project or objective. Notwithstanding the previous finding that Petitioners did not prove that the Plan Amendment was inconsistent with CERP, because the Plan Amendment was adopted absent a determination of consistency with CERP, the Plan Amendment is not based upon adequate data or analysis. To be “based upon data” means “to react to it in an appropriate way and to the extent necessary[.]” § 163.3177(f), Fla. Stat. The County did not react appropriately to the data and analysis available—that the District needed more information in order to determine consistency—by adopting the Plan Amendment without such needed information. Agriculture Next, Petitioners contend that the Plan Amendment is inconsistent with policies specifically addressing the preservation of agriculture. The Plan provides the following with respect to lands in the Agriculture category: The area designated as “Agriculture” contains the best agriculture land remaining in [the County]. As 11 Mr. Woerner’s testimony was hedging, at best: “I believe that you can still provide an analysis and address the issues that may be surrounding a particular CERP project or a CERP issue. But I don’t think you need to have to finally finalize that. You have to—the comp plan—the policies that we put in the comp plan regarding CERP were to ensure that in the planning process, the County’s aware of the importance of CERP in its projects and that we have to be aware of that as we review different plan amendments or other permitting issues that might arise for the County.” stated in the [County’s] strategic plan, approved by the Board of County Commissioners, protection of viable agriculture is a priority. The principle uses in this area should be agriculture, uses ancillary to and directly supportive of agriculture and farm residences.[12] The Plan continues, “In order to protect the agricultural industry, uses incompatible with agriculture, and uses and facilities that support or encourage urban development are not allowed within [the Agriculture land use category].” The mandate to protect agriculture is reiterated in the section on Concepts and Limitations of the Land Use Plan Map, which provides, “Among the long-standing concepts embodied in the [County’s Plan] are … encourage agriculture as a viable economic use of suitable lands.” In addition to the foregoing Plan provisions, Petitioners cite the following goals, objectives, and policies with which the Plan Amendment conflicts: the Land Use Goal, which calls for “preserv[ing] Miami-Dade County’s unique agricultural lands” and Land Use Policies LU-1R, LU-1S, LU-8C, and LU-8E. Policy LU-8C requires the County to “continue to protect and promote agriculture as a viable economic use of land[.]” The Plan Amendment will displace approximately 300 acres of Agriculturally-designated land which is in active agricultural use. The amount of land that is needed to maintain a viable agricultural industry is approximately 50,000 acres. According to the Environmental Protection Agency’s December 2012 report titled “Growing for a Sustainable Future: Miami-Dade County Urban Development Boundary Assessment,” approximately 67,000 acres outside the UDB are in active agricultural use. 12 Uses ancillary to agriculture are those related to preserving, processing packaging, or selling agricultural products; farm supplies; and sale and service of farm machinery and implements. The Plan Amendment will not reduce the amount of agriculture land to below the threshold required for a viable agriculture industry. Therefore, Petitioners did not prove the Plan Amendment is inconsistent with either the Concepts and Limitations interpretive text or LU-8C. Policy LU-8E provides, in pertinent part, as follows: Applications requesting amendments to [the Plan] Land Use map shall be evaluated for consistency with the Goals, Objectives, and Policies of all Elements, other timely issues, and in particular the extent to which the proposal, if approved, would: Satisfy a deficiency in the Plan map to accommodate projected population or economic growth of the County; Enhance or impeded provision of services at or above adopted LOS standards; Be compatible with abutting and nearby land uses and protect the character of established neighborhoods, and; Enhance of degrade environmental or historical resources, feature, or systems of County significance[.] There is ample evidence that the Plan Amendment was evaluated for consistency with every aspect of the Plan. As it pertains to Agriculture, County staff specifically recognized potential conflict with the Plan’s directives to protect agricultural land. To address that concern, staff recommended that “MDX be required to preserve agricultural lands that are currently being used for agricultural production, commensurate with the amount of such lands that would be impacted by the roadway extension.” Staff recommended addition of, and the Plan Amendment was adopted with, the following new future land use policies: Policy LU-1U. Notwithstanding the designation of the [new corridor] as an Expressway on the [Plan] Land Use Plan map … no construction associated with the [new corridor] shall occur that would restrict farm vehicle and equipment access to agricultural properties adjacent to the [new corridor]. Moreover, to minimize the impacts of the [new corridor], the design and construction shall be conducted in a manner that does not cause drainage or the spillage of lighting from the [new corridor] onto adjacent agricultural lands. Policy LU-1V. To mitigate the impacts of the [new corridor] on the agricultural area, [MDX] shall preserve agricultural lands outside the UDB commensurate to impacts to agricultural lands that would be taken out of production by the project. Said preservation may be through participation in the County’s Purchase Development Rights program or other mechanism acceptable to the [County] Department of Regulatory and Economic Resources (or successor Department). The Plan Amendment addresses both the direct and indirect impacts the new corridor may have on agriculture. Policy LU-1V mitigates the loss of directly impacted acreage by requiring preservation of land for agricultural land outside the UDB through a purchase of development rights program on an acre-for-acre basis. Under the Plan Amendment, all direct impacts to agricultural lands will require preservation of a commensurate amount of agricultural land outside the UDB. Approximately 188 acres of the impacted agricultural acres are located within the UEA, which are already projected to be removed from agricultural production in the future. Policy LU-1V will, arguably, increase the amount of land available for agriculture following the eventual development of the UEA for urban development. Policy LU-1U addresses the indirect impacts to agriculture, by requiring the expressway to be designed in a manner that protects farm vehicle and equipment access and that does not cause drainage or lighting spillage onto agricultural lands. With the addition of the cited policies, it is at least arguable that the Plan Amendment is not inconsistent with Plan directives to protect agricultural lands or Policy LU-8E. At first blush, Policy LU-1R appears to be relevant because it begins by mandating the County to “reserve the amount of land necessary to maintain an economically viable agricultural industry.” However, the remainder of the policy mandates the County to adopt a transfer of development rights (“TDR”) program and provides more detail on how TDR will be implemented. The policy must be construed as a whole. The Plan Amendment included no provisions regarding the development, adoption, or implementation of the TDR program. Thus, the Plan Amendment is inconsistent with this policy. LU-1S is inapplicable, again, because it addresses the consistency of the County’s Strategic Plan, rather than plan amendments, with the Plan. The Plan Amendment is not inconsistent with the interpretive text describing the Agriculture land use category because, as detailed in Findings of Fact 59 through 62, the Plan Amendment does not support or encourage urban development in the Agriculture land use category. Finally, Petitioners argue that the Plan Amendment is not supported by data and analysis, specifically regarding the amount of agricultural land impacted by the new corridor and the amount of land needed to maintain a viable agriculture industry. Mr. Hawkins opined that the County did not identify the impacts, which is not a professionally acceptable planning practice. However, the evidence adduced at the final hearing revealed that data was available to, and was considered by, the County, and which supports the Plan Amendment. Petitioners did not prove this aspect of the Plan Amendment was not supported by appropriate data and analysis. Transportation The PD&E Study In 2013, following TPO approval, MDX commenced the PD&E process for the new corridor. MDX engaged consultants, overseen by the project manager, Albert Sosa, on behalf of general engineering consulting firm HNTB, to undertake the PD&E process for what was referred to as “MDX Project 836-18.” The PD&E process is the State of Florida’s process by which infrastructure projects demonstrate compliance with federal and state environmental and other regulatory standards. A PD&E study involves roadway engineering, structural work, stormwater drainage work, traffic engineering, transportation engineering, and analysis of the project’s impacts on both the natural and the built environment and on the people in the affected community. Mr. Sosa personally supervised the development of, and reviewed and approved, all methodologies for collection and analysis of data, reviewed the results of the collection and analysis for conformance with the approved methodologies, and reviewed and approved all reports produced as part of the overall PD&E Study for MDX Project 836-18. The first step in the PD&E Study was to develop an evaluation methodology, which, in this case, was the Alternative Corridor Evaluation (“ACE”), whereby several alternative corridors were analyzed and compared based on their relative impacts and benefits to the natural and built environment and to the transportation needs of the affected community, among other criteria. The ACE for MDX Project 836-18 ultimately considered 10 corridor alignments. The analysis began by measuring existing traffic conditions in 2014 to identify existing operational deficiencies along critical roadway facilities. From there, the analysis projected traffic impacts out to the year 2050. The 2050 projections used as a baseline a “no-build” model that incorporated highway, transit, roadway, and other transportation improvements programmed in the LRTP “Cost Feasible Plan” to be constructed by 2050, as well as updated population and other socio-economic projections. The alternative corridor alignments for the proposed expressway were compared against the “no-build” model in the year 2050, to determine whether the existing traffic conditions observed in 2014 remained or worsened even after accounting for future planned transportation improvements; and if so, whether the proposed expressway improved the projected conditions. The ACE analyzed traffic impacts over a broader study area than it used for impacts to the natural and built environment. The traffic study area is based on a model that incorporates the different corridors, and turns those corridors on and off to see where significant impacts to traffic stop appearing. That model is known as the Southeast Regional Planning Model (“SERPM”), which is owned by the TPO and includes: planned transportation projects, existing and future land use designations, existing and future population projections, and existing and future employment projections for different areas of the County. It is, therefore, used to analyze every transportation project in the County for impacts to both the existing and future planned environment. The traffic study area for the SR-836 southwest extension project was established as a 75-square-mile area bounded on the north by NW 12th Street, on the east by SW 97th Avenue, on the south by SW 152 Street/Coral Reef Drive, and on the west by SW 177 Avenue/Krome Avenue (see Figure 2). [Remainder of page intentionally blank] Figure 2 Of the original 10 ACE corridors, the closest to the final adopted alignment was Corridor 6. Between NW 12th Street and SW 88th Street, Corridor 6 matches the alignment presented in the Plan Amendment. The main difference is that the southern portion of ACE Corridor 6 lies further west of the UDB and further away from the residential development in West Kendall south of SW 104th Street than the Application alignment did. Petitioners challenged the PD&E study, and the ACE Report specifically, as insufficient data to support the Plan Amendment because the final adopted alignment of the new corridor differed from any of the 10 the alignments studied. The undersigned finds the PD&E study, including the ACE Report, provides significant data compiled by a professionally-accepted methodology and taken from professionally accepted sources.13 Thus, while none of the 10 ACE corridors exactly matched the final adopted alignment, the PD&E Study ultimately analyzed all of the variations that the County considered, and as of the Plan Amendment’s adoption, the PD&E Study had obtained data for the final adopted alignment. Mobility Approximately 600,000 people live in the West Kendall area (including areas between the UDB and SW 177th Avenue/Krome Avenue), and each weekday, 150,000 of those people commute to work in other areas of the County. The need for increased mobility in West Kendall is well documented by the PD&E Study. In general, the peak travel direction through the study area is eastbound/northbound in the morning peak period, or rush hour (6:00 am to 9:00 am), and southbound/westbound during the evening rush hour (4:00 pm to 7:00 pm). Travel speeds within the study area were found to be lower in the morning rush hour compared to the evening rush hour. Travel speeds lower than 18 mile per hour (“mph”) were documented on Bird Road, Kendall Drive, Coral Reef Drive, SW 137th Avenue, and SW 107th Avenue, during the evening rush hour. The capacity of a roadway is identified by the level of service (“LOS”) standards. The County has adopted LOS D for roadways within the UDB, 13 The ACE Report was originally published in February 2017, but the data and analysis was updated beginning in the summer of 2017 and throughout the Plan Amendment process. and LOS C for roadways outside of the UDB. The roadways listed above are operating at LOS E and F, indicating the level of congestion in the area. In addition to measuring average travel speeds, which incorporate delays at intersections, another planning-level measurement of surface streets is their volume over capacity (V/C) ratio, where volume (V) is the number of vehicles and capacity (C) is the maximum number of vehicles that can pass a point on a roadway in a given amount of time under normal conditions. A roadway is considered to be failing if it has a V/C ratio of 1.0 or more, and it is near failure if it has a V/C ratio between 0.9 and 1.0. During the morning rush hour, 20 roadway segments within the study area had V/C ratios over 1.0, and 15 segments were approaching failure. During the afternoon rush hour, 13 segments had a V/C ratio greater than 1.0, and another 16 were approaching failure. In sum, during the morning rush hour today, roughly 50 percent of the roadway segments operate at substandard speeds, and 33 percent are either already over capacity or near capacity. Additional transportation capacity is needed to accommodate the current residential development in West Kendall, as the existing roadway network cannot effectively serve the area’s current transportation demands, and that population is only expected to increase based on current land use and zoning designations. Petitioners’ overarching challenge relating to transportation is that the Plan Amendment is not supported by the data and analysis from the PD&E study, which demonstrates construction of the new corridor will result in minimal mobility increases in the study area and actually reduce the LOS on some roadway segments. The purpose of the Plan Amendment is two-fold: to improve mobility in West Kendall; and to decrease the commute times to downtown and other employment centers. 14 While the study does reveal significant reduced congestion on certain roadway segments in the West Kendall area during morning and evening rush hours, overall the study supports a finding of minimally increased mobility in the study area. For example, analysis of the alignment most closely approximating the new corridor, scenario 2.1D, results in a reduction of 6,988 vehicles on SW 8th Street, and reduction of 6,264 vehicles on SW 88th Street. But, the impact on daily traffic volumes is minor. The total reduction in vehicle hours traveled (“VHT”) for morning rush hour is four percent, and for evening rush hour is five percent. The average annual daily reduction in VHT is just over three percent (a reduction from 226,033 to 218,803), and an average daily increase in travel speed from 27.72 mph to 29.34 mph. The data also shows the greatest reduction in vehicle miles travelled (“VMT”) is six percent. Notably, the new corridor would result in an improvement of the LOS for less than half of the roadways within the study area. 8th Street, east of 157th Avenue, would improve from LOS D to C; Bird Road would improve from LOS E to D; 120th Street would improve from LOS D to C; and 157th Avenue, north of 136th Street, would improve from LOS F to C. The remaining seven segments studied would remain at their existing LOS, 14 The LRTP identifies “[i]mprove[ment] [of] access to and from the area to major employment centers such as the MIA, the MIC, the Port of Miami, Downtown Miami, Doral, as well as educational and commercial centers within the study area,” as one of the primary purposes of the project, in addition to improving mobility in the Kendall area. The Plan Amendment includes new Policy TC-1M, which provides that the County approves the new corridor “only to the extent necessary to relieve existing traffic congestion in the [West Kendall] area of the County and to provide a reliable, robust, and faster connection to Downtown Miami and other major trip attractors across the County.” including 137th Avenue, south of the new corridor, which would continue to operate at LOS F. Not only does the data reveal that the improvements in West Kendall congestion would be, as Petitioner’s expert described, “meager,” but also they provide no support for a finding that the Plan Amendment will accomplish its second objective—improving the commute time to downtown and other employment centers. The County relies upon the PD&E study, the goal of which is to identify an appropriate corridor for the southwest extension of the Dolphin Expressway, which does not include downtown, the airport, or other employment centers, within either the study area or the impact area. Mr. Mullerat, Petitioner’s expert transportation planner, described the problem as follows: [I]f the intent of this project is to solve in part the commuter issues for commuters, the whole path of the commuter should have been looked at … [the study] doesn’t look at some of the destinations—not just downtown and to the east, but also to the north. … And both origin and destination should have been looked at. Mr. Mullerat testified, credibly, that it was not an acceptable planning practice to have ignored origin and destination trips. The majority of the commuters who utilize the new corridor will be traveling beyond this three-mile stretch on to downtown, the hospitals, the airport, and other major trip attractors, yet the study contains no information about impact on commute times to those destinations. The data is silent on whether the time to those destinations will increase, decrease, or stay the same. Furthermore, the existing segment of the Dolphin Expressway operates at a LOS C, at least for the first three miles traveling east from its current termination point. The data shows that, after the new corridor is built, the LOS drops to D in that three-mile stretch. So, commuters will drive 13 miles, outside of the UDB, through active agricultural lands, through environmentally-sensitive lands, and through the West Wellfield, only to connect with the existing expressway operating at an LOS lower than it operates at today.15 Relating to transportation issues, Petitioners allege the Plan Amendment is inconsistent with the following goals, objectives, and policies in the Plan: TC-1A; TC-4A and F; and TC-6 and 6B. TC-1A requires the County to update and readopt the LRTP to achieve the objective of TC-1, which requires the County to operate its roadways at the adopted LOS, and strive to achieve a better LOS, in a manner consistent with the other objectives of the Plan. It requires the County to prepare proposals to enhance the Traffic Circulation and Mass Transit subelements following each LRTP update. The Plan Amendment is not inconsistent with this policy. The Plan Amendment will assist in achievement of the adopted LOS D on at least some roadway segments within the study area, and achieve a better LOS on others. While it will not improve the LOS on all segments, including at least one that is operating at LOS F, it is at least fairly debatable that the Plan Amendment is consistent with this policy. Policy TC-6A requires the County to “avoid transportation improvements which encourage or subsidize increased development in … environmentally sensitive areas[.]” For the reasons discussed in Findings of Fact 59 through 62, the Plan Amendment does not “encourage increased development” and is not inconsistent with this policy. TC-6B requires that land access interchanges “shall not be placed or constructed in a manner that would provide access to environmental 15 A project to widen the existing segment of the Dolphin Espressway from four to six lanes is expected to re-establish the higher functioning LOS C. However, no evidence was introduced at final hearing to establish the timeframe for that project. protection areas or other areas to be conserved” in order to prevent undue pressure for development in those areas. There is no evidence that the interchanges proposed for the new corridor to connect with existing roads in West Kendall would provide “land access.” Further, the Plan Amendment is not inconsistent with the policy for the same reasons it is not inconsistent with TC-6A. TC-4C provides, “Areas designated Environmental Protection shall be particularly avoided” when the County prioritizes construction of roadways, and allocation of financial resources for said construction.16 At first, it appears the Plan Amendment may be inconsistent with this policy because it allows construction of the new corridor in the Pennsuco wetlands. However, the Plan must be construed as a whole. This policy must be read in conjunction with Policy TC-6C, which provides that “[i]f no feasible alternative exists,” roadways may traverse environmental protection or conservation areas, “however such access should be limited and design techniques should be used to minimize the negative impact upon the natural systems.” Petitioners argue that alternatives to the new corridor exist which would accomplish the objective of relieving congestion in West Kendall. Mr. Kulash opined that congestion could be relieved by lane widening, extending turn lanes, and other roadway improvements; alternately, he expressed an opinion that congestion could be relieved by mass transit improvements. The County experts demonstrated that the alternatives proposed by Petitioners were not feasible, due to costs of land acquisition in the urban area, and the limitations of transit service. 16 The same language is expressed in CIE-6A. For the reasons stated herein, the Plan Amendment is not inconsistent with that policy. Petitioners did not carry their burden of proof with regard to Policy TC-4C. Petitioners must have done more than suggest alternatives exist, they must have proven the feasibility of those alternatives. Petitioners also raised concerns with the energy inefficiency of a new expressway and increased emissions and greenhouse gases. They identified Intergovernmental Coordination Element (”ICE”) policies ICE-5F and 5G as policies with which the Plan Amendment conflicts. ICE-5F requires the County to participate in the Southeast Florida Regional Climate Change Compact and to coordinate with other agencies in developing initiatives to address climate change mitigation and adaption. Policy ICE-5G requires County departmental master plans to “include and prioritize climate change mitigation and adaptation strategies.” The Plan Amendment has no impact on the County’s ability to implement either of those policies. Mass Transit The County has adopted the Strategic Miami Area Rapid Transit (SMART) Plan (see Figure 3). [Remainder of page intentionally blank] Figure 3 The SMART plan includes two east/west corridors, including the Kendall Corridor, which will connect residents in West Kendall from 167th Avenue east to existing lines serving downtown, and two planned north and northeast corridors. Transportation Element Policy TE-3C states, “It is the policy of [the County] to develop all the transportation facilities identified in the MPO’s [LRTP] … as soon as feasible, in accordance with the LRTP phasing program.” The Goal of the Mass Transit Subelement is to “[m]aintain, operate, and develop a mass transit system in [the County] that provides efficient, convenient, accessible, and affordable service to all residents and visitors,” and it adopts the corridors identified by the SMART plan as Figure 2 in the element’s map series. Policy TE-1A provides that “the County shall promote mass transit alternatives to personal automobile.” The overarching Goal of the Traffic Circulation Element includes developing and operating a traffic circulation that “supports the usage of transit,” among other broad goals. Petitioners challenge the Plan Amendment as inconsistent with several existing Plan provisions regarding mass transit service and prioritizing alternatives to private vehicle travel. Primary among them are Transportation Element TC-1A and Traffic Circulation Subelement TC-4F. Based on the same arguments, Petitioners also contend that the Plan Amendment is inconsistent with section 163.3177(6)(b), which requires a transportation element “to plan for a multimodal transportation system that places emphasis on public transportation systems, where feasible” and to “provide for a safe, convenient multimodal transportation system, coordinated with the future land use map . . . and designed to support all elements of the comprehensive plan,” as well as section 163.3177(6)(b)2.a, which requires that a transportation element address “[a]ll alternative modes of travel, such as public transportation, pedestrian, and bicycle travel.” Policy TC-4F provides, as follows: The County shall consistently improve strategies to facilitate a Countywide shift in travel modes from personal automobile use to pedestrian, bicycle and transit modes. The priority for transportation infrastructure expenditures shall be to insure that pedestrian, bicycle, and transit features are incorporated into roadway design. (emphasis added). Policy TE-1A provides, as follows: As provided in this section and the Mass Transit Subelement, the County shall promote mass transit alternatives to the personal automobile, such as rapid transit, (i.e. heavy rail, light rail, and bus rapid transit, premium transit (enhanced and/or express bus)), local route bus and paratransit services. (emphasis added). Petitioners’ experts testified that the new corridor will accomplish the opposite of what is required by the Plan—it will incentivize the use of personal vehicles by residents of West Kendall, who will take the expressway to escape the congestion of the roadways within the UDB. Respondent countered that the Plan Amendment is consistent with the Plan’s emphasis on alternative mass transit because it requires the new corridor to be built as a multi-modal facility, and will provide connections between the planned new east/west corridors. The Plan Amendment includes the following new policies in the Mass Transit Subelement of the Transportation Element: Mass Transit Subelement Policy MT-4D. Pursuant to Traffic Circulation Subelement Policy TC-4F, [MDX] (or successor agency) shall provide for mass transit service in the [new corridor], to be funded by MDX. The mass transit service shall incorporate lanes having technologies that facilitate the safe travel of automated vehicles, including mass transit vehicles, at high rates of speed for a connection with the transit service being implemented as part of the current SR 836 reconstruction generally east of the Turnpike. MDX shall coordinate the mass transit service with [the County] through the Department of Transportation and Public Works (or successor department). Said coordination shall occur prior to the earlier of the issuance of the first permit for construction of the expressway extension or prior to the commencement of any construction of the expressway extension. Mass Transit Subelement Policy MT-4E. In coordination with [the County] Parks, Recreation and Open Space Department and [the County TPO], [MDX] shall design a multi-use recreational trail within the corridor of the [new corridor]. Additionally, to the maximum extent feasible, the multi-use recreational trail shall be designed to provide for seamless connections to the County’s existing and planned trails and greenways network proximate to the corridor. Said coordination shall occur prior to the earlier of the issuance of the first permit for construction of the expressway extension or prior to the commencement of any construction of the expressway extension. These policies satisfy the requirements in Policies TC-3D to “design new roadways in a way that … incorporates planned rapid transit corridors,” and TC-4F to “insure that … transit features are incorporated into roadway design.” The question is whether the Plan Amendment satisfies the Plan requirement to “promote mass transit use.” Petitioner’s expert planners maintained it will not. Mr. Hawkins explained: The expressway is located outside of the Urban Development Boundary to the west of the urbanized area. For folks to use a transit corridor or a transit route that runs along the expressway corridor, they would have to travel by automobile outside the UDB to the west, to access a park-and-ride facility, and then get on a transit facility—a transit vehicle that operates in that corridor. It would not be back in an urbanized area until it is in the area of Northwest 12th Street and back in the UDB. If you were going to plan a corridor for a transit facility, you would have a much more direct line. You would run a transit facility through the developed area. Why? One is so that people can get to it more quickly. And two, so that all of the stops along its way are functional. When you are running through an agricultural area, you can't have any functional stops until you are all the way back in the UDB. It is just—the suggestion that this is a functional transit corridor or that this was designed with transit in mind is—I will use the word farcical. Respondent’s own planning expert, Mr. Woerner, agreed that the Plan Amendment “does not shift the travel mode from single occupancy vehicle to mass transit,” and “does not reduce dependence on the use of personal vehicles.” The County introduced no data on ridership for the transit lanes or other data to support that the mass transit option incorporated in the Plan Amendment would actually promote use of that option. Mr. Woerner seemed to recall some figures on ridership from the PD&E study, which evaluated a mass transit alternative to the new corridor. The figure Mr. Woerner referenced was an estimated 2,772 transit boardings from the alternative corridor analysis conducted during the PD&E study. However, that study was a mass-transit-only alternative to the new corridor. That ridership number is an estimate of the number of West Kendall residents who would choose to take mass transit if that were the only option in the new corridor. It does not reflect the number of users who, given an option between driving their personal vehicle along the new corridor or boarding a bus along that corridor, would choose the bus. In response, Mr. Woerner responded that, in his opinion, the most important data the County needed was the corridor connections. (See Figure 3 depiction of the approximate location of the new corridor, hand drawn in red, in relation to the planned east/west SMART corridors). In this case, Mr. Woerner considered the connections with Kendall Drive and Tamiami Trail bus lines to be important connections for users. But, when asked directly whether the County needed ridership information to support new Policy MT-4D, Mr. Woerner said, “No. I don’t believe we needed it, but it certainly was helpful to know that there had been a projection made.” Mr. Woerner’s testimony was not credible. As discussed above, the projection Mr. Woerner referred to was never made. There is no data to determine whether the County’s directive to another agency to fund and build 13 miles of mass transit service along the expressway route, will actually “promote mass transit use,” as required by the Plan. The burden was on Petitioners to prove that the Plan Amendment is inconsistent with the cited goals and policies. Petitioners did prove that the Plan Amendment is inconsistent with Policy TC-4F, because all the experts agreed that the Plan Amendment does not “shift the travel mode” in this part of the County “from single occupancy vehicle to mass transit.” However, Petitioners did not prove the Plan Amendment is inconsistent with the Plan’s provisions to: “promote mass transit use,” as required by Policy TE-1A; “support[] use of transit,” as required by the Transportation Element Goal; “significantly enhance public transit services and implement transportation system management programs … to provide feasible alternatives to private automobile use,” as required by CON-1B; or maintain an “efficient” mass transit system, as required by the Goal of the Mass Transit Subelement. Petitioners did prove that the Plan Amendment is not supported by data and analysis to determine whether it is internally consistent with the cited goals and policies.
Conclusions For Petitioners, Limonar Development, LLC; Wonderly Holdings, LLC; and Mills Family, LLC: John C. Lukacs, Esquire John C. Lukacs, P.A., Trial Lawyers 75 Valencia Avenue, Suite 600 Coral Gables, Florida 33134 Francisco J. Pines, Esquire Francisco J. Pines, P.A. 3301 Ponce de Leon Boulevard, Suite 220 Coral Gables, Florida 33134 For Petitioners, Tropical Audubon Society and Michelle Garcia: Paul J. Schwiep, Esquire Coffey Burlington, P.L. 2601 South Bayshore Drive, Penthouse 1 Miami, Florida 33133 Richard J. Grosso, Esquire Richard Grosso, P.A. 6511 Nova Drive, Mail Box 300 Davie, Florida 33317 For Respondent, Miami-Dade County: Dennis Alexander Kerbel, Esquire Christopher J. Wahl, Esquire Miami-Dade County Attorney’s Office 111 Northwest First Street, Suite 2810 Miami, Florida 33128
Recommendation Based on the foregoing Findings of Fact and Conclusions of Law, it is RECOMMENDED that the Administration Commission enter a final order determining that the Miami-Dade County Comprehensive Plan Amendment adopted by Ordinance 2018-109 on September 27, 2018, is not “in compliance,” as that term is defined in section 163.3184(1)(b). DONE AND ENTERED this 30th day of March, 2020, in Tallahassee, Leon County, Florida. S SUZANNE VAN WYK Administrative Law Judge Division of Administrative Hearings The DeSoto Building 1230 Apalachee Parkway Tallahassee, Florida 32399-3060 (850) 488-9675 Fax Filing (850) 921-6847 www.doah.state.fl.us Filed with the Clerk of the Division of Administrative Hearings this 30th day of March, 2020. COPIES FURNISHED: Carlos A. Gimenez, Mayor Miami-Dade County Stephen P. Clark Center, 29th Floor 111 Northwest First Street Miami, Florida 33128 Dennis Alexander Kerbel, Esquire Miami-Dade County Suite 2810 111 Northwest First Street Miami, Florida 33128 (eServed) John C. Lukacs, Esquire John C. Lukacs, P.A., Trial Lawyers Suite 600 75 Valencia Avenue Coral Gables, Florida 33134 (eServed) Francisco J. Pines, Esquire Francisco J. Pines, P.A. Suite 220 3301 Ponce de Leon Boulevard Coral Gables, Florida 33134 (eServed) Christopher J. Wahl, Esquire Miami-Dade County Attorney's Office Suite 2810 111 Northwest First Street Miami, Florida 33128 (eServed) James Michael Porter, Esquire James M. Porter, P.A. 10th Floor 9350 South Dixie Highway Miami, Florida 33156 (eServed) Paul J. Schwiep, Esquire Coffey Burlington, P.L. Penthouse 1 2601 South Bayshore Drive Miami, Florida 33133 (eServed) Richard J. Grosso, Esquire Richard Grosso P.A. Mail Box 300 6511 Nova Drive Davie, Florida 33317 (eServed) William Chorba, General Counsel Department of Economic Opportunity Caldwell Building, MSC 110 107 East Madison Street Tallahassee, Florida 32399-4128 (eServed) Ken Lawson, Executive Director Department of Economic Opportunity Caldwell Building 107 East Madison Street Tallahassee, Florida 32399-4128 (eServed) Janay Lovett, Agency Clerk Department of Economic Opportunity Caldwell Building 107 East Madison Street Tallahassee, Florida 32399-4128 (eServed) James Uthmeier, Esquire Office of the General Counsel Executive Office of the Governor Suite 209, The Capitol 400 South Monroe Street Tallahassee, Florida 32399-001 (eServed) Barbara Leighty, Clerk Transportation and Economic Development Policy Unit Room 1802, The Capitol Tallahassee, Florida 32399-0001 (eServed)
The Issue The issue to be determined in this case is whether the proposed amendment to the Pinellas Countywide Plan Map, changing the land use designations on 34.6 acres of land in Safety Harbor, Florida, should be approved.
Findings Of Fact The Parties Petitioner is the contract purchaser of 34.6 acres of land (“the Property”) located near the northeast corner of 10th Street South and McMullen-Booth Road in the City of Safety Harbor. Respondent is the Board of County Commissioners of Pinellas County, in their capacity as the CPA. The Proposed Amendment The Amendment would change the land use designations for nine parcels within the Property. The Amendment would make the following changes to the current land use designations: However, the parties’ dispute focuses on the 15.8-acre parcel that is now designated Industrial Limited (“IL”). The Amendment would change the designation of the parcel to Residential Medium (“RM”). Existing Land Uses on the Property and Surrounding Area Located on the 15.8-acre parcel (referred to hereafter as the “IL parcel” or “Richman parcel”) are numerous industrial buildings and structures associated with a citrus processing facility that is no longer in operation. There are no uses being made of the other eight parcels that comprise the Property. The balance of the Property is undeveloped and relatively undisturbed. There are wetlands as well as a creek on the Property. There is an extensive tree canopy in the undeveloped area. Access to the IL parcel is via 10th Street South (S.R. 590), which is a two-lane, undivided roadway on the southern boundary. There is no rail access to the IL parcel. To the north and east of the Property are relatively affluent neighborhoods of single-family residences on lands designated Residential Suburban and Residential Low. The residences on the north are separated from the IL parcel by the large undeveloped area, but the residences to the east are immediately adjacent to the IL parcel. McMullen-Booth Road, a six-lane arterial roadway, runs along the northwestern boundary of the Property. On the southwestern boundary, adjacent to the IL parcel, are lands designated Residential/Office/Retail where there is a drug store, car wash, and bank. Across 10th Street South, on the southeast corner of its intersection with McMullen-Booth Road, is a gas station/convenience store. Also across 10th Street South, opposite the entrance to the citrus processing facility, is land designated IL and used for warehousing, auto-repair, and other uses. The Scenic Non-Commercial Corridor McMullen-Booth Road has been designated by Pinellas County as a Scenic Non-Commercial Corridor (“SNCC”). The SNCC designation includes lands bordering both sides of McMullen-Booth Road. The SNCC designation identifies preferred land uses within the corridor to achieve the CPA’s goal to preserve and enhance the scenic qualities of the corridor. The western half of the IL parcel is within the McMullen-Booth Road SNCC. Under the SNCC policies, the preferred land use for the western half of the parcel is “Mixed Use.” The Amendment would allow for land uses consistent with the SNCC. The Development Agreement The proposed Amendment is accompanied by a Development Agreement between Richman and the City of Safety Harbor which provides more specifically for how the Property would be developed. Among other items, the Development Agreement provides for: 246 apartment units in three-story and four-story buildings; a 25,000-square-foot office building fronting on McMullen-Booth Road; a 182-foot buffer between the nearest apartment unit and the residences to the east; a requirement that no three-story building will be located within 450 feet of the eastern property line; and the preservation of more than 10 acres of the undeveloped area, including the creek and wetlands. Action on the Proposed Amendment Changing a land use designation in the City of Safety Harbor requires an amendment to the Countywide Plan Map, which depicts all land use designations in Pinellas County and its municipalities. Countywide Rules are used in conjunction with the Countywide Plan and they address amendments to the Countywide Plan Map. The Countywide Plan and Countywide Rules are created and administered by the CPA. Proposed amendments to the Countywide Plan Map are reviewed by the Pinellas County Planning Advisory Committee (“PAC”), which is comprised of planners from most of the local governments in Pinellas County. The PAC makes a recommendation to the Pinellas Planning Council on a proposed amendment. The PAC recommended approval of the Amendment. The staff of the Pinellas Planning Council prepared an “Agenda Memorandum,” which included the following findings which are supported by the preponderance of the evidence presented in this case and, therefore, are findings of fact in this Recommended Order: The RM land use is well-suited to serve as a transition from non-residential areas to the west and south and the residential neighborhoods to the east and north. The area is not part of a larger consolidated industrial area, but the Richman parcel, together with the IL parcel across 10th Street South, could function as a small industrial park. The IL category, with all potential uses allowed, is “in the broadest sense” inconsistent with single-family uses to the north and east. The IL parcel can accommodate certain “target employers.” At the final hearing, target employers were identified as “office light industrial and research and development.” The environmentally sensitive areas on the Property and adjacent to single-family residences limit the types of industrial uses that could be located on the IL parcel. The Amendment does not foreclose the opportunity to attract target employers to other parcels within the Property. “On balance,” the Amendment is consistent with the Countywide Rules. The Council staff recommended approval of the Amendment. As partial mitigation for the loss of the IL land use, the staff recommended that Richman work with the County to attract target employers to other parcels within the Property. The Council held a public hearing and voted to recommend approval of the Amendment. The Pinellas County planning staff recommended approval of the Amendment to the CPA. The CPA, at a public hearing, voted to deny the Amendment, based primarily on concern over the loss of industrial lands. Relevant Criteria Section 5.5.3.1 of the Countywide Rules states: In the consideration of a regular Countywide Plan Map amendment, it is the objective of these Countywide Rules to evaluate the amendment so as to make a balanced legislative determination based on the following six (6) Relevant Countywide Considerations, as they pertain to the overall purpose and integrity of the Countywide Plan. Of these six criteria, the parties stipulated that only the consideration stated in Section 5.5.3.1.1 is at issue in this case. That section states: Consistency with Countywide Rules. The manner in, and extent to, which the amendment is consistent with Article 4, Plan Criteria and Standards of these Countywide Rules and with the Countywide Plan as implemented through the Countywide Rules. The parties disputed what criteria are “implemented through the Countywide Rules.” Richman contends that to be implemented through the Countywide Rules, a policy must be contained in the Countywide Rules. The CPA contends that there are provisions of the Plan that must be considered even if they do not also appear in the Rules. As set forth in the Conclusions of Law, in order for a provision of the Countywide Plan to be implemented through the Countywide Rules so that the provision can act as a criterion applied by the CPA in the approval or denial of a proposed amendment to the Countywide Plan Map, the provision must be repeated, paraphrased, or adopted by reference in the Countywide Rules. In this regard it is noted that Resolution 06-3 of the Pinellas Planning Council, which discusses the need to reserve industrial parcels for target employers, was referred to in the Council's Agenda Memorandum and discussed in the public hearing before the CPA. However, Resolution 06-3 is not implemented through the Countywide Rules and, therefore, is not a source of criteria applicable to the Amendment. The SNCC designation for McMullen-Booth Road is in the Countywide Rules and, therefore, must be considered by the CPA in its review of the Amendment. Section 2.3.3.6.1 of the Countywide Rules is relevant to the issues raised and states in part: Category/Symbol – Industrial Limited (IL) Purpose – It is the purpose of this category to depict those areas of the county that are now developed, or appropriate to be developed, in a limited industrial manner; and so as to encourage the reservation and use of consolidated areas for industrial and industrial/mixed use in a manner and location consistent with surrounding use, transportation facilities, and natural resource characteristics. In addition to this statement of purpose, the section addresses locational characteristics, traffic generation characteristics, density/intensity characteristics, density/intensity standards, and “other standards.” Section 2.3.3.6.1 identifies the “primary uses” allowed in the IL land use category as office, research/development, light manufacturing/assembly, wholesale/distribution, and storage/warehouse. The “secondary” uses allowed are residential, retail/commercial; personal service/office support, commercial/business service, commercial recreation, temporary lodging, institutional, transportation/utility, recreation/open space, transfer/recycling, incinerator facility, and agricultural. The CPA’s desire for certain target employers to use the IL parcel fails to account for the fact that there are industrial uses of the site that are allowed under the IL land use category in the Countywide Plan that would cause noise, odor, truck traffic, or other conditions that are incompatible with adjacent residential uses. Understandably, the CPA would like to see the Richman parcel used in the future by one of the target employers, but the CPA does not acknowledge that the IL designation authorizes other uses that would be incompatible with surrounding uses. At the final hearing, the County’s Director of Economic Development testified that the Richman parcel is “perfect” for an IL land use, but that testimony only makes sense in the context of certain target employers. In the context of all the IL uses that are allowable under the Countywide Plan and Countywide Rules, the site is imperfect and impracticable because of the proximity of single-family homes and the access from an undivided, two-lane street used by residential traffic. Several years of marketing efforts by Richman and the County have not generated a single offer to purchase or lease the Richman parcel for any of the allowed IL uses, including target employers. Following the CPA’s denial of the Amendment, the staff of the Pinellas Planning Council undertook a review of its current policies regarding the preservation of industrial lands and recommended amending the Countywide Rules to identify industrial properties “worthy of preserving” and to develop criteria for the evaluation of proposed amendments to convert industrial land. These recommendations highlight the current lack of adequate guidance in the Countywide Rules. The determination by the CPA that the Amendment is inconsistent with the Countywide Rules is based primarily on three propositions which are contrary to the preponderance of the evidence. First, that the Richman parcel is being reserved for IL uses. The preponderance of the evidence shows that the parcel is inappropriate for several authorized IL uses and the CPA wants the parcel reserved only for a few target employers. Second, that the IL designation is not inconsistent with the McMullen-Booth Road SNCC. The identification of preferred land uses in the corridor would have no effect unless it was a factor to be considered by the CPA when it reviews proposed amendments to the Countywide Plan Map. The IL designation within the McMullen-Booth SNCC is inconsistent with the goal of the corridor and is a factor (not a requirement) in favor of changing current IL designation to another designation that qualifies as Mixed Use. Third, that the Richman parcel is part of a “consolidated area” for industrial uses in a location “consistent with surrounding uses” as described in Section 2.3.3.6.1. The preponderance of the evidence shows that this is not a consolidated area for industrial uses. It was once a consolidated area, but past land use decisions have eliminated more than half the industrial acreage. If Richman had proposed to consolidate its parcel with the IL parcel south of 10th Street South to create a large, integrated warehousing and distribution operation served by rail, the proposal would have been consistent with the core purpose for IL lands as expressed in Section 2.3.3.6.1. The impracticability of such a proposal, however, highlights the problem with the current IL designation for the Richman parcel. The County’s 2008 Target Employment and Industrial Land Study found that two-thirds of the “target industries” operating in Pinellas County are on lands not designated industrial, because these uses can often be accommodated on lands designated for office uses. The 2008 study recommended that the industrial designations of lands in five “prime industrial areas” be preserved. Richman’s IL parcel is not in one of these prime industrial areas. When all relevant factors are considered, the CPA appears to be taking a stand for preservation of industrial lands in the wrong place.
Recommendation Based on the foregoing Findings of Fact and Conclusions of Law, it is RECOMMENDED that the Countywide Planning Authority issue a Final Order approving the Amendment. DONE AND ENTERED this 18th day of November, 2013, in Tallahassee, Leon County, Florida. S BRAM D. E. CANTER Administrative Law Judge Division of Administrative Hearings The DeSoto Building 1230 Apalachee Parkway Tallahassee, Florida 32399-3060 (850) 488-9675 Fax Filing (850) 921-6847 www.doah.state.fl.us Filed with the Clerk of the Division of Administrative Hearings this 18th day of November, 2013. COPIES FURNISHED: Scott A. McLaren, Esquire Edward D. Armstrong, III, Esquire Hill, Ward and Henderson, P.A. 3700 Bank of America Plaza 101 East Kennedy Boulevard Tampa, Florida 33602 Gordon Beardslee, General Planning Administrator Pinellas County Department of Strategic Planning and Initiatives 310 Court Street Clearwater, Florida 33756 Michael Crawford, Executive Director Pinellas Planning Council 310 Court Street, Second Floor Clearwater, Florida 33756-5137 Kenneth Welch, Commission Chairman Board of County Commissioners Pinellas County 315 Court Street Clearwater, Florida 33756 Nancy S. Meyer, Esquire David S. Sadowsky, Esquire Pinellas County Attorney's Office 315 Court Street, Sixth Floor Clearwater, Florida 33756
The Issue Whether Policy 20.11.1 of Goal 20: Transportation, of Rule 29H-9.002, Florida Administrative Code, (hereinafter referred to as the "Challenged Rule"), constitutes an invalid exercise of delegated legislative authority?
Findings Of Fact The Petitioners. Pasco is a political subdivision of the State of Florida. Its offices are located at 705 East Live Oak, Dade City, Florida. BAGT is an association. BAGT's approximately 697 members are involved in some manner in the development or building industry in the Tampa Bay region. For the most part, BAGT's members reside and own property within the four-county jurisdiction of the TBRPC. BAGT's membership includes approximately 176 builder and developer members and 520 associate members who are subcontractors, material suppliers, financial institutions, engineering firms, architectural firms and other types of firms that provide goods and services related to the building industry. BAGT's membership includes builders who build in "development of regional impact" (hereinafter referred to as "DRI"), projects and associate members who provide construction support services to DRI projects. During an eighteen month period, over 50 percent of the building permits issued in Hillsborough County were issued to twenty-three BAGT builder- members for DRI projects. This amounts to approximately 3.3 percent of the membership of BAGT. BAGT works on behalf of its membership to promote a strong and viable building industry. BAGT has the responsibility to "work for the elimination of governmental orders improperly restricting the home building industry and to support beneficial directives." Certificate of Reincorporation and By-Laws, BAGT exhibits 5 and 6. BAGT members have to consider the levels of service for transportation of local governments and TBRPC in obtaining permits for DRI projects. If more stringent levels of service are required for a project, the development may be prolonged and be more costly to complete. The City is a political subdivision of the State of Florida. The City's offices are located at 315 East Kennedy Boulevard, Tampa, Hillsborough County, Florida. The City and Pasco are located within the jurisdiction of TBRPC. The Petitioners are all substantially affected by the Challenged Rule. The Respondent. TBRPC is an agency of the State of Florida within the definition of the term "agency" contained in Section 120.52(1)(b), Florida Statutes. TBRPC was created pursuant to Section 186.504, Florida Statutes. TBRPC's offices are located at 9455 Koger Boulevard, St. Petersburg, Pinellas County, Florida. TBRPC's geographic boundaries, which generally include the four- county, Tampa Bay region, include the geographic areas within Department of Transportation Districts one and seven. TBRPC does not build or maintain roads. Nor does TBRPC provide funds to those that are responsible for building or maintaining roads. Comprehensive Regional Policy Plans. Pursuant to Section 186.507, Florida Statutes, all regional planning councils, including the TBRPC, are required to adopt a "comprehensive regional policy plan". Among other things, the comprehensive regional policy plan must include the following: (8) Upon adoption, a comprehensive regional policy plan shall provide, in addition to other criteria established by law, the basis for regional review of developments of regional impact, regional review of federally assisted projects, and other regional overview and comment functions. As required by Section 186.507(1), TBRPC has adopted a comprehensive regional policy plan, Rule 29H-9.002, Florida Administrative Code, Future Of The Region, A Comprehensive Regional Policy Plan for the Tampa Bay Region. The comprehensive regional policy plan was adopted in 1987, and has been amended in 1988, 1990 and 1991. Although in adopting a comprehensive regional policy plan a regional planning council is required to consider state and local plans and local governments are given an opportunity to comment, the regional planning council is not bound by those plans or comments. Section 186.507(4)-(6), Florida Statutes. TBRPC's comprehensive regional policy plan was adopted before some of the local government comprehensive plans in its region were promulgated. TBRPC interprets Sections 186.507(1) and (8), Florida Statutes, to require that it include the criteria it intends to use in its review of a DRI. The Department of Community Affairs has been designated by the Executive Office of the Governor to review comprehensive regional policy plans and amendments. See Section 186.507(2), Florida Statutes. The Department of Community Affairs reviewed TBRPC's comprehensive regional policy plan. Developments of Regional Impact. Part of the responsibility assigned to regional planning councils, including TBRPC, is the responsibility to review DRIs. Section 380.06, Florida Statutes. DRIs are created and regulated in the Florida Environmental Land and Water Management Act, Sections 380.012-380.10, Florida Statutes. DRI is defined in Section 380.06(1), Florida Statutes. The procedure for reviewing DRI applications is set out in Section 380.06, Florida Statutes. Several government agencies are involved in the review process, including TBRPC. The Department of Community Affairs is required to, among other things, adopt rules governing the review of DRI applications. Section 380.06(23)(a), Florida Statutes. Pursuant to this authority, the Department of Community Affairs has adopted Chapter 9J-2, Florida Administrative Code. These Rules wee promulgated to "ensure uniform procedural review of developments of regional impact by [the Department of Community Affairs] and regional planning agencies under this section." Section 380.06(23)(a), Florida Statutes. The Bureau of State Planning is the bureau of the Department of Community Affairs with primary responsibility for administering Chapter 380, Florida Statutes, to the extent of the Department of Community Affairs' involvement. Regional planning councils, including the TBRPC, are required to review all DRI applications involving developments in their regions. Section 380.06(12), Florida Statutes, requires that regional planning councils issue a report and make recommendations concerning the impact of proposed DRIs. Regional planning councils, while subject to any rules governing DRI review adopted by the Department of Community Affairs, are authorized to adopt additional rules concerning their review of DRI applications. Section 380.06(23)(c), Florida Administrative Code. Those rules, however, must not be "inconsistent" with the rules governing DRI review adopted by the Department of Community Affairs. TBRPC interprets Section 380.06(23)(c), Florida Statutes, as authorizing the Challenged Rule. What is "inconsistent" for purposes of Section 380.06(23)(c), Florida Statutes, is not specifically defined. Ultimately, the decision on a DRI application is made by the local government in which the DRI is located. Section 380.06(15), Florida Statutes. In making that decision the local government is required to consider the local government's comprehensive plan and land development regulations, the State Comprehensive Plan and the report and recommendations of the regional planning council. Section 380.06(14), Florida Statutes. Local governments are governed by the provisions of Section 380.06(15), Florida Statutes, in determining whether to issue a DRI. A local government's decision on a DRI application may be appealed to the Florida Land and Water Adjudicatory Commission (hereinafter referred to as "FLWAC"). Section 380.07, Florida Statutes. The final decision on the DRI application, if an appeal is taken, is made by FLWAC after a formal administrative hearing is conducted pursuant to Chapter 120, Florida Statutes. Regional planning councils have the right to appeal a local government's decision. In determining whether a DRI should be granted, local governments are not bound by any of the comments made by the regional planning council that reviewed the DRI application. They are only required to consider the comments of the regional planning council made pursuant to Section 380.06(12), Florida Statutes. Should the local government fail to adequately take into account the comments of the regional planning council, however, it faces the possibility that the regional planning council will appeal the local government's decision on a DRI application to FLWAC. The Role of Comprehensive Plans in DRI Reviews; Establishing Levels of Service. The local government comprehensive plan and the land development regulations which a local government is required to consider when reviewing a DRI application are required by Part II of Chapter 163, Florida Statutes. Every local government in Florida is required by Section 163.3167, Florida Statutes, to adopt a comprehensive plan. Land development regulations governing the issuance of development orders are required by Section 163.3202, Florida Statutes. In the TBRPC region the comprehensive plans of all local governments, except St. Petersburg Beach and Port Richey, have been found by the Department of Community Affairs to be in compliance with Chapter 163, Florida Statutes. Among other things, each comprehensive plan must provide for transportation facilities within the local government's geographic area. Section 163.3177, Florida Statutes. The Legislature has required that local governments specifically establish levels of service for public facilities in their comprehensive plans. Section 163.3177(10)(f), Florida Statutes. See also Rule 9J-5.005(3), Florida Administrative Code. A "level of service" for a road is the quantification of the quality of travel on the road expressed by letter grades rating from an optimal operating condition of "A" to a rating of unstable operational conditions of "F". Local governments are required by Section 380.06(14), Florida Statutes, to insure that a development is consistent with its comprehensive plan. Therefore, it must insure that a DRI is consistent with the levels of service contained therein. See also Section 163.3194, Florida Statutes. The Florida Department of Transportation has also been specifically authorized to establish levels of service for state roads. Sections 334.044(10) and 336.45, Florida Statutes. The Department of Transportation has adopted Chapter 14-94, Florida Administrative Code, establishing levels of service for its use. The Department of Community Affairs has required that levels of service contained in local comprehensive plans be compatible with Department of Transportation levels of service "to the maximum extent feasible". Rule 9J- 5.0055(1)(d), Florida Administrative Code. The Legislature has not specifically required or authorized regional planning councils to adopt levels of service. Nor has the Legislature specifically prohibited regional planning councils from adopting levels of service. The City's and Pasco's Comprehensive Plans. Pasco's comprehensive plan has been adopted and in compliance since June, 1989. In its comprehensive plan, Pasco has included levels of service for State roads which are compatible with those established by the Department of Transportation. Pasco uses the levels of service contained in its comprehensive plan to review DRI applications. The City adopted its comprehensive plan by Ordinance No. 89-167, in July, 1989. The City's comprehensive plan has been found to be in compliance with Chapter 163, Florida Statutes. The City's comprehensive plan contains transportation levels of service in its Traffic Circulation Element. The City uses the levels of service contained in its comprehensive plan to review DRI applications. The Challenged Rule. Pursuant to Section 186.507(1), Florida Statutes, TBRPC is required to include in its comprehensive regional policy plan regional issues that may be used in its review of DRI applications and the criteria TBRPC intends to rely on in its review. As part of its comprehensive regional policy plan, TBRPC has enacted Policy 20.11.1 of Goal 20 of the Future Of The Region, A Comprehensive Regional Policy Plan for the Tampa Bay Region, as Rule 29H-9.002, Florida Administrative Code. Notice of the Challenged Rule was published in the Florida Administrative Weekly on July 24, 1992. The Challenged Rule was approved by TBRPC on September 14, 1992, and it was filed for adoption on October 12, 1992. The Challenged Rule provides: Development of Regional Impact (DRIs) shall be required to analyze project impacts and mitigate to an appropriate peak hour, peak season operating Level of Service (LOS) on regional roads. The level of service standards for DRI's within the Tampa Bay regional shall be: Rural Roads (those not included - C in an urbanized or urbanizing area or a TCMA Within designated CBDs - E Within designated Regional - E Activity Centers Within Transportation Concurrency - as Management Areas (TCMA) established pursuant to Sec. 9J-5.0057 Constrained or Backlogged - maintain Facilities existing V/C (Volume to Capacity) All other regional roadways - D If the affected local government(s) has more stringent standards, those standards will apply. TBRPC adopted the Challenged Rule to fulfill its responsibility to include the criteria for transportation impacts to be used in its DRI review in its comprehensive regional policy plan. TBRPC has been using levels of service for review of transportation impacts of DRIs since 1975. There are levels of service contained in the comprehensive plans of the City and Pasco which are different than some of the levels of service contained in the Challenged Rule. The Challenged Rule provides that the levels of service contained therein are to be used by TBRPC in its review of DRI applications except to the extent that a level of service contained in the local government's comprehensive plan may be more stringent. To the extent that a level of service in the Challenged Rule is more stringent, however, TBRPC intends to recommend to the local government the use of its more stringent level of service. Ultimately, if the local government decides to use a less stringent level of service contained in its comprehensive plan and its decision is appealed, FLWAC will be required to exercise its authority to determine which level of service is consistent with Florida law. The Challenged Rule does not require that local governments accept the levels of service created therein. The Challenged Rule establishes the levels of service that the TBRPC will use in its review and comment on DRI applications. The Challenged Rule also puts developers on notice of the levels of service that TBRPC will base its review of DRI applications on. While a local government must consider the comments of TBRPC, the Challenged Rule does nothing to change the fact that it is up to the local government, after consideration of its comprehensive plan, the State comprehensive plan and the comments of the TBRPC to make the ultimate decision as to whether a DRI application is consistent with State law. Local governments are not required to accept the levels of service contained in the Challenged Rule. Nor is TBRPC, in fulfilling its responsibility to review DRI applications, required by law to only apply levels of service established by local governments in their comprehensive plan. If a local government decides to apply a more strict level of service contained in the Challenged Rule as a result of a comment from TBRPC or as a result of an appeal to FLWAC, the costs associated with the DRI to the local government, including Pasco and the City, could be increased in order to achieve and maintain the higher level of service. Rule 9J-2.0255, Florida Administrative Code. Pursuant to the authority of Section 380.06(23)(a), Florida Statutes, the Department of Community Affairs adopted Rule 9J-2.0255, Florida Administrative Code. Rule 9J-2.0255, Florida Administrative Code, sets out the Department of Community Affairs' policy concerning its role in the review of DRI applications. Rule 9J-2.0255, Florida Administrative Code, establishes the "minimum standards by which the Department will evaluate transportation conditions in development orders for developments of regional impact " As currently in effect, Rule 9J-2.0255, Florida Administrative Code, specifically provides that the Department of Community Affairs, in evaluating a DRI application, will look to the "policies of the local comprehensive plan and Chapter 80 . . ." if a local comprehensive plan is in effect and to the "transportation conditions pursuant to 9J-5, F.A.C., and Chapter 380 . . . " if no local comprehensive plan is in effect. Rule 9J-2.0255, Florida Administrative Code, is limited to Department of Community Affairs' evaluations of DRI applications. The Rule does not specify that regional planning councils must utilize the Rule or local government comprehensive plans in their review of DRI applications. The fact that Rule 9J-2.0255, Florida Administrative Code, provides that, after a local comprehensive plan has been adopted and found to be in compliance, the levels of service contained therein will be used by the Department of Community Affairs for its purposes does not cause levels of service established by TBRPC for its purposes to be inconsistent with Rule 9J- 2.0255, Florida Administrative Code. The standards established in Rule 9J-2.0255, Florida Administrative Code, are only designated as "minimum" standards. Nothing in the Challenged Rule requires the use of any standard less that those "minimum" standards even for purposes of TBRPC's review of DRI applications. The Challenged Rule even specifically provides that, to the extent that a level of service contained in a local government's comprehensive plan is more stringent than that contained in the Challenged Rule, that level of service will be applied by TBRPC. When originally adopted in January, 1987, Rule 9J-2.0255, Florida Administrative Code, provided specific transportation levels of service which the Department of Community Affairs intended to use until comprehensive plans containing levels of service were adopted by local governments. The Rule provided, however, that it was not intended to "limit the ability of the regional planning councils and local governments to impose more stringent mitigation measures than those delineated in this rule." Rule 9J-2.0255(8), Florida Administrative Code. This provision is no longer effective. The original rule also did not specifically indicate that levels of service contained in local government comprehensive plans were to be used by the Department of Community Affairs as it now provides. While there was testimony during the final hearing of this matter that the use of different levels of service by TBRPC and the City or Pasco will result in "inconsistent" reviews of DRI applications, there is nothing in Florida Statutes or the Department of Community Affairs' rules that requires consistency in reviews. There was also testimony that such differences will "not promote efficient DRI review." If the Legislature believes the consideration by the TBRPC and local governments of different levels of service in reaching a decision on a DRI application is "inefficient", it has not made its belief clear in Florida Statutes. If the Legislature wants all of the various agencies involved in DRI review to "not disagree" in order to have "efficient" DRI reviews, it must specifically so provide. The Department of Community Affairs reviewed the Challenged Rule. During its review concern was expressed by the then Secretary of the Department of Community Affairs about the inclusion in the Challenged Rule of levels of service. TBRPC was urged "to adopt standards and methodologies for reviewing DRIs that are consistent with those used by the Department of Community Affairs." TBRPC was not, however, told that the use of levels of service consistent with local government comprehensive plans was required by Department of Community Affairs' rules or that the failure of TBRPC to comply with the Department's suggestion would cause the Challenged Rule to be considered inconsistent with Department of Community Affairs' rules. Concern was also expressed during the review of the Challenged Rule to the Department of Community Affairs by the Department of Transportation about possible inconsistencies of the Challenged Rule's levels of service with the Department of Transportation's Rules. Concerns were also raised within the Department of Community Affairs by the Bureau of State Planning. Ultimately, after considering comments from those interested in the Challenged Rule and in spite of the fact that the Department of Community Affairs would prefer that the levels of service used by the Department of Community Affairs, local governments and regional planning councils be the same, the Department of Community Affairs did not conclude that the Challenged Rule was inconsistent with Rule 9J-2.0255, Florida Administrative Code, or any other statute or rule. I. Section 32, CS/CS/HB 2315. On April 4, 1993, Section 32, of CS/CS/HB 2315 (hereinafter referred to as "Section 32"), was enrolled. Section 32, if signed by the Governor, creates Section 186.507(14), and provides: (14) A regional planning council may not, in its strategic regional policy plan or by any other means, establish binding level-of- service standards for public facilities and services provided or regulated by local governments. This limitation shall not be construed to limit the authority of regional planning councils to propose objections, recommendations, or comments on local plans or plan amendments. Section 32 has not yet become law. Additionally, it Section 32 becomes law, it will not be effective until July 1, 1993. Section 32 was filed in this proceeding by BAGT on April 7, 1993, after the final hearing of these cases had closed. Section 32 was not available to the parties until immediately before it was filed by BAGT. Therefore, it could not have been raised at the time of the final hearing of these cases.
Findings Of Fact Based upon all of the evidence, the following findings of fact are determined: Background This controversy began when respondent, Narbi International Investments Company, Inc. (Narbi or applicant), made application with respondent, Lake County (County), to rezone a 108.5 acre tract of land from Agricultural to Planned Unit Development (PUD). The land lies one and one-half miles west of U. S. Highway 27 and just north of County Road 474 in the southeastern part of Lake County. It is also within the boundaries of the Green Swamp Area of Critical State Concern. The purpose of the rezoning was to allow Narbi to construct a residential development to be known as Corinthian Park. After certain modifications to the project were made, including a restructuring of the project to eighty single-family residential units, the County adopted Ordinance No. 63-90 on December 18, 1990, which granted the rezoning request. Because the ordinance is a "development order" (DO) within the meaning of Chapter 380, Florida Statutes, the County rendered a copy of the ordinance to petitioner, Department of Community Affairs (DCA), for its review. Concluding that the ordinance was inconsistent with the principles for guiding development in the Green Swamp Area of Critical State Concern as codified in Chapter 28-26, Florida Administrative Code, the Lake County Comprehensive Plan (plan) and the County land development regulations, and had been improperly "rendered" to DCA for its review, DCA filed a petition for appeal of development order with the Florida Land and Water Adjudicatory Commission (FLWAC). The petition was later amended in minor respects. At hearing, petitioner withdrew its contention that the order had been improperly rendered. In addressing the above issues, the parties have presented numerous expert witnesses. As might be expected, there is conflicting testimony on many of the issues. In resolving these conflicts, the undersigned has accepted the more credible and persuasive testimony, and the accepted testimony is embodied in the findings below. The Parties Petitioner has been designated as the state land planning agency charged with the responsibility of administering and enforcing the provisions of Chapter 380, Florida Statutes. It has the authority to appeal any development order issued in an area of critical state concern within forty-five days after the development order is rendered to the DCA. The appeal herein was timely filed. The County is a political subdivision of the State of Florida and has the responsibility for issuing development orders for developments in unincorporated Lake County. Ordinance No. 63-90 is such a development order and is the subject of this appeal. Narbi is the corporate owner and developer of certain real property in an unincorporated part of southeastern Lake County consisting of approximately 108.5 acres. The eighty-unit project will be known as Corinthian Park. The Proposed Project and Adjacent Properties From a geographical perspective, Narbi's property lies approximately twelve miles south of Clermont, Florida, or just north of the Polk County line, and less than five miles west of the boundaries of Reedy Creek Improvement District (Walt Disney World) and Orange County. The tract of land is odd-shaped with a small part fronting on the north side of County Road 474 and the remainder extending northward through a tract of undeveloped acreage, a small part of which is an abandoned, dead orange grove. Indeed, because of three hard freezes in a seven year period, the County has an abundance of former orange grove operations that are now available for development purposes, and Narbi seeks to convert its property from agricultural purposes to a residential development. Except for the development described in the following finding of fact, the area is largely forests and wetlands, and the area surrounding Narbi's land is vacant. Approximately one mile west of the project site and to the north of County Road 474 lie an asphalt plant and excavation fill area. Both of these activities predated the designation of the Green Swamp as an area of critical state concern. In addition, a corridor of development lies along U. S. Highway 27 to the east. However, that development sits on or near the Lake Wales Ridge, which is a high, dry sandy ridge on the eastern boundary of the Green Swamp area and out of the hydrologic basin of the Green Swamp. The development in that area includes another approved residential development project known as the Greater Groves Subdivision, which was given an approval by the DCA for 150,000 square feet of retail space and 445 homes having a density of 2.75 units per acre, a large, mixed-use tract of land known as South Lake Subdivision having 8,000 units and a DCA-approved density of 13 units per acre, a travel trailer park, a campground and travel trailer park, and migrant housing. In addition, there is a 900 acre project one mile west of Corinthian Park called the Ray Ranch development which is the subject of another DCA challenge. However, at the time of the final hearing, the parties were in the process of executing a settlement agreement, the terms of which are not of record. It is noted that there was no evidence that the Ray Ranch development or any other approved project was comparable in any respect to Corinthian Park or had the same physical characteristics as are found on Narbi's land and thus those developments have no precedential value in this proceeding. The project is designed to have eighty single-family dwelling units on separate lots with a gross density of .74 units per acre. Prior to the approval of the rezoning, the site was zoned agricultural with a permitted density of one unit per five acres. Present plans call for each home, including driveways, to have a maximum 3,000 square feet. A central water system will serve the subdivision but individual septic tanks will be utilized for each home. Narbi proposes to construct the project in three phases consisting of 30, 27 and 23 lots, respectively. However, the third phase cannot be constructed until the County adopts a new stormwater management ordinance that meets the DCA's approval. After the build out is completed, approximately forty-eight percent of the acreage, or fifty-two acres, including all wetlands on the property, will be dedicated to conservation, preservation, recreation and open space areas. At the same time, eight percent of the acreage will have impervious surfaces, roads and houses, while the remaining ninety-two percent will have pervious or noncovered areas. Narbi's property contains 26.1 acres of wetlands and approximately ten acres within the 100 year flood plain. The only alteration to the flood plain will be one road crossing, and all water retention areas are to be located outside of the 100 year flood plain. In addition, stormwater runoff will be treated before going into the flood plain. The remainder of the property consists of pine flatwoods and uplands. The center of the property, which once contained a small orange grove, has been cleared. The features on this property are similar to those found on other property in the immediate area, all of which is zoned agricultural. The Green Swamp and its Significance In 1979, a part of an area known as the Green Swamp was designated by the legislature as an area of critical concern. As such, it is one of only four areas in the state given this designation. The area was accorded special protection because of its significance as a source of potable water, its function as a wildlife habitat and refuge, and its importance as a high recharge area for the Floridan Aquifer. The designated area covers approximately 900 square miles in parts of Lake and Polk Counties and consists largely of undeveloped forested and wetland areas. In addition, five major rivers originate in this portion of the State. It should be noted that all of the land in and around Narbi's project which lies west of U. S. Highway 27 is within the Green Swamp area. The Floridan Aquifer underlies the entire state except for the extreme northwestern corner. It serves as a source of drinking water for one-half of the state's population and thus constitutes the state's principal water supply aquifer. The Green Swamp is a source of recharge (or replenishment through the downward percolation of surface water into the aquifer) of the groundwater in the aquifer thereby allowing the aquifer to maintain its volume and high quality of water. A principal feature of the aquifer is a series of limestone formations which lie below the ground surface keeping the fresh water under pressure. The high point (potentiometric surface) of the pressure system occurs in the Green Swamp thus giving that area critical importance. In the area around Narbi's project, there is a layer of sand overlying the aquifer. There is also a geologic fault that allows direct connection to the aquifer. This means that in this area there is direct recharge into the aquifer with very little filtration to remove contaminants. Even where a clay layer exists over the aquifer, it is not confining because it contains cracks, fissures, and outcroppings of limestone which allow direct contact into the aquifer. Moreover, clay soils do not retain organic compounds, but allow them to filter through to the aquifer. Thus, the aquifer is vulnerable to contamination found in runoff which percolates without filtration into the aquifer. The Documents Governing this Controversy The land use element of the comprehensive plan was originally adopted in February 1977 and has been amended from time to time. It applies within the unincorporated portions of the County. On November 5, 1985, the County adopted Ordinance 1985-19 which brought the plan into conformity with all state regulations regarding the Green Swamp Area of Critical State Concern, including the principles for guiding development. Those principles are codified in Chapter 28-26, Florida Administrative Code. It is noted that in 1986 the DCA determined that the 1977 plan, as amended through 1985, and the land development regulations, as amended through 1985, were in compliance with state law as they applied to those portions of the Green Swamp Area of Critical State Concern within Lake County. That approval is codified in Chapter 9J-8, Florida Administrative Code. The conservation element to the plan was adopted on June 4, 1980, and sets forth various goals, objectives and policies "aimed at protecting the natural environment from misuse." There is also a compendium of land development regulations found in a document known as the Lake County Zoning Regulations, as amended 1988, which are relevant since they provide regulations governing the development of a PUD and include the zoning map which was changed by virtue of the rezoning application. Effective July 9, 1991, the County adopted a new comprehensive plan. However, Narbi's rezoning request is subject to the old plan requirements. Consistency with County Comprehensive Plan According to the amended petition for appeal, as later clarified by the DCA, Ordinance No. 63-90 is inconsistent with the county comprehensive plan in two respects. First, DCA contends that the proposed residential density for Narbi's project is inconsistent with a land use element, three general plan policies and one objective set forth in the comprehensive plan. More specifically, it contends that the approved density contravenes the conservation subsection of the plan categories for residential uses, policies 4, 10 and 11 of the general plan policies, and objective 5 of the conservation element of the plan. All of these items were specifically incorporated into the plan to provide special protection to the Green Swamp Area of Critical State Concern. DCA also asserts that the ordinance is in conflict with Section 3.C. of the land use element (the Urban Containment Policy) in that the project would constitute or contribute to "leapfrogging and uncontrolled urban sprawl." These contentions are addressed separately below. The conservation plan category for residential uses is found in section 4 of the land use element. In all, six plan categories were established to provide a range of residential density to be used in various categories of land use, including conservation areas. As is relevant here, the conservation element provides that county lands lying within the Green Swamp Area of Critical State Concern are determined to be of environmental value and should be "conserved". The conservation element goes on to define the term "conserve" to mean: uses such as parks, agriculture, very low density residential which will not overly damage natural conditions, as well as, "no development" use. The cited general plan policies are found in the land use plan element and were developed for the purpose of "implement(ing) the urban containment policy and to establish policies to develop the land use map, upon which the resulting zoning map will be based." Among them is policy 4 pertaining to residential development in the County. In 1985, the County amended policy 4 by adding subsection E. to provide that all residential development within the Green Swamp Area of Critical State Concern shall conform to the principles of guiding development. Those principles of guiding development are more fully discussed in a subsequent section of this Recommended Order. Also relevant is policy 10 requiring that the County give "full consideration . . . to environmental factors . . . as they pertain to land use" and that a conservation element be established. Finally, policy 11 recognizes agriculture as an important and necessary economic activity within the County, provides that adequate and appropriate water shall be reserved for its continuance, and provides further that urban development shall be discouraged in those portions of the County presently used as agriculture. The last item cited by the DCA is objective 5 of the conservation element which pertains to environmentally sensitive areas. It establishes a goal of preserving "those environmentally sensitive areas . . . in order to safeguard Lake County's natural resources for present and future residents." The above cited provisions of the plan show clearly that the site of Narbi's project is considered to be an environmentally sensitive area which must be afforded special protection. The plan itself uses such terms as "very low density", "no development", "conserve" and "preserve" in describing the type of development to be allowed. At the same time, in order to comply with its plan, the County is obliged to give full consideration to environmental factors, discourage urban type development in portions of the county now zoned agricultural, and preserve sensitive areas for future residents. In devising residential densities for various plan categories, the County has adopted the following guidelines: Estate 1 unit per 3 or more acres Low Density 1.1 - 2.75 units per acre Medium 2.76 - 7.0 units per acre High 7.1 - 15.0 units per acre However, as noted earlier, the conservation element calls for "very low residential" density in lands to be "conserved", such as those in the Green Swamp area where Narbi's project will be located. As can be seen, there is no plan category for "very low residential", and this omission underpins in part the controversy between the parties. At hearing, the parties sharply differed on what gross density falls within the category of "very low residential". Since the plan defines "low density" residential as 1.1 to 2.75 units per acre, the County takes the position that anything below that level of density, including the proposed .74 units per acre for Narbi's project, would necessarily fall within the very low density category. Indeed, it has consistently interpreted the plan in this manner since the 1985 amendment was adopted. The DCA contends that a density of .2 units per acre (or one unit per five acres) is consistent with the conservation element of the plan. This view is deemed to be more credible and reasonable since that element refers to parks, agricultural, very low density and no development uses as being appropriate for the Green Swamp area. This interpretation of the term "very low density" is also consistent with other portions of the plan in that only scattered, residential housing was contemplated in environmentally sensitive lands, the residential density for agricultural lands is one unit per five acres and thus this residential density would be consistent with the lands surrounding Narbi's project, and the DCA's suggested density is lower than the one unit per three acres approved for estates, a category that falls between regular residential and agricultural densities. It is also noted that a one unit per five acres density would be more compatible with the objective of safeguarding the County's natural resources for future residents, and the general policies of discouraging urban type development on lands now zoned agriculture, "conserving" protected lands, and giving "full consideration" to environmental factors. Therefore, it is found that Ordinance 63-90 is inconsistent with the conservation subsection of the plan categories, general plan policies 4, 10 and 11, and objective 5 of the conservation element of the plan. The DCA also contends that the project would constitute or contribute to "leapfrogging and urban sprawl" and thus be violative of section 3.C. (urban containment policy) of the plan. That policy is found on page 1-12 of the land use element of the plan and provides in part as follows: Only limited expansion shall be approved beyond the current limits of any Urban Area or Urban Compact Node until the gross residential density of that existing Urban Area reaches two dwelling units per acre. Further, no urban development should be permitted unless the half section(s) in which it is situated be contiguous with the declared urban area. This limitation does not apply to agricultural uses requiring approval procedures, such as, conditional use permits and site plan approval in the agricultural zoning districts. The intent of this recommendation is to prevent "leapfrogging" and uncontrolled urban sprawl, but without creating an undesirably high density urban environment. * * * The urban containment policy then is the general framework upon which the Lake County Land Use Plan and the resultant implementative ordinances and policies are based. The Urban Containment Policy is based on limited growth in rural areas rather than on existing trends. Almost all proposed development is placed in or around existing urban areas, so that urban services and transportation facilities can be provided economically. Environmentally sensitive areas were avoided whenever possible as were agricultural areas. (Emphasis added) The same policy goes on to establish ten criteria for the location of urban activities. Among them are two which provide that (a) urban development should be "clustered around existing communities" and (b) "areas for rural density residential development are limited to existing areas that have low agricultural potential." It is noted that the County has classified the existing development along U. S. Highway 27 to the east of the project site as being an urban compact node. The County does not view the urban containment policy as being a barrier to the Narbi project for several reasons. First, it does not consider the project as being "urban development" within the meaning of the plan and thus believes the urban containment policy has no application. Second, in light of the high start-up costs for developing orange groves, which was the former use of a small part of the property, it sees no agricultural potential for the land. As to the first reason, the plan considers urban areas to be those areas in which residential use is more than one dwelling unit per gross acre. The plan does not have a similar provision for rural areas in terms of residential density. However, the County has historically interpreted its plan to mean that anything "non-urban" is rural. Since the plan defines the minimum threshold for residential low density in urban areas as being 1.1 units per acre, the County construes all development outside of urban areas to be rural or non-urban so long as the density is less than 1.1 units per acre. Thus, it considers the contention that the project constitutes urban sprawl to be misplaced. As to the second reason, the County forsees no agricultural potential in Narbi's property. Therefore, it views the project as being consistent with the criterion that "areas for rural density residential development are limited to existing areas that have low agricultural potential." On page 1-3 of the land use element, the term "urban sprawl" is defined as "the scattering of generally low-intensive developments in suburban and rural areas." The plan goes on to state that urban sprawl "causes severe problems for local municipalities and the County," imposes a "heavy" financial burden on local jurisdictions for added services, and "yields a low return on a large capital investment" by extending public services through undeveloped lands to outlying developments. After recognizing these adverse impacts, the policy states that its intent is to "prevent 'leapfrogging' and uncontrolled urban sprawl" especially in "environmentally sensitive areas." The County's definition of urban sprawl is similar in many respects to the definition used by DCA. Though the term is not defined by statute or agency rule, the agency has, on a case by case basis, utilized a nonrule policy of not favoring development orders which approve projects that constitute or contribute to urban sprawl. The DCA construes the term to mean a development pattern that is associated with scattered, low intensity, unplanned, uncontrolled development that is usually approved in what are generally rural areas. When this occurs, there is no coordination between such development and public facilities and services or the protection of natural resources. Put another way, urban sprawl results in the inefficient use of public services, higher costs to local government, and a lack of protection for natural resources. Thus, the policy used by DCA is rational, logical and persuasive and is supported by an adequate record foundation. There are three types of urban sprawl: leapfrog development, strip development, or single use pattern of development. Leapfrog development is described in the record as being a spot zone type of development in which vacant areas have been bypassed, and where a single development exists in an outlying area that is not contiguous or connected to an existing residential pattern. It is also a land use that is incompatible with the surrounding land uses. In this case, the Corinthian Park project falls within the category of leapfrog development. Applying the above considerations to the project in question, it is found that the project is inconsistent with the plan's urban containment policy. More specifically, the project falls within the definition of leapfrogging and urban sprawl as defined by the plan and DCA, and most importantly, the County's urban containment policy specifically recommends that this type of growth be "avoided whenever possible" in environmentally sensitive areas. In making this finding, the undersigned has rejected the County's contention that the proposed subdivision is non-urban development and has accepted the DCA testimony which establishes that a level of density no greater than one unit per five acres is properly considered rural density. Therefore, the development is properly characterized as urban. Next, while the land probably has little potential for agricultural purposes as the County suggests, that consideration is but one of many in the determination of whether the project violates the urban containment policy. When weighed against the admonitions that there be "only limited expansion . . . beyond the current limits of an . . . urban compact node", that the purpose of the policy is to "prevent 'leapfrogging' and uncontrolled urban sprawl", that there be "limited growth in rural areas", and that such growth be "avoided whenever possible" in environmentally sensitive areas, it is found that Ordinance 63-90 is in contravention of Section 3.C. of the plan. Consistency With Land Development Regulations This issue involves allegations by the DCA that the proposed increase in residential density for the project is incompatible with subsection 696.20B. of the zoning code and that the site alteration criteria in Rule 28- 28.28.008(7), Florida Administrative Code, have not been met. The latter allegation has been categorized as a land development regulation issue since such regulations, if properly enacted, should require compliance with chapter 28-28. In addition, the County has cited section 696.13 of the zoning code as authorizing the approval of the rezoning application. Findings regarding the validity of these allegations are set forth below. Paragraph B.1. of Section 696.20 provides the following criterion for residential density in a PUD: Density. The criteria for establishing the residential gross density (not including natural water bodies) shall be: a. Compatibility with other zoning districts in the vicinity of subject property with adopted densities in the Lake County Land Use Element of the comprehensive plan. DCA contends that the approved density for Narbi's project is in violation of the above criterion. As noted earlier, the authorized (adopted) residential density for agricultural zoning is one unit per five acres. All of the land surrounding the site of the project is now zoned agricultural. Thus, with a proposed density of .74 units per acre, the project will be inconsistent with the adopted density for the surrounding lands as proscribed by subsection 696.20B. Even though the County's land development regulations do not specifically require compliance with Rule 28-28.008(7)(a), Florida Administrative Code, Ordinance 63-90 must still meet its requirements. That rule pertains to site alteration limitations in the Green Swamp area with the aim of preserving the natural drainage capabilities of major soil associations. The rule limits the amount of site alteration to the following percentages of the area of each association within any given total site: Upland association 60% Pine flatwood association 25% Wetland association 10% In other words, only ten percent of wetlands, twenty-five percent of pine flatwoods, and sixty percent of the uplands can be disturbed. The remainder of the area must remain in its natural state. As now proposed, the project exceeds the criteria for pine flatwoods and upland areas by some twenty acres. That is to say, Narbi proposes to develop approximately twenty acres of pine flatwoods and upland areas that should remain undisturbed under the rule criteria. All of the excess acreage is related to phase 3 of the project which, assuming the County prevails in this action, is still on hold until the County adopts a stormwater drainage ordinance meeting DCA's approval. It is noted, however, that even after the approval of an ordinance, there is no guarantee that this would cause DCA to waive the requirements of the rule. Section 696.13 of the zoning code prescribes a four-step process for a developer to secure final plat approval and construct a PUD. In general terms, these steps are rezoning, preliminary plat or preliminary plan, construction drawings, and final plat. As of the time of hearing, Narbi had only completed the first of the four steps. Later on in the process, Narbi will be required to give the County more detailed engineering and technical data regarding the project, and it will not be allowed to complete construction of the project until the final plat is approved and recorded. The County suggests that since phases 1 and 2 of the project meet the site alteration criteria for both flatwood areas and uplands, Narbi should be allowed to proceed with construction of the project as to those two phases, but not allowed to complete phase 3 until the stormwater drainage ordinance is approved and Narbi can demonstrate compliance with the rule and other criteria through more detailed information. Besides the fact that it would be difficult, if not impossible, to revoke the zoning once Narbi had completed two of the three phases of the project, the criteria in rule 28-28.008(7)(a) are applied to the entire project, and not just on a phase by phase basis. Thus, to demonstrate compliance with the rule, an applicant must show compliance with the site alteration criteria for the total project. In addition, approval of the stormwater drainage ordinance by itself does not necessarily mean that the rule criteria will be waived. Therefore, it is found that Ordinance 63-90 is incompatible with section 696.20 of the land development regulations and rule 28-28.008(7)(a). Consistency with Chapter 28-26 The Florida Cabinet, sitting as the Administration Commission, has promulgated Chapter 28-26, Florida Administrative Code, which defines the boundaries of the Green Swamp Area of Critical State Concern and provides principles for guiding development within that area. These principles are designed to conserve and protect the natural environmental resources and public facilities within the designated area and ecologically linked areas and apply to all development within the critical area. The principles contain eleven objectives which are codified as paragraphs (a) through (k) of rule 28- 26.003(1). Relevant to this proceeding are the objectives in paragraphs (a)-(d) and (g) of rule 28-26.003(1), which seek to "minimize the adverse impacts of development on resources of the Floridan Aquifer, wetlands and flood-detention areas", "(p)rotect . . . ground water and surface water which are necessary for the protection of resources of state and regional concerns", "(p)rotect the water available for aquifer recharge", "(p)rotect the functions of the Green Swamp Potentiometric High of the Floridan Aquifer", and "(p)rotect . . . existing ground and surface-water quality." By its appeal, DCA asserts that Ordinance 63-90 is in violation of each of those objectives and thus is inconsistent with the comprehensive plan which has adopted these objectives. The validity of this allegation turns on whether the use of individual septic tanks for each home in the subdivision will adversely affect the groundwater quality of the Green Swamp, and whether the project itself will negatively impact the groundwater and the Floridan Aquifer. In resolving these factual issues, the undersigned has discounted the County's contention that because it is prohibited by special act from regulating wastewater facilities with an average flow of less than 1200 gallons per day, and residential septic tanks have a much lower average daily flow, the County had no authority to deny the rezoning request on the ground septic tanks would be used at each home site. This is because the County has far wider authority under its plan to disapprove a project because of an applicant's failure to comply with chapter 28-26. The development order requires that, as a prerequisite to obtaining a building permit, the applicant meet the minimum requirements for septic tanks pursuant to Chapter 10D-6, Florida Administrative Code. That chapter, which is administered by the Department of Health and Rehabilitative Services (HRS), provides minimum construction standards for septic tanks on a statewide basis, except for the Florida Keys. Under this chapter, an applicant must obtain a permit from HRS to install a septic tank. It should be noted that these statewide standards are construction standards and not performance-based standards for monitoring environmental degradation. In addition, the standards do not take into account environmentally-sensitive lands such as those having an Area of Critical State Concern designation. Thus, it is found that the chapter 10D-6 requirements are primarily intended to protect the public health as opposed to the environment. On-site sewage disposal systems are made up of two components: the septic tank component and the soil infiltrative component. The tank is nothing more than a holding tank designed to (a) separate solids and floatable materials contained in domestic wastewater and (b) allow anaerobic digestion of the organic materials by anaerobic type organisms. The remaining clear effluent then exits the tank into the soil infiltrative process, which is a network of drain pipes placed in a twelve-inch layer of gravel. The network is more commonly referred to as the drain field. The drain field distributes the effluent evenly throughout that area of land. It is then treated by the soils. After traveling through the soils, the effluent eventually enters the groundwater table. Because the drain field provides the only treatment to the effluent after it leaves the tank, it is important that the soils in which the drain fields are placed have good soil hydraulic conductivities and that the distance from the pipes to the groundwater table be adequate. In the project area where the tanks are to be placed, the water table will be only ten inches below the bottom of the drain field system. In addition, the sands in that area are Immokalee, Myakka and Placid sands and are considered either moderately or severely limited for on-site sewage disposal systems. This is because those types of sand allow the effluent to percolate through the soil more quickly than other types of soil and thus the effluent receives very little treatment prior to entering the groundwater. Comtaminants such as nitrogen, phosphorus, toxic biodegradable and non-biodegradable organic compounds are often present in domestic wastewater and, because of the soil composition and water table elevation, could be expected to enter the groundwater from the septic tanks. Chapter 10D-6 does not provide for follow-up inspections by HRS for residential septic tank systems. An inherent problem with the use of septic tanks is that property owners fail to properly maintain their septic tank systems. As a general rule, maintenance is undertaken only when the organic loading to the system has been substantial enough to make it back up in the home. In addition, a septic tank failure can go undetected long enough for the introduction of contaminants into the groundwater. Although Narbi has agreed to modify its plans and to install 1,000 gallon septic tanks and water savers for toilets and showers to reduce the loading rate in each home to 333 gallons per day rather than the average of 450, there will still be unacceptable levels of contaminants entering the groundwater without adequate treatment. This is true even if the tanks are constructed in accordance with chapter 10D-6. Therefore, it is found that Ordinance 63-90 is inconsistent with the plan in that the adverse impacts caused by the use of individual septic tanks in the density proposed for the project will result in a violation of the objectives in paragraphs (a) through (d) and (g) of rule 28- 26.003(1). The DCA also asserts that the project itself will negatively impact the groundwater and the Floridan Aquifer. As noted earlier, the project sits on the eastern edge of the Green Swamp Area of Critical State Concern. A geologic fault found beneath the surface of the ground allows direct connection to the Floridan Aquifer. At the same time, there is no confining clay layer overlying the aquifer, and the soil in the project area is of the type that provides very little filtration to harmful contaminants which percolate through the soil and into the groundwater. Nitrates are contaminants that are generated from a variety of sources, including human beings and warm-blooded animals. A large amount of nitrates can be expected to be generated in the project area thereby causing contamination of the groundwater. Although it is possible to filter nitrates through complex and expensive technology, the applicant has not proposed this curative measure. It should be noted that soils by themselves do not adequately filter nitrates out of the runoff. There are also 26.1 acres of wetlands on Narbi's property. Because of the interaction between the surface water and groundwater, it is possible over the long-term for the contaminants and runoff to adversely impact the wetlands. A lowering of the groundwater quality will indirectly lower the quality of the wetlands water or its base flow. Once contaminants enter the groundwater, they have a very long residence time. This is because the groundwater is a protected confined medium, not subject to the sun's ultraviolet radiation nor oxidation by air, and it has a very stable PH. Although Narbi has proposed to have stormwater runoff designed to meet the Outstanding Florida Waters (OFW) criteria, this in itself is insufficient to assure that the groundwater will not be harmed. Given these considerations, it is found that Ordinance 63-90 violates the plan in that the project will cause a violation of the objectives in paragraphs (a) through (d) and (g) of rule 28-26.003(1). I. Conditions Under Which the Project Can be Approved The evidence supports a finding that if the proposed density of the project is downsized to one unit per five acres, and all other provisions in the plan are satisfied, as well as the site alteration criteria in rule 28- 28.008(7)(a), the rezoning application may be approved.
Recommendation Based on the foregoing findings of fact and conclusions of law, it is recommended that the Florida Land and Water Adjudicatory Commission enter a final order rescinding approval of Ordinance 63-90; that the order state that Narbi International Investments Company, Inc. may develop the project if it reduces the density to one unit per five acres and otherwise shows compliance with all provisions in the plan and rule 28-28.008(7)(a); and that Lake County be directed to properly administer and enforce its land development regulations in accordance with chapter 380. RECOMMENDED this 4th day of May, 1992, in Tallahassee, Florida. DONALD R. ALEXANDER Hearing Officer Division of Administrative Hearings The DeSoto Building 1230 Apalachee Parkway Tallahassee, FL 32399-1550 (904) 488-9675 Filed with the Clerk of the Division of Administrative Hearings this 4th day of May, 1992. APPENDIX TO RECOMMENDED ORDER, CASE NO. 91-6599DRI Petitioner: 1. Accepted in finding of fact 3. 2. Accepted in finding of fact 4. 3. Accepted in finding of fact 5. 4-5. Accepted in finding of fact 8. 6. Accepted in finding of fact 11. 7. Accepted in finding of fact 8. 8-9. Accepted in findings of fact 14 and 15. 10. Accepted in finding of fact 11. 11-12. Accepted in finding of fact 7. Accepted in findings of fact 29 and 30. Partially accepted in finding of fact 6. 15. Accepted in finding of fact 30. 16. Accepted in finding of fact 19. 17. Accepted in finding of fact 20. 18. Accepted in finding of fact 17. 19-20. Accepted in finding of fact 20. 21. Accepted in finding of fact 24. 22-24. Accepted in finding of fact 25. 25. Rejected as being unnecessary. 26-27. Accepted in finding of fact 21. 28. Accepted in finding of fact 23. 29-30. Accepted in finding of fact 26. 31. Rejected as being unnecessary. 32. Accepted in finding of fact 31. 33-36. Accepted in finding of fact 12. 37-40. Accepted in finding of fact 13. 41-42. Accepted in finding of fact 42. 43. Accepted in finding of fact 41. 44. Accepted in finding of fact 44. 45. Rejected as being unnecessary. 46. Accepted in finding of fact 43. 47-51. Accepted in finding of fact 44. 52-54. Accepted in finding of fact 37. 55. Accepted in finding of fact 38. 56-57. Accepted in finding of fact 35. 58-60. Accepted in finding of fact 39. 61. Rejected as being unnecessary. 62-63. Accepted in finding of fact 40. Respondent County: Accepted in finding of fact 5. Accepted in finding of fact 4. Accepted in finding of fact 3. Accepted in finding of fact 11. Accepted in finding of fact 14. Rejected as being unnecessary. 7-8. Accepted in finding of fact 2. Accepted in finding of fact 8. Partially accepted in finding of fact 9. The remainder is rejected. See finding of fact 43. Accepted in finding of fact 44. 12-13. Accepted in finding of fact 10. 14-15. Accepted in finding of fact 9. 16-20. Accepted in finding of fact 20. Rejected as being contrary to the more credible evidence. Accepted in finding of fact 30. Rejected as being contrary to the more credible evidence. Accepted in finding of fact 11. Accepted in finding of fact 13. Accepted in finding of fact 34. Rejected as being unnecessary. Partially accepted in finding of fact 40. Accepted in finding of fact 35. Rejected as being contrary to the more credible evidence. 31-32. Rejected as being unnecessary. 33. Rejected as being irrelevant. 34-35. Rejected as being contrary to the more credible evidence. Rejected as being unnecessary. Rejected as being irrelevant. Accepted in finding of fact 40. Partially accepted in finding of fact 40. The remainder has been rejected as being contrary to the more credible evidence. Accepted in finding of fact 40. Rejected as being contrary to the more credible evidence. Partially accepted in finding of fact 44. 43-52. Rejected since the testimony of witness Dehan has been accepted on this issue. Respondent Narbi: Rejected as being irrelevant. Rejected as being contrary to the more credible evidence. Rejected as being unnecessary. 4-7. Rejected as being contrary to the more credible evidence. 8-9. Rejected as being irrelevant for the reasons cited in finding of fact 7. 10. Partially accepted in finding of fact 19. The last sentence is rejected as being contrary to the more credible evidence. 11-12. Rejected as being contrary to the more credible evidence. Rejected as being irrelevant. Partially accepted in finding of fact 24. The last sentence is rejected as being contrary to the more credible evidence. Rejected as being contrary to the more credible evidence. Accepted in finding of fact 31. 17-18. Rejected as being irrelevant. The first sentence is rejected as being contrary to the more credible evidence. The second sentence is accepted in finding of fact 44. Rejected as being unnecessary. Accepted in finding of fact 8. Rejected as being contrary to the more credible evidence. Rejected as being irrelevant. Rejected as being contrary to the more credible evidence. Accepted in finding of fact 40. 26-29. Rejected as being contrary to the more credible evidence. 30. Rejected as being irrelevant. 31-32. These matters were considered in evaluating the testimony of the witnesses. COPIES FURNISHED: Douglas M. Cook, Director Land and Water Adjudicatory Commission The Capitol, PL-05 Tallahassee, FL 32399-0001 L. Kathryn Funchess, Esquire 2740 Centerview Drive Tallahassee, FL 32399-2100 Timothy P. Hoban, Esquire 315 West Main Street Tavares, FL 32778 Max Sabeti 4063 Goldenrod Road Suite 208 Winter Park, FL 32792
The Issue The issue before the Florida Land and Water Adjudicatory Commission (FLWAC) is whether to grant the Petition to Establish the Madeira Community Development District (Petition). The local public hearing was for the purpose of gathering information in anticipation of quasi-legislative rulemaking by FLWAC.
